Louise,
I found it necessary to respond to only a couple of the numerous errors in “Reluctant Rocketman”, since they relate to our sponsor’s credibility, America’s natural gas industry, in the “Last American team to hold the official ALSR Blue Flame…” in the landracing.com forum. My comments there stand as written.
Now, you have cajoled Ray to add further “facts” to his story. Convenient, since he wasn’t there in 1970.
1. Ray is correct that when we began the project and divided initial responsibilities, his was the propulsion system. However, Ray abandoned his responsibility at a critical point in the design and construction of The Blue Flame. That left the responsibility for completing the propulsion system in my hands. Since Ray and I had collaborated closely on the design, construction and testing of the initial 25lb thrust and later 2500lb thrust HTP rocket motors, I was equally capable of continuing that portion of The Blue Flame’s HTP/LNG rocket motor. James McCormick was “our” design consultant, ever since our first visit to his office at the BECCO division of FMC Corporation in New York during the 25lb thrust rocket design. With our constraints on time and funds, in-vehicle testing was a reasonable alternative to a test stand off-site. Also, the hazard to personnel was minimal due to the “detuned” state of the rocket.
2. While there was no static test conducted on the Bonneville Salt Flats, comparing sequential runs (#10 and #12) of The Blue Flame with 90% HTP only and 90% HTP plus LNG allowed comparative performance analysis. See forum above.
3. Not only were combustion shock waves visibly confirming the HTP/LNG combustion, but the performance boost (scientific testing) validated the visual evidence. Run #8 was the first with the new catalyst pack installed and the reconfigured 3rd stage LNG injectors.
4. We were working with the rocket engine consultants, Engineering Design Service Company, throughout 1970 following Ray’s earlier departure in 1969. Recognizing we were required by Goodyear to keep our maximum speed below 700mph, they helped our revision to the rocket configuration reducing the design thrust. Their conclusions:
a. The methane (LNG) flow rate to employ in obtaining 14,700lb thrust will be slightly less than 5% by weight.
b. The methane (LNG) flow rate to realize 12,400 to 14,700lb thrust can be passed through the starting system (heat exchanger) with no main fuel flow required.
c. The maximum methane (LNG) flow rate, by weight, recommended in the starting system is 25%.
Corresponding with that recommended reduced LNG flow rate, the LNG tank size was reduced from 75 gallons to 10 gallons. Had Ray been there, he might have known these things. The explosive rupture of the heat exchanger was the result of an oxidizer/fuel valve sequencing error, designed by Ray, which was not discovered until the problem occurred on the Salt Flats. That was corrected in the re-design at Bonneville, eliminating the heat exchanger and using the 3rd stage LNG injectors.
5. Jim McCormick and I worked out an idea for replacing the partially melted temperature-sensitive pure silver HTP catalyst with a plated nickel material which was thought to be more robust and with a higher melting point. That could allow us to use a higher strength HTP than the 90% maximum with silver. The new catalyst was installed for run #8. We eventually decided to run with 94% HTP (blending 90% with 98%) for run #22 on October 23, 1970. Runs #23 and #24 were the record runs. The earlier noted calibration runs, #10 and #12 (see forum above) were 90% HTP. Ray wasn’t there – he doesn’t know.
6. We used Dana Fuller’s Ford van to provide initial acceleration, saving 2 seconds’ rocket fuel for the high speed end of the runs, which gave us the edge we needed working with our compromised powerplant, to reach 650 to 660mph maximum in the middle of the mile, then coasting through.
Ray’s parting shot in Chapter 26, “I still consider The Blue Flame to be an abject failure” attests to the negative attitude that Ray expressed throughout his memoir. After the great Bonneville duel in the 1960s between the Arfons brothers and Craig Breedlove driving the world land speed record up to 600.601mph, we were inspired to have a go. Pete Farnsworth and I (with Ray absent) designed, built, and campaigned The Blue Flame in our first attempt to raise the world land speed record to 630.388mph (kilometer). That world land speed record stood for 13 years – and the kilometer record stood for 27 years. Sounds like a resounding success to me.
Louise and Ray, watch my Youtube film ”The Blue Flame – Speedquest” to see what you missed.
