Version 2.

RMS/HYBRID

TM

RMS/Hybrid 54/1280 Assembly and Operation Instruction Manual

Introduction & System Description
Welcome to the future! Thank you for investing in AeroTechs
Reloadable Motor System (RMS) RMS/Hybrid rocket motor,
the worlds first commercially-available reloadable hybrid propellant
rocket motor. You have purchased a reliable, versatile and costeffective means of powering your high-power rocket vehicles that will
grow with you as you expand your rocketry horizons. The RMS/
Hybrid motor is capable of delivering a wide range of programmable time-thrust profiles, and is easily converted to conventional
solid propellant operation with AeroTechs standard RMS High
Power reload kits!
A hybrid propellant rocket motor employs separated propellant
ingredients in two different physical states, in contrast to the heterogeneous blend of fuel and oxidizer in a conventional solid propellant
rocket motor. The most prevalent concept is the use of a solid fuel
such as a polymer and a liquid or gaseous oxidizer such as oxygen
(O2), air (a gaseous solution of nitrogen, oxygen and other minor
constituents), hydrogen peroxide (H2O2) or nitrous oxide (N2O).
One can turn this system around and have a liquid fuel and solid
oxidizer but in general this configuration has some significant disadvantages.

from that in a solid or liquid fuel rocket motor. The oxidizer is turned
into a mixture of droplets and gasified liquid by the injector and sprays
through the combustion channel during motor operation. A boundary
layer is formed above the surface of the grain. This layer is fed by the
oxidizer entering from the port side of the grain and by gasified fuel
ablating from the grain wall.
What makes hybrid rocket motors so attractive for use in high-power
rocketry and other applications is that they combine many of the
advantages of both solids and liquids. These include improved safety
in handling, since there is no intimate mixing of fuel and oxidizer as
with solids, and the separate components can in general be handled
with ease. Because thrust is proportional to oxidizer flow rate and (to
a much lesser extent) internal fuel surface area this presents the
possibility of throttling. Add to this that the fuel grain can have
superior mechanical properties over the same in a solid propellant
rocket motor.
Some additional advantages of hybrid technology for the high-power
rocket enthusiast include markedly lower cost per flight than solid
propellants, less restrictive shipping regulations and elimination of
the need to comply with various aspects of the federal explosive laws
that currently plague the purchasing and storage of large solid
propellant rocket motors.

A pressure or pump system typically feeds the liquid or gaseous

oxidizer into the combustion chamber, which contains the fuel as a
solid component. The solid fuel grain usually has a single hollow
circular cylinder as a flame channel called the grain port. Once
ignition is accomplished, the combustion products accelerate toward
the nozzle throat where they attain the speed of sound and expand
in the diverging section of the nozzle at supersonic speeds.

In AeroTechs RMS/Hybrid motor design, liquefied nitrous oxide

(N2O) is employed as the oxidizer while cellulose ((C6H10O5)n) in
the form of a pair of tightly-wound paper tubes is utilized as the solid
fuel (patent pending).

The combustion process in a hybrid rocket motor differs substantially

Nitrous oxide is quite interesting as an oxidizer. It is in a liquid state

AeroTech, Inc. 1955 S. Palm St., Suite 15 Las Vegas, NV 89104 (702) 641-2301 (Ph) (702) 641-1883 (Fax) www.aerotech-rocketry.com

under pressure at temperatures of up to 97 degrees Fahrenheit. Its

vapor pressure at 70 degrees Fahrenheit is about 750 lbs per square
inch. It has a density of approximately 47 lbs per cubic foot at this
temperature and pressure. For most reasonable motor chamber pressures there is no need for a separate pressurization system. In fact N2O
is an excellent example of a self-pressurizing blowdown oxidizer.
Nitrous oxide presents no significant health hazard. According to the
Handbook of Compressed Gases , N2O is actually a minor constituent
(9th in abundance or .00005% by mole) of the earths atmosphere.
Nitrous oxide is non-toxic and non-irritating and has been used as an
anesthetic in medicine and dentistry for nearly 200 years. One notes it
has also been used as a mild intoxicant and is a simple asphyxiant.
However it is available in a denatured form with approximately 100
ppm sulfur dioxide (SO2) added to discourage substance abuse.

combustible Pyrovalve (patented) which restrains the flow of nitrous oxide until the moment of ignition.
Any commonly used HPR ignition device, such as an electric match,
can be used with the RMS/Hybrid motor. Upon ignition the Pyrovalve
opens in about 1/4 second and directs the liquid N2O through a small
solid-propellant charge (the N2O preheater grain) that aids in the
vaporization and decomposition of the nitrous oxide and also preheats
the fuel grains. The heated and partially decomposed N2O sprays over
the surface of the fuel and combustion proceeds until the nitrous oxide
supply is exhausted. The excess amount of fuel remaining after motor
operation is left to function as combustion chamber insulation.

This denatured nitrous oxide is available to the general public, though

one should check local and state regulations. It has been a standard
component of performance cars for a long time and many speed
equipment hobbyists have used it for years. Your local speed shop
should have it, it is usually priced in the range of $1.50 to $4.00 a pound.
Both the pure and denatured nitrous oxide are classified by the U.S.
Department of Transportation (DOT) as a nonflammable gas; it will
however support combustion. Above 572 degrees Fahrenheit it dissociates into nitrogen and oxygen and thus becomes a strong oxidizing
agent. Since it is stored under pressure one should take precautions in
handling as with any high pressure gas. These precautions include the
use of personal protective equipment such as leather gloves and
approved eye protection.
Prudent handling of possible fuel and ignition sources in the vicinity of
N2O storage bottles is also warranted. Petroleum-based greases and
oils must be rigorously excluded from the presence of nitrous oxide
since they are capable of spontaneous ignition or explosion when
exposed to pressurized N2O. Only fully-fluorinated (oxygen-safe)
greases should be used in nitrous oxide plumbing systems.
Cellulose as a fuel presents some distinct advantages over the traditional hydrocarbon fuels such as hydroxyl-terminated polybutadiene
(or HTPB; typically also used as a binder in contemporary solid
propellant motors), ABS, polyurethane, acrylic and other plastics.
While the optimum mixture ratio using these plastics is in the 7:1 to 8:1
range (i.e., 7 to 8 parts nitrous oxide to 1 part plastic), the optimum
mixture ratio for cellulose and N2O is 3.3:1. This means that substantially more cellulose fuel can be oxidized by a given amount of nitrous
oxide. Although the theoretical specific impulse (total impulse per
pound of propellant) of cellulose is about 5% lower than most hydrocarbon plastics when used in an N2O hybrid motor, the additional amount
of cellulose fuel that can be completely burned by the N2O more than
makes up for this deficiency.
Cellulose also appears to exhibit superior combustion efficiency over
plastic fuels and generates prominent mach diamonds in the exhaust
plume with very little visible smoke or soot. Motor ignition is rapid and
smooth with none of the buzzing or pulsation characteristics that are
demonstrated by some other hybrid motor design schemes. Added to
this are the obvious cost and availability advantages of using a
renewable resource of the most abundant organic fuel material on
earth!
AeroTechs RMS/Hybrid rocket motors use a high pressure aluminum alloy cylinder to store the liquefied nitrous oxide oxidizer prior to
flight. A pin type valve, exclusively designed for N2O service and the
specific requirements of the RMS/Hybrid motor, is fitted to the
cylinder. The cylinder/valve assembly is mated to the RMS motor
casing via a specially designed forward closure/N2O injector plate
assembly. The forward closure design also includes a provision for a

RMS/Hybrid 54mm Motor with Flight Cylinder Attached

You will notice that two different size fuel grains occupy the RMS/
Hybrid combustion chamber. This design is not arbitrary. As the
combustion products move down the core space of the shorter fuel
grain toward the nozzle, the flow is disrupted by the step caused by
the difference in core diameters of the two grains. This step induces
turbulence in the gas flow, promoting mixing of unreacted constituents
in the chamber exhaust stream and thereby increasing combustion
efficiency.
The RMS/Hybrid forward closure is designed to produce three
different thrust levels. This is accomplished by blocking one or two of
the four N2O injector orifices (or jets) visible in the forward end of the
closure, with small set screws. Two jets correspond to a lower thrust
of approximately 65 pounds maximum, three jets produce about 90
pounds, while four jets deliver approximately 120 pounds maximum
thrust. These jet configurations are matched with the different RMS/
Hybrid reload kits which result in a wide range of possible motor
performance combinations.
We at AeroTech sincerely hope you will enjoy using your RMS/
Hybrid motor and wish you many successful flights with it!

READ THIS BEFORE YOU BEGIN:

Study the illustrations and sequence of assembly. THE SEQUENCE
OF ASSEMBLY IS EXTREMELY IMPORTANT. READ ALL INSTRUCTIONS BEFORE USE. USE RMS/HYBRID MOTORS
ONLY IN ACCORDANCE WITH ALL INSTRUCTIONS. Review the
parts list and become familiar with all parts before assembly. IF ANY
PARTS ARE MISSING OR DAMAGED, CONTACT AEROTECH
AT 1-702-641-2301.
DO NOT USE ANY PARTS OF THE RMS/HYBRID SYSTEM
THAT ARE DAMAGED IN ANY WAY, ESPECIALLY THE FLIGHT
CYLINDER PIN VALVE. If in doubt, contact AeroTech at the
number above for assistance.
DO NOT MODIFY THE MOTOR IN ANY WAY. Modification of the
motor, flight cylinder or reload kit parts could result in motor failure,
lead to the destruction of both your rocket and motor and may cause
personal injury, death and/or property damage. Modification of the

motor, flight cylinder or reload kit in any way will invalidate your motor
warranty.
DO NOT USE ORDINARY PAINTBALL CYLINDERS AND
VALVES IN THE RMS/HYBRID MOTOR SYSTEM. Commonlyavailable paintball cylinders are designed for use with carbon
dioxide (CO2) and are not suitable for use with N2O. Cylinders
intended for N2O service must be oxygen clean to prevent ignition
of contaminants. Paintball cylinder valves use combustible valve
sealing components which have been shown to ignite in the presence of flowing liquid N2O, and are not able to deliver sufficient
quantities of N2O into the combustion chamber to produce designed
motor thrust levels.
NEVER USE PETROLEUM-BASED GREASES OR OILS ON THE
FLIGHT CYLINDER, CYLINDER VALVE ASSEMBLY, CYLINDER
FILLING ADAPTER AND FITTINGS OR ON ANY INSIDE SURFACES OF THE RMS/HYBRID PYROVALVE/FORWARD
CLOSURE ASSEMBLY. Use only Krytox or other fully-fluorinated
grease specifically designed for use in oxygen systems in these
areas. Ordinary greases are susceptible to spontaneous ignition
and/or explosion when exposed to pressurized nitrous oxide (N2O).
The only exception to this is that petroleum-based grease is acceptable for use in the N2O preheater charge well of the RMS/Hybrid
forward closure.

PARTS:
RMS/HYBRID 54/1280 RELOADABLE HYBRID MOTOR SYSTEM:
RMS-54 aft closure (A)
RMS-54/1280 case (B)
RMS/Hybrid forward closure with
injector plate assembly & jet plugs (C)
440cc flight cylinder with valve assembly (D)
Pyrovalve retainer screw (E)

1
1
1
1
1

(D)

(C)

(A)

(B)

Motor Components

(E)

RMS/HYBRID RELOADABLE HYBRID MOTOR SYSTEM ACCESSORIES:

DO NOT ATTEMPT TO REMOVE THE PIN VALVE ASSEMBLY
FROM THE FLIGHT CYLINDER. DO NOT TAMPER WITH OR
REMOVE THE PRESSURE RELIEF VALVE ON THE CYLINDER
VALVE ASSEMBLY. Tampering with or removal of these parts could
lead to a dangerous condition, possibly resulting in serious injury or
death.

Pyrovalve retainer hex key wrench (3/8") (F)

Injector plate jet plug hex key wrench (.050") (G)
N2O cylinder filling adapter & transfer hose assembly (H)
Krytox fluorocarbon grease (syringe or 2 oz tube) (I)
Ohaus #LS5000 5000 gram electronic balance (J)
Ohaus #51055-00 500 gram calibration weight (K)

DO NOT FILL THE FLIGHT CYLINDER BEYOND THE RATED

CAPACITY OF THE CYLINDER. Overfilled cylinders can rupture
the relief valve or burst violently without warning at certain elevated
temperatures.
USE ONLY AEROTECH RMS/HYBRID RELOAD KITS AND
MOTOR PARTS TO REFURBISH YOUR RMS/HYBRID MOTOR. The AeroTech RMS/Hybrid reload kits have been designed specifically for use in your particular AeroTech RMS/
Hybrid motor. Use of imitation components may destroy your
motor, rocket and payload and will invalidate your motor warranty.
Only use AeroTech RMS/Hybrid reload kits intended for your
specific AeroTech RMS/Hybrid motor. DO NOT INTERCHANGE
PARTS! Do not use AeroTech RMS/Hybrid reload kits or motor
components for any other purpose than to refurbish an AeroTech
RMS/Hybrid motor.
DO NOT REUSE ANY OF THE DISPOSABLE PARTS OF THE
RMS/HYBRID RELOAD KIT. This includes the fuel grains, liner,
nozzle and o-rings. These components have been designed for one
use only and must be discarded after firing. Reuse can result in motor
failure during subsequent operation and will invalidate your motor
warranty.
Motors are hot after firing. Although the reloadable RMS/Hybrid
motor operates at a lower temperature than most single-use solid
propellant motors, the high thermal conductivity of the aluminum
motor parts may make it seem otherwise. If necessary to handle a
motor before it has cooled down, use a rag or similar means.
Read and follow the safety code of the Tripoli Rocketry Association
(TRA) and comply with all federal, state and local laws, regulations
and ordinances in all activities involving high power rockets.
DO NOT OPEN RELOAD KITS UNTIL READY TO USE.

1
1
1
1
1
1

(H)

(J)
(I)
(F)
(G)

(K)
RMS/Hybrid Motor Accessories

RMS/HYBRID STD, EFX or TURBO RELOAD KIT:

Nozzle (Large black plastic part) (L)
Forward fuel grain (short 7/8" I.D. paper tube, std. ONLY) (M)
Aft fuel grain (longer 1-3/8" I.D. paper tube) (N)
Liner (2" O.D. X 1-7/8" I.D. orange paper tube) (O)
Fwd & aft o-rings (1/8" thick X 2" O.D.) (P)
Pyrovalve teflon separator (5/8" O.D. white disk) (Q)
Pyrovalve o-ring (3/32" thick X 5/8" O.D.) (R)
Pyrovalve element (short solid pellet) (S)
Pyrovalve back-up washer (5/8" O.D. X 1/6" thick) (T)
Nitrous oxide preheater charge (1" O.D. X 1" long
propellant grain) (U)
Nitrous oxide preheater insulator (1-1/8" O.D.X 1" long tube) (V)
Nitrous oxide preheater forward insulator (1-1/8" O.D. fiber washer) (W)

1
1
1
1
2
1
1
1
1
1
1
1

Forward insulator (2" O.D. phenolic washer) (X)

Electric match igniter (Y)
Nozzle cap igniter holder (1-1/4" I.D. red plastic cap) (Z)
Igniter guide (1/4" O.D. X 13" long tube) (not shown)
EFX grains (1.87" O.D. X 1-1/16" long, EFX kits ONLY) (not shown)
Turbo grains (1.87" O.D. X 1-1/16" long, Turbo kits ONLY) (not shown)

1
1
1
1
2
5

PERSONAL PROTECTIVE EQUIPMENT REQUIRED:

Leather gloves (JJ)
Approved eye protection (such as safety glasses) (KK)

Personal Protective Equipment

RMS/Hybrid Reload Kit Parts

(O)

(KK)
(N)
(M)

(JJ)
(V)

(Y)

(Z)

(L)

(P)

(X)

(U)

(W) (T)

(S)

(R) (Q)

ITEMS NEEDED FOR USE:

SAVE THE RELOAD KIT PLASTIC BAG FOR THE USED

RELOAD PARTS. DISPOSE OF BAG AND PARTS PROPERLY.

Nitrous oxide supply bottle (5 - 64 lb. ) and valve with male CGA 660
outlet threads (AA)
CGA 660 bottle nut with teflon washer
and male 4AN outlet fitting (BB)
Supply bottle pressure gauge (optional) (CC)
9/16" open-end or adjustable wrench (DD)
Permatex Super Lube or similar petroleum-based grease (EE)
Masking tape (FF)
Hobby knife (GG)
Wet wipes or damp paper towels (HH)
Chore Boy - type steel wool pad (II)
Black powder (not shown)

(AA)

Chapter 1. Flight Cylinder Loading

NOTE: If you are having your flight cylinders loaded by a highperformance auto store, specialty gas supplier or RMS/Hybrid dealer,
skip steps 1-1 through 1-19 and proceed directly to Chapter 2,
Pyrovalve/Forward Closure Preparation.
WARNING: Perform flight cylinder chilling and loading only while
wearing leather gloves and approved eye protection.
WARNING: Do not use petroleum-based grease on the flight cylinder
valve o-ring, valve threads or any inside surfaces or threads of the filling
adapter assembly, transfer hose or fittings. Ordinary greases used in
these areas are susceptible to spontaneous ignition and/or explosion
when exposed to pressurized nitrous oxide.

1-1.

Items Needed
For Use

Fig.-1: Scale Calibration. Before beginning each flight cylinder loading process, calibrate the electronic balance. Press
the on or tare button on the balance until the electronic
readout indicates 0g. Place the 500 gram calibration weight
on the weighing pan and note the weight displayed. Verify that
the balance readout indicates 500 grams, +/- 1 gram. Adjust
the balance if necessary according to the balance
manufacturers instructions to bring the balance into accurate
calibration.

Calibration Weight

(BB)

(FF)

Fig.-1
Electronic Balance

(CC)
(DD)
(II)

(HH)

Readout Indicates 500g

(EE)

(GG)

1-2.

Fig.-2: Preparation for Weighout. Thread the female 4AN

fitting (loose) end of the nitrous oxide transfer hose/cylinder
filling adapter assembly on to the male AN fitting adapter on
the nitrous oxide supply bottle. Tighten fitting with a 9/16"
open-end or adjustable wrench.

the receptacle in the cylinder filling adapter until it stops.

Light Coat of Krytox Grease
on Cylinder Valve O-ring
Cylinder Filling
Adapter

Fig.-4
"4AN" Fittings

Flight Cylinder
Threaded in Place

1-5.
Nitrous Oxide
Supply Bottle

Transfer Hose

Fig.-5: Turn the blue thumbscrew on the flight cylinder filling

adapter in a clockwise direction until it stops, then back off one
turn. This action opens the flight cylinder valve.
Filling Adapter

Blue Thumbscrew
(Turn Clockwise)

Fig.-5
Flight Cylinder Valve

Filling Adapter
Assembly

Fig.-2
Flight Cylinder

1-3.

Fig.-3: Arrange the supply bottle, transfer hose, cylinder filling

adapter and electronic balance in such a manner that the hose
is in a level orientation. A large box, table or other sturdy and
stable object may be used to raise the height of the supply
bottle or other components if necessary. This will help to
prevent false readings of the weight of the nitrous oxide in the
flight cylinder during oxidizer weighout.

Transfer Hose,
Electronic Balance
and Filling Adapter
Assembly in
Level Orientation

1-6.

Cylinder Filling Adapter Assembly

Electronic Balance
Readout Indicates 0g
After Tare

Supply Bottle
on Sturdy Support

1-7.
Fig.-3

Fig.-6: Place the flight cylinder/filling adapter assembly on the

electronic balance. Press the on or tare button on the
balance until the electronic readout indicates 0g.

Fig.-6

Fig.-7: Slowly open the valve on the nitrous oxide supply

bottle. Note the electronic balance readout and allow 70-80
grams of nitrous oxide (or about 1/4 of cylinder capacity) to
enter the flight cylinder. Close the valve on the supply bottle.
Flight Cylinder

Cylinder Chilling. NOTE: Steps 1-6 through 1-10 may be skipped by

placing the flight cylinder in a refrigerator or freezer for 1-2 hours to cool
it below the temperature of the supply bottle. A substantial difference
in temperature is necessary (30 - 40 deg. F.) to enable complete filling
of the flight cylinder from the supply bottle.

Supply Bottle Valve

Electronic
Balance Readout
Indicates 70-80g
(or about 1/4 of
cylinder capacity)

CAUTION: Inspect the flight cylinder valve o-ring for nicks, cuts or other
defects. Replace the cylinder valve o-ring if necessary prior to cylinder
chilling and/or filling.
1-4.

Fig.-4: Apply a light coat of Krytox grease to the flight

cylinder valve o-ring. Thread the flight cylinder valve fitting into

Fig.-7

1-8.

Fig.-8: Turn the blue thumbscrew on the cylinder filling

adapter in a counter-clockwise direction until there is a dramatic decrease in the turning resistance of the screw. This
indicates that the flight cylinder valve is closed.

1-11.

Blue Thumbscrew
on Cylinder Filling Adapter
(Turn Counter-Clockwise)

Fig.-11: Cylinder Filling. NOTE: Perform the flight cylinder

filling operation immediately after the cylinder has been
chilled. Attach the female 4AN fitting (loose) end of the
nitrous oxide transfer hose on to the male AN fitting adapter
on the nitrous oxide supply bottle. Tighten fitting with a 9/16"
open-end or adjustable wrench.

Fig.-8
"4AN" Fittings
Nitrous Oxide
Supply Bottle
Transfer Hose

Fig.-11
1-9.

Fig.-9: Using a 9/16" open-end or adjustable wrench, partially

loosen the female 4AN fitting on the supply bottle end of the
transfer hose to vent excess nitrous oxide from the hose.
Remove the fitting from the bottle when all pressurized nitrous
oxide has been vented from the transfer hose.

Nitrous Oxide
Supply Bottle

1-12.

"4AN" Fitting
on Transfer Hose

Fig.-12: Place the flight cylinder filling adapter assembly on

the electronic balance. Press the on or tare button on the
balance until the electronic readout indicates 0g.
Cylinder Filling Adapter Assembly

Venting Nitrous

Fig.-9

Electronic Balance
Readout Indicates 0g
After Tare

1-10.

Fig.-10: Grasp the flight cylinder and cylinder filling adapter/

transfer hose assembly securely. While pointing the end of
the transfer hose in a safe direction, away from people,
animals and flammable materials, slowly turn the blue thumbscrew on the cylinder filling adapter clockwise and vent the
nitrous oxide in the flight cylinder to the atmosphere until it is
empty. This operation has the effect of rapidly cooling the
flight cylinder to allow complete subsequent loading of nitrous
oxide from the supply bottle. Do not change the position of the
blue thumbscrew after this venting procedure. NOTE: Repeat
this chilling procedure if necessary to reduce the flight cylinder
temperature at least 30 - 40 deg. F. below the temperature of
the supply bottle.

1-13.

Fig.-12

Fig.-13: Slowly open the valve on the nitrous oxide supply

bottle. Note the electronic balance readout and allow the
following amount of nitrous oxide to flow into the flight cylinder:

440cc cylinder 299 grams N2O

Close the valve on the supply bottle.
Flight Cylinder
Supply Bottle Valve
Electronic Balance
Readout Indicates
Nitrous Oxide
"Net" Weight

Venting Nitrous

Turn Blue Thumbscrew

Clockwise

Fig.-10
Hold Cylinder and
Hose Securely

Fig.-13

WARNING: DO NOT OVERFILL the flight oxidizer cylinder

by more than a few grams (this can be adjusted during the

check weight procedure, below). The flight cylinder fill weights

are calculated to permit sufficient free space above the liquid
nitrous oxide to allow expansion up to the critical temperature without becoming liquid full. An overfilled cylinder can
rupture the relief valve or burst violently without warning due
to hydraulic effects brought about by a liquid full condition as
the cylinder is warmed.
1-14.

1-18.

Fig.-14: Turn the blue thumbscrew on the cylinder filling

adapter in a counter-clockwise direction until there is a dramatic decrease in the threading resistance of the screw. This
indicates that the flight cylinder valve is closed.

Blue Thumbscrew
on Cylinder Filling Adapter
(Turn Counter-Clockwise)

Fig.-17: Place the flight cylinder on the weighing pan of the

electronic balance. Note the weight on the display. Subtract
the cylinder tare weight (marked on the cylinder label) from
the displayed weight and verify that the resulting net weight
is less than or equal to the amount permitted for that particular
cylinder. Reattach the flight cylinder to the transfer hose
assembly and vent or add sufficient nitrous oxide to adjust the
net weight to the appropriate level. NOTE: If an excess of N2O
is present in the flight cylinder, carefully vent the excess
through the cylinder filling adapter assembly until the net
weight is less than or equal to the maximum allowable
amount.
CAUTION: Less than the full permitted net weight of nitrous
oxide can be safely loaded into the flight cylinder but motor
performance (thrust duration) will be reduced proportional to
the reduction in the quantity of nitrous oxide; for example,
loading 240 grams of nitrous oxide in a 440cc cylinder will yield
only approximately 80% of the total impulse of a full cylinder.
NOTE: EFX and Turbo reloads MUST use fully-filled
flight cyinders for proper operation.

Fig.-14

Flight Cylinder

1-15.

Fig.-17

Fig.-15: Using a 9/16" open-end or adjustable wrench, partially loosen the female 4AN fitting on the supply bottle end of
the transfer hose to vent excess nitrous oxide from the hose.
NOTE: The hose may be left attached to the supply bottle if
additional flight cylinders are to be loaded.

Electronic Balance

Readout Indicates
"Gross Weight"
(Subtract Cylinder
"Tare" Weight to
Obtain "Net" Weight)

"4AN" Fitting
on Transfer Hose

Nitrous Oxide
Supply Bottle

1-19.
Venting Nitrous

Fig.-18: Push the cylinder valve cap (13/16" I.D. red plastic
cap) over the flight cylinder valve fitting. Leave the cap in place
until you are ready to use the cylinder for a flight. Store the
cylinder in a cool, secure location.

Fig.-15
Cylinder Valve Cap

1-16.

Flight Cylinder Valve Fitting

Fig.-16: After all nitrous oxide has vented from the hose,
unthread the flight cylinder valve from the cylinder filling
adapter.
Flight Cylinder

Fig.-18

Flight Cylinder Valve

Cylinder Filling
Adapter

Chapter 2. Pyrovalve/Forward Closure Preparation

2-1.
Fig.-16
Flight Cylinder

1-17.

Check Weight. Press the on or tare button on the electronic balance until the readout indicates 0g.

Fig.-19: Check the forward closure to ensure that the proper

number of jet plugs (3-48 set screws) are installed in the
forward closure N2O injector plate corresponding to the
reload kit being used (2, 3 or 4-jet std, 3-jet EFX or 3-jet
Turbo) and the maximum thrust level desired. Using the
.050" jet plug hex key wrench, remove or install one or two jet
plugs in the injector plate as necessary. Store any removed jet
plugs in the plug "parking spots" located in the injector plate
or another secure location.

Jet Plug Hex Key Wrench

(.050")

CAUTION: Do not use a Pyrovalve element with any visible

defects.

Jet Plug

Install the Pyrovalve element in the Pyrovalve charge

well of the RMS/Hybrid forward closure, seated against the
teflon separator disk.
Pyrovalve Element
Teflon Separator Disk
N2O Injector Plate

Fig.-19

RMS/Hybrid Forward Closure

2-2.

Fig.-20: Apply a light coat of Krytox grease to the Pyrovalve

(3/32" X 5/8" O.D.) o-ring. Place the o-ring in the groove in the
bottom of the Pyrovalve charge well of the RMS/Hybrid
forward closure.

RMS/Hybrid
Forward Closure

Fig.-22
Pyrovalve O-ring

2-5.

Krytox Grease
ONLY

Pyrovalve
Charge Well

Fig.-23: Insert the Pyrovalve back-up washer (5/8" O.D. X

1/16" thick stainless steel washer) into the Pyrovalve charge
well until it is seated against the Pyrovalve element.
RMS/Hybrid
Forward Closure

RMS/Hybrid
Forward Closure

Pyrovalve
Back-up Washer

Fig.-20
Pyrovalve Element

WARNING: DO NOT use petroleum grease on the Pyrovalve

o-ring or any inside threads or surfaces of the RMS/Hybrid
forward closure. Ordinary greases used in these areas are
susceptible to spontaneous ignition and/or explosion when
exposed to pressurized nitrous oxide.
2-3.

Fig.-21: Inspect the Pyrovalve teflon separator disk (white

disk 5/8" O.D. X .010" thick) for any holes, cuts or other
defects.
CAUTION: Do not use a Pyrovalve teflon separator disk
with any visible defects.
Install the separator disk into the Pyrovalve charge well,
seated against the Pyrovalve o-ring.

2-6.

Fig.-23

Figs.-24 & 25: Drop the Pyrovalve retainer screw onto the
Pyrovalve charge well. Using the Pyrovalve retainer hex
key wrench, gently tighten the retainer screw against the
Pyrovalve back-up washer until the retainer screw is flush
with the end of the Pyrovalve charge well and a dramatic
increase in threading resistance is noted.

Pyrovalve Retainer Screw

Pyrovalve
Charge Well

Pyrovalve
Teflon Separator

Fig.-24
RMS/Hybrid
Forward Closure

RMS/Hybrid
Forward Closure

2-4.

Fig.-21

Fig.-22: Inspect the Pyrovalve element (short, solid black

pellet, 5/8" O.D X 1/4" thick) for chips, cracks or other defects.
Check the structural integrity of the Pyrovalve element by
grasping with the thumb and forefingers of both hands and
flexing the element back and forth with moderate force.

Pyrovalve
Hex Key Wrench

Fig.-25

CAUTION: Do not over tighten the Pyrovalve retainer

screw. Over tightening the screw could crack the Pyrovalve
element resulting in a leak and/or possible spontaneous
ignition of the element when the flight cylinder is threaded into
the RMS/Hybrid forward closure.
2-7.

Nitrous Oxide
Preheater Insulator
(Greased)

Nitrous Oxide
Preheater
Forward Insulator

Fig.-26: Leak Check.

CAUTION: Perform step 2-7 outdoors ONLY. Wear leather
gloves and approved eye protection during this operation.

RMS/Hybrid
Forward Closure

WARNING: DO NOT at any time look directly into the Pyrovalve

end of the RMS/Hybrid forward closure during this operation.
Using a partially or fully-filled flight cylinder at or above room
temperature, and pointing the aft (Pyrovalve) end of the
RMS/Hybrid forward closure away from people, animals,
buildings and flammable materials, slowly thread the cylinder
valve fitting into the cylinder valve receptacle of the forward
closure until a dramatic increase in threading resistance is felt.
This increase signals the opening of the cylinder valve and the
pressurizing of the forward closure cavities with nitrous oxide.
If no leaks are heard or otherwise noted, unthread the cylinder
from the forward closure and continue with the forward
closure assembly. If a leak is detected, unthread the cylinder,
remove the Pyrovalve components and carefully repeat
steps 2-2 through 2-6 above before performing this leak check
again. NOTE: A small burst of N2O gas will escape from the
forward closure cylinder valve receptacle as the cylinder is
unthreaded from the closure.

Fig.-28
2-10.

Fig.-29: Insert the nitrous oxide preheater charge (1" O.D. X

1" long propellant grain) into the nitrous oxide preheater
insulator tube until it is seated against the nitrous oxide
preheater forward insulator. Set the completed RMS/Hybrid forward closure assembly aside.
Nitrous Oxide
Preheater Charge

Nitrous Oxide
Preheater
Insulator Tube
Nitrous Oxide
Preheater
Forward Insulator

RMS/Hybrid
Forward Closure

Fig.-29
RMS/Hybrid
Forward Closure
Assembly

Chapter 3. Combustion Chamber Assembly

3-1.

Fig.-26
2-8.

Flight Cylinder
(Partially or fully-filled)

Fig.-30: Apply a light coat of petroleum-based grease to all

casing threads and closure outer threads and both forward
and aft o-rings. This will facilitate assembly and prevents the
threads from seizing.

Apply Petroleum Grease

to All Casing Threads and
Closure Outer Threads and
Forward and Aft O-rings

Fig.-27: Apply a liberal coat of petroleum-based grease to the

inside surface of the nitrous oxide preheater well of the RMS/
Hybrid forward closure. Install the nitrous oxide preheater
forward insulator (1-1/8" O.D. X 1/16" thick fiber washer) into
the nitrous oxide preheater well until it is seated against the
forward end of the well.

Nitrous Oxide
Preheater
Forward Insulator

Nitrous Oxide
Preheater Well
(Greased)

Fig.-30

3-2.

Fig.-31: Using your fingernail or other blunt object, remove

the burr (rough, raised edge) from both inside ends of the liner
tube (2" O.D. X 1-7/8" I.D. orange paper tube).
Liner Tube

Deburr Inside End

RMS/Hybrid
Forward Closure

Fig.-27
2-9.

Fig.-28: Apply a liberal coat of petroleum-based grease to the

outside of the nitrous oxide preheater insulator (1-1/8" O.D. X
1" I.D. X 1" long tube). Install the insulator into the nitrous
oxide preheater well until it is seated against the nitrous oxide
preheater forward insulator.

Fig.-31

3-3.

Fig.-32: Apply a medium coat of Krytox grease to one end

of the liner tube to a depth of approximately 3/8'. NOTE: The
Krytox grease prevents the nozzle end of the liner from
overheating and burning.

end) will facilitate installation and casing cleanup after motor

firing.
Nozzle (Protrudes
About 7/8")

Liner Tube

Krytox Grease
Apply 3/8" Deep
Motor Casing

Fig.-35
Fig.-32
3-8.
3-4.

Fig.-36: Place the greased aft (1/8" thick X 2" O.D.) o-ring into
the groove in the nozzle insert.

Fig.-33: Insert the larger-diameter end of the nozzle (large

black plastic part) into the Krytox-greased end of the liner
tube until the nozzle flange is seated against the liner.
Motor Casing

Nozzle

Liner Tube

Fig.-33
Fig.-36

Aft O-ring
(Greased)

Nozzle

Krytox Grease
Nozzle Flange

3-9.
3-5.

Fig.-34: Install the aft (long, 1-3/8" I.D.) fuel grain into the liner
tube, seated against the nozzle. If necessary, wrap the aft fuel
grain with a layer or two of masking tape to insure a snug fit
in the liner tube.

3-6.

Fig.-34: Install the forward (short, 7/8" I.D.) paper fuel grain
(or the 2 EFX or 5 Turbo fuel grains) into the liner tube and
push it in until it is slightly below flush with the end of the liner
tube and is seated against the aft fuel grain. If necessary, wrap
the forward fuel grain with a layer or two of masking tape to
insure a snug fit in the liner tube.

Fig.-37: Thread the aft (gold) closure into the motor case by
hand until about 1/16" gap remains between the case and the
closure. NOTE: Final tightening will be performed after the
other motor components are loaded into the case.

Aft Closure

Forward Fuel Grain

or 2 EFX or
5 Turbo Grains

About 1/16" Gap

Motor Case

Fig.-37

Liner Tube

3-10.
Aft Fuel Grain

Fig.-38: Insert the forward insulator (2" O.D. phenolic washer)

into the motor case, until it is seated against the end of the
liner.
Liner

Motor Casing

Forward Closure
Assembly

Fig.-34

3-7.

Fig.-35: Push the liner assembly, nozzle end first, into the
motor case until the nozzle protrudes from the case about
7/8". NOTE: A liberal coat of petroleum-based grease applied
to the outside surface of the liner (especially on the forward

Fig.-38
Forward Insulator

Forward O-ring
(Greased)

3-11.

Fig.-38: Place the greased forward (1/8" thick X 2" O.D.) oring into the case, seated against the forward insulator.

3-12.

Fig.-38: Hold the motor case and the previously-completed

forward closure in a horizontal position. Thread the forward
closure assembly into the open end of the motor case by hand
until it is seated against the case.

3-13.

Fig.-39: Finish tightening the aft (gold) closure by hand until

it is seated against the case. NOTE: There will be moderate
resistance to threading in the closure during the last 1/32" to
1/16" of travel. It is normal if a slight gap remains between the
closure and the case after tightening.

Aft Closure

Case

Fig.-39

Forward Closure
Cylinder Valve Receptacle

Thread Fitting
Into Closure
Until Seated

Fig.-41

4-2.

Install the RMS/Hybrid motor in the rockets motor mount

tube. Ensure that the motor is securely retained in the rocket
by using positive mechanical means to prevent it from being
ejected during recovery system deployment.

4-3.

Place the rocket on the launcher and make any other preparations required before hooking up the igniter. Attach the
igniter clips to the leads of the electric match ignition assembly
and launch the rocket in the approved manner in accordance
with the Tripoli safety code.

Chapter 4. Final Motor Assembly & Flight Preparation

Chapter 5. Igniter Construction & Installation

NOTE: It is recommended that final motor assembly be performed at

the launch pad, immediately prior to flight. The flight cylinder should be
at 75 deg. F. +/- 20 deg. F. for best performance and proper motor
operation. Use a thermal insulated cooler to store your flight cylinders
during extreme temperature situations. Leave the flight cylinders in the
cooler until just before you are ready to attach to the motor and install
in your rocket. Above 97 deg. F. nitrous oxide transitions to the gas
phase regardless of pressure and may result in surging or variable
thrust during burn. During cold weather delivered total impulse can be
adversely affected. Obtain priority status to launch your rocket within 15
minutes of installation on the launch pad during hot or cold weather
conditions.

5-1.

4-1.

Figs.-40 & 41: CAUTION: Perform step 4-1 outdoors ONLY.

Wear leather gloves and approved eye protection during this
operation. Pointing the nozzle end of the RMS/Hybrid motor
away from people, animals, buildings and flammable materials, slowly thread the cylinder valve fitting into the cylinder
valve receptacle of the forward closure until a dramatic
increase in threading resistance is felt.

RMS/Hybrid
Motor Assembly
Loaded
Flight Cylinder

Fig.-42: Using a hobby knife, slice a 1/8" vent hole in the edge
of the nozzle cap igniter holder (1-1/4" I.D. red plastic cap). Set
the vented nozzle cap igniter holder aside.

1/8" Vent Hole

Hobby Knife

Fig.-42

Nozzle Cap

5-2.

Insert the stripped end of the electric match igniter through the
igniter support tube (1/4" O.D. X 13" long mylar tube) until the
match head protrudes from the tube approximately 1".

5-3.

Fig.-43: Wrap a short piece of 1" masking tape around the

head of the electric match, forming a tube about 1/4" in
diameter. Fill this tube about 1/8" from the end with black
powder. Pinch the top of this tube together with your fingers
to prevent the black powder from leaking out.
Black Powder

Fig.-40

This increase signals the opening of the cylinder valve and the
pressurizing of the forward closure cavities with nitrous oxide.
Continue threading the cylinder valve fitting into the RMS/
Hybrid forward closure cylinder valve receptacle until the
valve fitting bottoms out against the forward closure.

Masking Tape "Tube"

1/4" Dia

Electric Match

Fig.-43

5-4.

Fig.-44: Insert the head end of the electric match ignition

assembly through the nozzle throat, through the paper and/or
fuel grains, through the hole in the nitrous oxide preheater
charge, through the opening in the Pyrovalve retainer
screw and against the exposed portion of the Pyrovalve
charge. NOTE: The end of the igniter guide tube should be
nearly flush with the end of the nozzle when the igniter is
positioned properly. For reference purposes, the distance
between the end of the nozzle and the surface of the
Pyrovalve charge is 13-3/8".

Electric Match

NOTE: Perform motor clean-up as soon as possible after motor firing.

Fuel combustion residues become difficult to remove after 24 hours
and can lead to corrosion of the metal parts. Place the spent motor
components in the reload kit plastic bag and dispose of properly.
7-1.

After the motor has cooled down, remove the flight cylinder
and the forward and aft closures. Replace the cylinder valve
cap (13/16" I.D. red plastic cap) over the cylinder valve fitting.
Leave the cap in place until you are ready to load the cylinder
for another flight. Store the flight cylinder in a safe place.

7-2.

Remove the liner, nozzle and forward insulator assembly from

the casing by pushing on the nozzle end and discard. Remove
and discard the forward and aft o-rings. Using wet wipes or
damp paper towels, wipe the inside of the casing to remove all
combustion residues.

7-3.

Remove the nitrous oxide preheater insulator tube and forward insulator washer from the forward closure and discard.
Using the Pyrovalve hex key wrench, remove the
Pyrovalve retainer screw from the Pyrovalve charge well
of the forward closure and set aside. Remove the Pyrovalve
back-up ring and Pyrovalve o-ring from the forward closure
and discard. Using wet wipes, damp paper towels and/or a
Chore Boy steel wool pad, remove all combustion residue
from the forward and aft closures and the Pyrovalve retainer
screw.

7-4.

Apply a light coat of petroleum-based grease to casing

threads, outer forward and aft closure threads only and the
inside of the motor case. Reassemble metal parts and store
motor in a dry place.

Nozzle

Fig.-44

5-5.

Chapter 7. Post-Flight Motor Cleanup

Fig.-45: Push the vented nozzle cap igniter holder over the
nozzle to secure the electric match to the motor. Attach the
igniter clips to the leads of the electric match ignition assembly
and launch the rocket in the approved manner in accordance
with the Tripoli safety code and NFPA 1127.

Fig.-45

Vented Nozzle Cap

Nozzle

First Public Demonstration

of RMS/Hybrid System
El Dorado Dry Lake, Nevada
February 4, 1995

Electric Match

Chapter 6. Misfires
6-1.

If a misfire occurs and a loaded RMS/Hybrid motor does not

ignite for any reason within five seconds of pressing the
launch button, release the launch button and remove the
safety key from the electrical launch controller. WAIT ONE
MINUTE before approaching or allowing anyone else to
approach the vehicle. CAUTION: Wear leather gloves and
approved eye protection during this operation. Keep your
fingers and hands out from underneath the vehicle and away
from the possible path of the motor exhaust jet. Do not place
any part of your body in front of the vehicle. Disconnect the
igniter clip(s) from the electric match igniter. Remove the
igniter from the motor. Carefully remove the RMS/Hybrid
motor from the rocket while still on the launch pad, if possible.
Otherwise, remove the rocket from the launch pad and keep
it pointed in a safe direction. Keeping the motor nozzle and
flight cylinder pointed away from your face and body - and
away from any other persons face or body - unthread the flight
cylinder from the motor combustion chamber. Repeat the
motor preparation and launching process.

Chapter 8. First Aid

For a minor burn, apply a burn ointment. For a severe burn, immerse
the burned area in ice water at once and see a physician as quickly as
possible. In the unlikely event of oral ingestion of the igniter propellant
or Pyrovalve element, induce vomiting and see a physician as quickly
as possible. The AeroTech RMS/Hybrid N2O/fuel preheater, EFX
and Turbo composite propellant contains ammonium perchlorate
and a rubber like plastic elastomer. The Pyrovalve pellet consists of
black powder.

Chapter 9. Disposal
Damaged or defective reload kits should be returned to AeroTech.

Chapter 10. Fire Safety

Tests show that the pyrotechnic components of RMS/Hybrid reload
kits will not explode in fires and normally will not ignite unless subjected
to direct flame and then will burn slowly. Use water to fight fires in which
AeroTech RMS/Hybrid reload kit pyrotechnic components may
become involved: direct the water at the AeroTech RMS/Hybrid
reload kit pyrotechnic components to keep them below their 550 deg.
F autoignition temperature. Foam and carbon dioxide fire extinguishers will NOT extinguish burning propellants of the type used in AeroTech RMS/Hybrid reload kit pyrotechnic components. Keep filled
nitrous oxide cylinders away from flames, sources of heat and flammable materials.

Notes:
_________________________________________________
_________________________________________________
_________________________________________________
_________________________________________________
_________________________________________________
_________________________________________________

Hybrid Rocket Motor Information References

Sutton, G.P., 1992, Rocket Propulsion Elements, Sixth Edition, John
Wiley and Sons, New York, Chapter 15
Altman, D., 1991, Hybrid Rocket Development History, AIAA paper 912515.
Moore, G., and Berman, K., 1956, Jet Propulsion, Vol. 25 No. 11, pp
965-968.
Kniffen, B. McKinney, and P.Estey, Hybrid Rocket Development at the
American Rocket Company, AIAA paper 90-2762.
Grubelich, M., Rowland, J., and Reese, L., A Hybrid Rocket Engine
Design for Simple Low Cost Sounding Rocket Use, AIAA paper 932265.
Estey, P., and Whittinghill, G., Hybrid Rocket Motor Propellant Selection Alternatives, AIAA paper 92-3592.
Compressed Gas Association, 1990, Handbook of Compressed Gases,
Third Edition, Chapman and Hall, New York, pp 519-525.

_________________________________________________
_________________________________________________
_________________________________________________
_________________________________________________
_________________________________________________
_________________________________________________
_________________________________________________
_________________________________________________
_________________________________________________
_________________________________________________
_________________________________________________

Estey, P., Altman, D., and McFarlane, J., 1991, An Evaluation of

Scaling Effects for Hybrid Rocket Motors, AIAA paper AIAA-91-2517.

_________________________________________________

Jackson, A, 1995, The Nitrous Oxide Hybrid Rocket Motor, High

Power Rocketry magazine, May issue, pp 20-29.

_________________________________________________

Humble, R., Henry, G. and Larson, W., 1995, Space Propulsion

Analysis and Design, McGraw-Hill, Inc., Chapter 7.

_________________________________________________
_________________________________________________
_________________________________________________

Disclaimer and Warranty

_________________________________________________

NOTICE: AeroTech certifies that it has exercised reasonable care in

the design and manufacture of its products. As we cannot control the
storage and use of our products, once sold we cannot assume any
responsibility for product storage, transportation or usage. AeroTech shall not be held responsible for any personal injury or property
damage resulting from the handling, storage or use of our product. The
buyer assumes all risks and liabilities therefrom and accepts and uses
AeroTech products on these conditions. No warranty either expressed or implied is made regarding AeroTech products, except for
replacement or repair, at AeroTechs option, of those products which
are proven to be defective in manufacture within one year from the date
of original purchase. For repair or replacement under this warranty,
please contact AeroTech. Proof of purchase will be required. Note:
Your state may provide additional rights not covered by this warranty.

_________________________________________________
_________________________________________________
_________________________________________________

RMS/HYBRID

TM

www.aerotech-rocketry.com
AeroTech, Inc. Las Vegas, NV 89104
Made in U.S.A. 1998 AeroTech, Inc., All rights reserved.

RMS/HYBRID

TM

Hints and Tips for Using AeroTech RMS/Hybrid Products

1. Electric matches are not continuity safe will all firing systems! Use
low current (Less than 30 milliamp) continuity circuits only!
2. Always use grease sparingly. O-rings are sufficiently greased when they
exhibit a uniform "shine". When preparing hardware for use, lightly apply a
bead of grease around the outer edge of the threads at each end of a case.
Then screw both closures on and off their respective ends of the case in order
to thoroughly distribute the grease amongst the case and closure threads.
3. Remember to use only Krytox grease on the forward closure's internal
sealing areas (specifically the Pyrovalve o-ring and flight cylinder/forward
closure threads). Ordinary greases are susceptible to spontaneous ignition or
explosion when exposed to pressurized nitrous oxide. If you don't have
Krytox, don't use any grease!
4. When assembling a Pyrovalve element into a forward closure, avoid
getting any grease on its exposed surfaces. Contamination of a Pyrovalve's
surfaces with grease may result in less reliable ignition.
5. Always check a reload kit's contents against its parts list. Never use a reload
kit that is missing or contains questionable parts. Always inspect reload kit orings for nicks, cuts, thin sections or other defects (defective o-rings may
cause motor failure). Don't use any Pyrovalve element that has been
dropped, is visibly cracked, or has any other obvious defect. At its discretion,
AeroTech will replace any reload kit that is missing or contains defective parts.
6. When assembling an RMS/Hybrid motor, be sure to read and follow the
instructions! All parts must be assembled in the correct order and installed in
the proper location (we've seen o-rings stretched around end closure threads,
for example). A real indication of trouble is if you have reload kit parts left over.
Check your assembly again, or call AeroTech.
7. After threading the forward and aft closures into a motor casing, be sure to
lightly seat each closure against the case to help insure that combustion gas
leakage does not occur during motor operation.
8. Flight cylinders may leak slightly after filling for the first time. However, after
a few hours under pressure the pin valve sealing washer normally conforms
to the inside of the pin valve and effects a tight seal. Cylinders should be
capable of holding a full charge of nitrous oxide for several weeks after this
"break-in" period (AeroTech requests the return of any cylinder which fails to
seal positively after several attempts are made to fill it).
9. AeroTech strongly recommends that flight nitrous oxide cylinders always
be weighed just prior to flight to verify the net weight of nitrous oxide contained
in the cylinder. It is important that the cylinders be filled to within 5% of
AeroTech's recommended capacity for best system performance.
10. Igniters should be installed so that they directly contact the Pyrovalve
element. Chances of a misfire increase if the igniter does not make positive
contact with the Pyrovalve element.
11. Thoroughly clean a motor after each use. Residues can prevent proper
sealing and result in hot gas leakage and subsequent motor failure.
12. When preparing your igniters it is important that the top of the masking
tape "tube" be simply pinched together, not covered with another layer of tape.
It is also necessary that the opposite end of the tape be securely attached to
the electric match leads. Otherwise, the pressure generated by the burning
black powder can eject the electric match rearward from the tape tube without

igniting the Pyrovalve, causing a misfire.

13. Black powder was selected for ignition enhancement because it is widely
available and does not require BATF permits for purchase, storage or use.
For those of you who have access to thermalite igniter cord, it can also be
used with equal success. A 3" piece, folded to a 1" length and taped to the
end of the electric match, will produce good results.
14. A relatively low-strength thread locking compound is used to secure the pin
valve body to the flight cylinder neck, in case it ever becomes necessary for us to
disassemble them to inspect the valve components or for repairs. We have
discovered in a few instances that the pin valve may still be prone to loosening
from the cylinder under certain conditions, such as when unscrewing the flight
cylinder from the forward closure after performing the Pyrovalve leak check. A
drop of cyanoacrylate (CA) glue on the mating surfaces of the valve and cylinder
can be used to prevent the valve from loosening again. NOTE: Do not get any
CA on the threads of either the valve body or the cylinder neck. Apply to the flat
surfaces only.
15. We want to emphasize that a light coat of petroleum-based grease applied to
the outside forward (bulkhead) end of the liner greatly improves the ease of liner
removal after a flight. Apply the grease on the forward 3-4" of the exterior liner
surface prior to loading the liner assembly into the motor case. The forward ends
of ungreased liners may have a tendency to stick to the casing in isolated spots.
16. We have discovered that if a RMS/Hybrid -powered rocket is involved in a
crash due to failure of the rocket's parachute deployment system to function
properly or other reason, the extreme deceleration caused by impact can result in
a small quantity of char (carbon) deposit from the interior of the motor
combustion chamber to be forced through the injector plate orifices, through the
cylinder pin valve opening and into the flight cylinder. This char deposit can
result in the inability of the flight cylinder pin valve to effect a tight seal during a
subsequent filling.
In the event that this happens to you during a flight attempt, we recommend that
you load the flight cylinder with a small amount (50-100 grams) of nitrous oxide
according to the procedure specified in Chapter 1 of your owners manual, then
rapidly discharge the N2O through the cylinder filling adapter assembly. Hold the
flight cylinder with the pin valve pointing down during this operation. This
orientation will discharge liquid nitrous through the pin valve and will help to
dislodge the deposits from the cylinder and valve components. Repeat this
process if necessary to purge all char deposits from the cylinder and valve. The
pin valve should seal normally after being cleaned in this manner.
17. AeroTech recommends that minimum diameter rockets be designed to
separate just above the flight cylinder/motor mount tube interface to prevent tube
damage upon landing.
18. Motor mounts should be sealed off from ejection charge pressurization to
minimize the possibility of motor ejection.
19. Unnecessary use of Krytox grease on the inside of the casing and other
areas causes "bleaching" of the anodization dye.
20. Fuel liners occasionally appear to "burn through" in isolated spots. A small
carbon deposit on the inside of the motor case may result. This does not affect
proper motor operation and can be easily removed during motor clean up.

AeroTech, Inc. 1955 S. Palm St., Suite 15 Las Vegas, NV 89104 (702) 641-2301 (Ph) (702) 641-1883 (Fax) www.aerotech-rocketry.com

2.230

RMS/HYBRID NOZZLE

AFT O-RING

RMS-54
AFT CLOSURE

0.375

AFT FUEL GRAIN

B. SURFACE ROUGHNESS 125 .

A. BREAK EDGES .005.

1. UNLESS OTHERWISE SPECIFIED:

NOTES:

LINER

RMS 54/1280 CASING

APPLICATION

NEXT ASS'Y

USED ON

FORWARD O-RING

FORWARD INSULATOR

PART No.

27.90

FORWARD FUEL GRAIN

.XXX
+/- .005

FINISH

MATERIAL

.XX
+/- .010

ANGLES
+/- 2 deg.

EFFECTIVITY
SYM

APVD

APVD

CHKR

PREP

QTY

G. ROSENFIELD

3/11/98

CONTRACT NUMBER

PART NUMBER

DESCRIPTION

REVISIONS

DATE

ITEM

2.000

APPROVED

1955 S. Palm St., Suite 15

Las Vegas, NV 89104
(702) 641-2301 (Ph)
(702)641-1883 (Fax)

DESCRIPTION

SIZE

1 / 2.2

NUMBER

031198-02
SHEET 1 OF 1

RMS/HYBRID 54/1280 MOTOR ASS'Y

(STD PAPER FUEL CONFIGURATION)

LIST OF MATERIAL

440CC NITROUS OXIDE CYLINDER

SCALE

N2O PIN VALVE ASSEMBLY

RMS/HYBRID
FORWARD CLOSURE
ASSEMBLY

UNLESS OTHERWISE SPECIFIED

DIMENSIONS ARE IN INCHES

2.125

2.230

RMS/HYBRID NOZZLE

AFT O-RING

RMS-54
AFT CLOSURE

0.375

AFT FUEL GRAIN

B. SURFACE ROUGHNESS 125 .

A. BREAK EDGES .005.

1. UNLESS OTHERWISE SPECIFIED:

NOTES:

LINER

RMS 54/1280 CASING

APPLICATION

NEXT ASS'Y

USED ON

FORWARD O-RING

FORWARD INSULATOR

PART No.

27.90

EFX FUEL GRAINS

.XXX
+/- .005

FINISH

MATERIAL

.XX
+/- .010

ANGLES
+/- 2 deg.

EFFECTIVITY
SYM

APVD

APVD

CHKR

PREP

QTY

G. ROSENFIELD

3/11/98

CONTRACT NUMBER

PART NUMBER

DESCRIPTION

REVISIONS

DATE

ITEM

2.000

APPROVED

1955 S. Palm St., Suite 15

Las Vegas, NV 89104
(702) 641-2301 (Ph)
(702)641-1883 (Fax)

DESCRIPTION

SIZE

1 / 2.2

NUMBER

031198-01
SHEET 1 OF 1

RMS/HYBRID 54/1280 MOTOR ASS'Y

(3-JET J260HW EFX CONFIGURATION)

LIST OF MATERIAL

440CC NITROUS OXIDE CYLINDER

SCALE

N2O PIN VALVE ASSEMBLY

RMS/HYBRID
FORWARD CLOSURE
ASSEMBLY

UNLESS OTHERWISE SPECIFIED

DIMENSIONS ARE IN INCHES

2.125

2.230

RMS/HYBRID NOZZLE

AFT O-RING

RMS-54
AFT CLOSURE

0.375

AFT FUEL GRAIN

B. SURFACE ROUGHNESS 125 .

A. BREAK EDGES .005.

1. UNLESS OTHERWISE SPECIFIED:

NOTES:

LINER

RMS 54/1280 CASING

PART No.

27.90

2.125

USED ON

.XXX
+/- .005

FINISH

MATERIAL

.XX
+/- .010

ANGLES
+/- 2 deg.

EFFECTIVITY
SYM

APVD

APVD

CHKR

PREP

QTY

G. ROSENFIELD

9/22/97

CONTRACT NUMBER

PART NUMBER

DESCRIPTION

REVISIONS

LIST OF MATERIAL

DATE

ITEM

2.000

APPROVED

1955 S. Palm St., Suite 15

Las Vegas, NV 89104
(702) 641-2301 (Ph)
(702)641-1883 (Fax)

DESCRIPTION

440CC NITROUS OXIDE CYLINDER

1 / 2.2

A
SCALE

SIZE

NUMBER

092297-01
SHEET 1 OF 1

RMS/TURBO 54/1280 MOTOR

ASSEMBLY (3-JET J390 CONFIGURATION)

N2O PIN VALVE ASSEMBLY

RMS/HYBRID
FORWARD CLOSURE
ASSEMBLY

UNLESS OTHERWISE SPECIFIED

DIMENSIONS ARE IN INCHES

FORWARD O-RING

APPLICATION

NEXT ASS'Y

TURBO FUEL GRAIN

(1 OF 5)

FORWARD INSULATOR

URETHANE O-RING

TEFLON PIN SEAL

PIN TIP

PIN

RUPTURE RELIEF PORT

VALVE BODY

B. SURFACE ROUGHNESS 125 .

A. BREAK EDGES .005.

1. UNLESS OTHERWISE SPECIFIED:

NOTES:

PART No.

APPLICATION

NEXT ASS'Y

USED ON

EFFECTIVITY

.XXX
+/- .005

FINISH

MATERIAL

.XX
+/- .010

ANGLES
+/- 2 deg.

UNLESS OTHERWISE SPECIFIED

DIMENSIONS ARE IN INCHES

APVD

APVD

CHKR

PREP

QTY

BUNA-N O-RING

DESCRIPTION

REVISIONS

N2O INLET

SYM

G. ROSENFIELD

5/13/95

CONTRACT NUMBER

A
2

SCALE

SIZE

DATE

2/1

NUMBER

051395-02
SHEET 1 OF 1

ITEM

APPROVED

1955 S. Palm St., Suite 15

Las Vegas, NV 89104
(702) 641-2301 (Ph)
(702)641-1883 (Fax)

DESCRIPTION

RMS/HYBRID NITROUS OXIDE

PIN VALVE ASS'Y (HIGH FLOW)

LIST OF MATERIAL

SPRING RETAINER SCREW

PART NUMBER

SPRING

VENT HOLE

RUPTURE DISK

RUPTURE DISK RETAINER

RMS/HYBRID
CASING THREADS

NITROUS OXIDE
INJECTION
PORT

NITROUS OXIDE
PREHEATER
PROPELLANT GRAIN

NITROUS OXIDE
PREHEATER
INSULATOR

B. SURFACE ROUGHNESS 125 .

A. BREAK EDGES .005.

1. UNLESS OTHERWISE SPECIFIED:

NOTES:

NITROUS OXIDE
PREHEATER
FORWARD INSULATOR

PART No.

APPLICATION

NEXT ASS'Y

PYROVALVE
TEFLON SEPARATOR
DISK

USED ON

EFFECTIVITY

.XXX
+/- .005

FINISH

MATERIAL

.XX
+/- .010

ANGLES
+/- 2 deg.

UNLESS OTHERWISE SPECIFIED

DIMENSIONS ARE IN INCHES

SYM

APVD

APVD

CHKR

PREP

QTY

G. ROSENFIELD

5/13/95

CONTRACT NUMBER

PART NUMBER

A
2

2/1

NUMBER

051395-01
SHEET 1 OF 1

ITEM

APPROVED

1955 S. Palm St., Suite 15

Las Vegas, NV 89104
(702) 641-2301 (Ph)
(702)641-1883 (Fax)

RMS/HYBRID REDESIGNED
FORWARD CLOSURE ASS'Y

DESCRIPTION

RMS/HYBRID
FORWARD CLOSURE

NITROUS OXIDE
CYLINDER VALVE
DEPRESSOR PIN

LIST OF MATERIAL

SCALE

SIZE

DATE

NITROUS OXIDE
CYLINDER VALVE
THREADS

DESCRIPTION

REVISIONS

NITROUS OXIDE
INJECTOR INSERT
WITH METERING
ORIFICE (1 of 4)

PYROVALVE O-RING

SNAP RING

INJECTOR O-RING

PYROVALVE
ELEMENT

PYROVALVE
BACK-UP WASHER

PYROVALVE
RETAINER SCREW

Thrust in Pounds

0
0.00

20

40

60

80

100

120

140

160

0.50

1.00

1.50

2.00

3.00

3.50
Time in Seconds

2.50

4.00

4.50

5.00

5.50

J145H 2-Jet St
J170H 3-Jet St
J210H 4-Jet St
J260HW 3-Jet
J390HW 3-Jet

Combined RMS/Hybrid Time-Thrust Curves

6.00

From: Tom Blazanin, 73150,465

To: ALL
Topic: TMT-NOTE
Msg #388446
Section: Sport Rocketry [8]
Forum: ModelNet
Date: Sat, Nov 18, 1995, 3:54:05 PM
Date: Thursday, June 11, 1998
**** OFFICIAL Tripoli Motor Testing Notice ****
The following is an Official announcement of Tripoli Approval and
Certification on four types of AeroTech Hybrid motors submitted
for testing. These motors listed are certified, as of this date
til December 31, 1998. These motors may be flown at any Tripoli
launch by members holding an approved Level Two Certification
with the Tripoli Rocketry Association. Thrust curves and more
complete data will appear in the new Tripoli TMT Motor Manual
scheduled to be mailed to ALL Tripoli members by Christmas 1995.
****

TMT data on Aerotech Hybrids tested

Motor type

Oct 25, 1995

Total Impulse,
Burn time
Isp
TMT
Ns.
designaton
=================================================================
2-jet std. .858
821
5.75
215.1
J143
3-jet std. .827
739
4.40
200.9
J168
4-jet std
.794
800
3.79
226.5
J211
3-Jet EFX 1.124
1090
4.18
218.0
J261
note:

Wp

***

Propellant weights furnished by Gary Rosenfield.

They include the 17-gram pre-heater grain.

Tom Blazanin
TMT Chairperson

PROPELLANT
N2O
PAPER

HF
18.6500
-142.0300

DENSITY
.7220
.8000

GRAM ATOMS/100 GRAMS

H
1.5419 O
2.4750 N
ENTHALPY = -3.72652
CSTAR = 4961.69

PRESSURE (PSIA)
EPSILON
ISP
ISP (VACUUM)
TEMPERATURE(K)
MOLECULAR WEIGHT
MOLES GAS/100G
CF
PEAE/M (SECONDS)
GAMMA
HEAT CAP (CAL)
ENTROPY (CAL)
ENTHALPY (KCAL)
DENSITY (G/CC)
ITERATIONS

WEIGHT
.7500
.2500

3.4081 C

MOLES
.0170
.0025

VOLUME
1.0388
.3125

.9251

DENSITY = .740

CHAMBER
1000.000
.000
.000
.000
3158.056
28.258
3.539
.000
.000
1.226
38.174
221.136
-3.726
7.42011E-03
11

THR(SHIFT)
575.339
1.000
101.611
190.338
2976.670
28.545
3.503
.659
88.728
1.224
38.040
221.136
-15.587
4.57521E-03
3

EXH(SHIFT)
14.700
9.151
249.526
270.272
1760.918
29.410
3.400
1.618
20.746
1.231
35.991
221.136
-75.253
2.03591E-04
8

.01224
.09286
1.10298
.00597
11.62439
.00052
.16207
1.96151
.00003
.00064
.00020
.00018
.00002
.00003
.00015
1.38664
.00238
47.04229
.00068
.00008
.00001
.00002
.00014
8.46988
26.29080

.00868
.07892
.82467
.00326
11.92201
.00028
.10307
1.51824
.00001
.00032
.00010
.00009
.00001
.00001
.00006
.99237
.00130
47.23384
.00037
.00004
.00000
.00001
.00006
7.22012
28.28119

.00008
.05882
.00200
.00000
12.60405
.00000
.00000
.00009
.00000
.00000
.00000
.00000
.00000
.00000
.00000
.00062
.00000
47.71311
.00000
.00000
.00000
.00000
.00000
3.15451
34.75594

GRAMS/100 GRAMS
H
H2
HO
HO2
H2O
H2O2
O
O2
HN
HNO
HNO2
HNO2
H2N
H3N
N
NO
NO2
N2
N2O
HCOOH
CHN
CHNO
CHO
CO
CO2

1998 Edition

RMS/HYBRID

HIGH-POWER Reloadable

Motor System Products

TM

TM

Combustion
Chamber
Reload Kit
Bottle Adapter
Electronic Balance &
Calibration Weight
Pyrovalve
Tools
Fill Hose & Cylinder Adapter
Krytox Grease

Nitrous Oxide
Flight Cylinder

*Patented and Patent Pending

Welcome to the future! The AeroTech RMS/Hybrid Reloadable
Motor System is the world's first commercially available reloadable
hybrid propellant rocket motor and has successfully completed the
Tripoli Rocketry Association's beta-testing and motor certification programs. The RMS/Hybrid is a reliable, versatile and cost-effective
means of powering your high-power rocket vehicles that will grow with
you as you expand your rocketry horizons. Each RMS/Hybrid motor
is capable of delivering a wide range of programmable time-thrust
profiles, and is easily converted to conventional solid propellant operation with AeroTech's standard RMS High Power reload kits!
A hybrid propellant rocket motor employs separated propellant ingredients in two different physical states (generally the fuel is a solid while
the oxidizer is a liquid). In AeroTech's RMS/Hybrid motor design,
pressurized liquefied nitrous oxide (N2O) is employed as the oxidizer
while cellulose ((C6H10O5)n) is utilized as the solid fuel (patent pending).
Advantages of hybrid propellant technology for the high-power rocket
enthusiast include markedly lower cost per flight than solid propellants,
less restrictive shipping regulations and elimination of the need to
comply with various aspects of the federal explosive laws that currenly
plague the purchasing and storage of large solid propellant rocket
motors.
Motor Diameter
in Millimeters

RMS/HYBRID 54/1280

Maximum Total
Impulse in N-sec

The RMS/Hybrid motors use a high pressure aluminum alloy cylinder

to store the liquefied nitrous oxide oxidizer prior to flight. The cylinder/
valve assembly is mated to a standard RMS 54mm motor casing and
aft closure via a specially designed forward closure/N2O injector plate
assembly. The forward closure design includes a provision for a
combustible Pyrovalve (patented) which restrains the flow of N2O
until the moment of ignition.

Like the original solid propellant RMS, each RMS/Hybrid precision

machined anodized aluminum rocket motor can be flown again and
again with easy to use RMS/Hybrid reload kits.
After purchasing one RMS/Hybrid motor, the owner can choose from
a variety of thrust levels produced simply by configuring the forward
closure injector plate with either 2, 3 or 4 injection ports or "jets". Owners
will also find the reload kits inexpensive and easily installed in a few
minutes. The nitrous oxide required for use in the RMS/Hybrid is
widely available at auto performance shops at low cost. And the flight
cylinders used for storage of N2O are easily refilled by the user or an
RMS/Hybrid dealer prior to flight. Best of all, no special ground
support equipment is required to launch rockets powered by RMS/
Hybrid motors!
RMS/Hybrid motors reflect the same reliability, quality and professional design that have become the trademark of AeroTech's solid
propellant RMS products. By making most of the expensive parts of
the motor reuseable, the cost per flight is greatly reduced. In addition,
RMS motors produce far less non-biodegradable waste than singleuse motors. The basic design of the RMS motors also permits
performance characteristics simply not feasible with single-use motors.
Because RMS/Hybrid motors are of modular design, each reliable
and durable motor can use a several combinations of forward closure
injector plate configurations and RMS/Hybrid reload kits, including
the spectacular EFX and Turbo reloads! RMS/Hybrid means
unprecedented versatility, user interaction, savings and enjoyment!
When you add it all together, the RMS/Hybrid is an unbeatable value
combining price, quality, innovation, interaction, performance and
support. Call AeroTech and discover why rocket enthusiasts nationwide and abroad are making the move to RMS/Hybrid. Then make
your move into the future too!
Catalog # H98-1

AeroTech, Inc. 1955 S. Palm St., Suite 15 Las Vegas, NV 89104 (702) 641-2301 (Ph) (702) 641-1883 (Fax) www.aerotech-rocketry.com

12345678901234567890123456789012123456789012345678901234567890121234567890
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TM
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Reloadable Motor Systems
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RMS/HYBRID 54/1280 MOTOR
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TYPICAL TIME-THRUST CURVES
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160
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140
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J145H/J170H/J210H
J210H (4-Jet)
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120
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100
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J170H (3-Jet)
80
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60
J145H (2-Jet)
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40
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20
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0
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0.00
1.00
2.00
3.00
4.00
5.00
6.00
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Time in Seconds
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J260HW EFX
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An AeroTech Exclusive! Pro12345678901234567890123456789012123456789012345678901234567890121234567890
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duces Dense White Smoke and
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Bright White Flame During Motor
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Burn! Over 300 N-sec Greater
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Total Impulse!
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Time in Seconds
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J390HW TURBO
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An AeroTech Exclusive! Produces
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Dense White Smoke and Bright White
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Flame During Motor Burn! Over 400 N12345678901234567890123456789012123456789012345678901234567890121234567890
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sec Greater Total Impulse!
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Time in Seconds
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TM

Thrust in Pounds

RMS/HYBRID

140

Thrust in Pounds

120

100

80

60

40

20

0
0.00

1.00

2.00

3.00

4.00

5.00

160

Thrust in Pounds

140
120
100
80
60
40
20

0
0.00

0.50

1.00

1.50

2.00

2.50

3.00

3.50

4.00

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RMS/HYBRID 54/1280 STANDARD RELOAD KIT DATA
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NOTICE: RMS/HYBRID MOTORS DO NOT INCLUDE A DELAY OR EJECTION CHARGE. RMS/HYBRID MOTORS
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MUST BE USED IN CONJUNCTION WITH A TIMER, ALTIMETER OR RADIO ACTUATED RECOVERY SYSTEM.
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Performance Total Impulse Fuel Grain Nitrous Oxide Loaded Motor
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Hardware Designation
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Designation
(Maximum)
Weight
Weight
Weight
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RMS/Hybrid 54/1280 2-Jet
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J145H
880 N-sec
172 g
299 g
1497 g (3.30 lb)
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M
otor w/440cc N2O Cylinder
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RMS/Hybrid 54/1280 3-Jet
J170H
790 N-sec
172 g
299 g
1497 g (3.30 lb)
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M
otor w/440cc N2O Cylinder
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RMS/Hybrid 54/1280 4-Jet
J210H
850 N-sec
172 g
299 g
1497 g (3.30 lb)
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M
otor w/440cc N2O Cylinder
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Cutaway of RMS/Hybrid 54/1280 Motor Loaded With J145H Standard Reload Kit
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Notes: Total impulse shown is optimum at maximum permissible nitrous oxide weight. Motor total impulse (thrust duration) may be tailored proportionally by
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loading less nitrous oxide into the flight cylinder and/or using smaller N O cylinders. Fuel grain weight includes N O preheater and excess used as insulation.
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RMS/HYBRID 54/1280 3-JET EFX RELOAD KIT DATA
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Performance Total Impulse Fuel Grain Nitrous Oxide Loaded Motor
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Hardware Designation
Designation
(Maximum)
Weight
Weight
Weight
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RMS/Hybrid 54/1280 3-Jet
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J260HW
1150 N-sec
259 g
299 g
1574 g (3.47 lb)
Motor w/440cc N2O Cylinder
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Cutaway of RMS/Hybrid 54/1280 Motor Loaded With J260HW EFX Reload Kit
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Notes: Total impulse shown is optimum. EFX motors MUST be used with fully loaded 440cc flight cylinders ONLY. Fuel grain weight includes N O preheater and excess used as insulation.
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RMS/HYBRID 54/1280 3-JET TURBO RELOAD KIT DATA
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Performance Total Impulse Fuel Grain Nitrous Oxide Loaded Motor
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Hardware Designation
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Designation
(Maximum)
Weight
Weight
Weight
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RMS/Hybrid 54/1280 3-Jet
J390HW
1280 N-sec
391 g
299 g
1740 g (3.84 lb)
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M
otor w/440cc N2O Cylinder
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Cutaway of RMS/Hybrid 54/1280 Motor Loaded With J390HW Turbo Reload Kit
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Notes: Total impulse shown is optimum. Turbo motors MUST be used with fully loaded 440cc flight cylinders ONLY. Fuel grain weight includes N O preheater and excess used as insulation.
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2

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RMS/HYBRID MOTOR HARDWARE DATA
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TM Reloadable
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Motor
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Systems
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NITROUS OXIDE
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FORWARD O-RING
FORWARD INSULATOR
RMS-54 AFT CLOSURE
RMS-54 CASING
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PIN VALVE ASSEMBLY
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RMS/HYBRID FORWARD
RMS/HYBRID
NITROUS OXIDE
AFT FUEL GRAIN
LINER
FORWARD FUEL GRAIN
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CLOSURE ASSEMBLY
FLIGHT CYLINDER
NOZZLE
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Cross-Section View of RMS/Hybrid 54/1280 Motor With Standard Paper Fuel Reload Kit and 440cc Nitrous Oxide Flight Cylinder Installed
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RMS/HYBRID 54/1280 STANDARD CONFIGURATION HARDWARE DATA
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Hardware Designation
Motor Diameter
Motor Length Hardware Weight
Reload(s) Used
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54/1280 2-Jet w/440cc Cylinder
2.125" (54mm)
27.9"
902 g (1.99 lb)
J145H 2-Jet Standard
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54/1280 3-Jet w/440cc Cylinder
2.125" (54mm)
27.9"
902 g (1.99 lb)
J170H 3-Jet Standard
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54/1280 4-Jet w/440cc Cylinder
2.125" (54mm)
27.9"
902 g (1.99 lb)
J210H 4-Jet Standard
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RMS/HYBRID 54/1280 3-JET EFX & TURBO CONFIGURATION HARDWARE DATA
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Hardware Designation
Motor Diameter
Motor Length Hardware Weight
Reload(s) Used
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J260HW 3-Jet EFX
54/1280 3-Jet w/440cc Cylinder
2.125" (54mm)
27.9"
902 g (1.99 lb)
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J
390HW 3-Jet Turbo
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QUESTIONS AND ANSWERS ABOUT RMS/HYBRID
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A: AeroTech recommends that the cylinders be kept at 75 deg. F. +/- 20 deg.
Q: How is the RMS/Hybrid motor ignited?
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A: Any commonly available high power rocket motor ignition device can be used
F. for best performance. A thermal insulated cooler can be used for storing
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with the RMS/Hybrid motor. The igniter performs the dual function of initiating
loaded flight cylinders prior to use during extreme weather conditions.
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nitrous oxide flow via the Pyrovalve and igniting the motor itself.
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Q: Can I use any of my existing 54mm RMS hardware?
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Q: How are the nitrous oxide flight cylinders filled?
A: Yes. The RMS-54/1280 case and the 54mm aft closure can be used with
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the RMS/Hybrid 54/1280 system.
A: The cylinders are filled from a supply bottle in conjunction with a gram scale
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that helps insure that the modeler loads the proper amount of liquid nitrous into
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the flight cylinder.
Q: How durable are the nitrous oxide flight cylinders?
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A: The operating pressure in the cylinders is typically 700-1000 psi. The
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Q: Where can I obtain nitrous oxide?
cylinders are designed to withstand over 6000 psi before failing. Given the
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A: Nitrous oxide is readily available from many auto performance stores.
incorporation of a 3000 psi "burst" diaphragm into the RMS/Hybrid design,
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it would be virtually impossible to ever expect to rupture a nitrous oxide flight
AeroTech recommends that the user purchase a 10-15 lb. supply bottle so they
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have the option of filling their flight cylinders at home or at the launch site.
cylinder.
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Q: What is the cost of nitrous oxide?
Q: Is it possible for me to use my current launch pad and ignition system to fly
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A: Nitrous oxide prices are likely to vary widely. AeroTech has encountered
an RMS/Hybrid powered rocket, and avoid the expense and hassle of buying
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pricing from as little as $1.50 to as much as $4.00 per pound. It will be worth your
and incorporating additional launch equipment?
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while to shop for the best price.
A: Yes! Once installed in the rocket, RMS/Hybrid motors are ignited and
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launched in the same manner as conventional solid propellant motors. No
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Q: What, if any, personal protective equipment is required when I am filling
current hybrid motor utilizes an integral delay and parachute ejection system.
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nitrous oxide flight cylinders?
The modeler must compensate for this by incorporating some form of timer,
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altimeter or R/C based ejection system for safe recovery.
A: AeroTech recommends the use of leather gloves and approved eye
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protection when filling your flight cylinders with compressed nitrous oxide.
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Q: What is the total cost per flight of the RMS/Hybrid, including nitrous oxide?
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Q: What are the temperature limitations of the RMS/Hybrid system?
A: The cost ranges from about $31 for a J145H flight to about $51 for a J390HW flight.
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RMS/HYBRID

TM

54/1280 MOTORS

NOTE: Motor lengths are measured from end of aft closure to forward end of nitrous oxide cylinder.

NOTE: Motor lengths are measured from end of aft closure to forward end of nitrous oxide cylinder.

1998 Edition

RMS/HYBRID

TM

Parts, Components & Accessories Needed To Use The RMS/Hybrid System

The following items are necessary to use the RMS/Hybrid 54/1280 motor:
Motor Flight Hardware (Available from AeroTech, see RMS/Hybrid price list):
Qty -1: RMS/Hybrid 54/1280 motor (includes 54mm aft closure, 54/1280 casing, RMS/Hybrid forward closure with injector
plate assembly and jet plugs and 440cc nitrous oxide (N2O) flight cylinder with pin valve assembly (If you currently have no
54mm RMS hardware), AeroTech part no. 549M1

-ORQty -1: RMS/Hybrid 54/1280 "upgrade" package consisting of an RMS/Hybrid forward closure with injector plate assembly
and jet plugs and 440cc nitrous oxide (N2O) flight cylinder with pin valve assembly (if you already own a 54/1280 casing and
54mm aft closure), AeroTech part no. 549U1

Reload Kits (Available from AeroTech, see RMS/Hybrid price list):

Qty -1 or more: J145H, J170H or J210H RMS/Hybrid standard reload kits, AeroTech part nos. 54HR2, 54HR3, 54HR4;
J260HW 3-jet RMS/Hybrid EFX reload kit, AeroTech part no. 54ER1, or J390HW 3-jet RMS/Hybrid Turbo reload
kit, AeroTech part no. 54ER2

Motor Accessories (Available from AeroTech, see RMS/Hybrid price list):

Qty -1: 5000g electronic balance with 500g calibration weight, AeroTech part no. 2KEB2
Qty -1: RMS/Hybrid nitrous oxide flight cylinder filling adapter & transfer hose, AeroTech part no. 24HFA
Qty -1: Krytox N2O-safe grease, AeroTech part no. 2HKG1

Nitrous Oxide Supply Hardware

(Available from Nitrous Oxide Systems (NOS), 5930 Lakeshore Drive, Cypress, CA 90630 (714) 821-0580 (Ph), (714) 8218319 (Fax), or their dealers):
Qty -1: Nitrous oxide supply bottle (15 lb size recommended), NOS part no. 14750
Qty -1: "4AN" bottle outlet adapter fitting ("nut") with washer, NOS part no. 16220
Qty -1: Supply bottle N2O pressure gauge (optional), NOS part no. 15910

-OR- (Available from Cramer-Decker Industries, 3 Chrysler, Irvine, CA 92718 (714) 581-1300 (Ph), (800) 347-9766 (TollFree), (714) 830-5358 (Fax), (714) 454-6680 (Fax):
Qty -1: 20 lb nitrous oxide supply bottle with carry handle and CGA-326 outlet, Cramer-Decker part no. C20H-326
Qty -1: 20.5" siphon tube for 20 lb supply bottle, Cramer-Decker part no. ST-1-24
NOTE: Use of the Cramer-Decker supply bottle requires a CGA-326/4AN bottle outlet adapter fitting, NOS part no. 16100,
available from Nitrous Oxide Systems (NOS), 5930 Lakeshore Drive, Cypress, CA 90630 (714) 821-0580 (Ph), (714) 8218319 (Fax), or their dealers)

Tools and Supplies (Qty as required; available from hardware stores and other various sources):
9/16" open-end and/or adjustable wrench
Petroleum jelly or similar petroleum-based grease
Masking tape
Hobby knife
Wet wipes or damp paper towels
"Chore Boy"-type steel wool pad

Personal Protective Equipment (Available from hardware stores and other various sources):
Qty -1: Leather gloves
Qty -1: Approved eye protection (such as safety glasses)
AeroTech, Inc. 1955 S. Palm St., Suite 15 Las Vegas, NV 89104 (702) 641-2301 (Ph) (702) 641-1883 (Fax) www.aerotech-rocketry.com

A Chronology of Significant Hybrid Rocket Motor Events

Updated 2/12/99

1929: Herman Oberth (Germany) designs a liquid oxygen (LOX)/carbon rod hybrid motor for a motion picture publicity stunt.
The motor was never constructed or flown.
1933 to 1934: First hybrid rocket flight is powered by a motor developed by S.P. Korolev and M.K. Trikhonravov in the Soviet
Union using LOX/colloidal benzene. Rocket flew to 1500 meters in 1934.
1937: First nitrous oxide (N2O) hybrid rocket motor is successfully tested by L. Andrussow, O. Lutz and W. Noeggerath of the
German firm I.G. Farben. Motor produced a thrust of up to 10,000 newtons with a duration of up to 120 seconds, using coal for
fuel.
Late 1930s to Early 1950s: Several hybrid motors are built, tested and flown by various members of the California Rocket
Society and the Pacific Rocket Society. Most use LOX with various solid fuels such as wood, wax and rubber. In June 1951 a LOX/
rubber hybrid flew to an estimated 30,000 foot altitude.
Late 1940s to present: Numerous participants in the U.S. military/aerospace propulsion industry are involved in sporadic efforts
to develop and refine hybrid rocket motor technology.
Mid-1950s: G. Moore and K. Berman at General Electric design and test a successful hybrid motor using 90% hydrogen peroxide
(H2O2) and polyethylene. Smooth combustion and high efficiency were achieved.
1964 to 1967: ONERA, SNECMA and SEP in France develop and fly hybrid powered sounding rockets to altitudes reaching 100
km. These rockets use a hypergolic combination of nitric acid oxidizer and amine fuel.
1964: William Avery at the Applied Physics Laboratory investigated a so-called reverse hybrid using a liquid fuel (JP) and a
solid oxidizer (ammonium nitrate). Low cost was the motivating factor. Unfortunately, the motor suffered from rough combustion
and poor performance.
Mid-1960s to 1970: Chemical Systems Division designed and built a hybrid motor using a mixture of fluorine and oxygen
oxidizer (FLOx) and solid lithium fuel. The 107-cm hypergolic motor was tested in 1970 and developed a vacuum specific impulse
of 380 sec. while operating at 93% combustion efficiency.
Late 1960s: First production hybrid rocket motors are used in the U.S. Air Force Sandpiper and HAST target drone vehicles.
These vehicles were developed and produced by United Technologies Center (Chemical systems Division) and Beech Aircraft.
The Sandpiper used a mixture of NO and N2O4 for oxidizer and polymethyl methacrylate/magnesium for fuel. The HAST utilized
a IRFNA-PB/PMM combination. This was a 33-cm diameter motor throttleable over a 10:1 range. A derivative of this vehicle,
the Firebolt, was built by Chemical Systems Division and Teledyne Aircraft, using the same motor configuration as the HAST.
This was a successful program that continued until the mid-1980s. Note however that these were all for government programs.
Late 1960s: Hybrid activities in the Soviet Union continue but are not well documented.
1969: Volvo-Flygmotor in Sweden develops a hybrid sounding rocket using the hypergolic combination of nitric acid and
Tagaform (polybutadiene plus an aromatic amine). This rocket carried a 20-kg payload to an altitude of 80 km.
Early 1980s: Bill Wood recommends the use of N2O as an oxidizer in non-professional rocket motors to high power rocket
enthusiasts at several regional sport rocket launches. At the time he also suggests that it could be used in a bi-propellant motor
with liquefied ethane (C2H6), because both chemicals are self-pressurizing blowdown liquids.
1982 to 1994: Korey Kline experiments with GOX and N2O/HTPB hybrid motors.
Mid-1980s to 1995: The American Rocket Company (AMROC) becomes the chief proponent and developer of large commercial

hybrid motors. A 10,000 pound thrust N2O motor is tested in 1989. Other larger motors of up to 225,000 pounds thrust (such as
the H-250F) are built and use LOX/HTPB. AMROC declares bankruptcy in 1995 but is subsequently purchased by another
aerospace company.
Early 1990s: Mark Grubelich, Larry Reese and John Rowland develop and static test an N2O/HTPB motor. The motor uses a
tungsten nozzle and reportedly delivers an Isp in the 180s.
Early 1990s: A resurgence in interest in hybrids results in numerous firings by members of the Reaction Research Society of
N2O and H2O2-oxidized hybrid motors.
March, 1992: Under the direction of Gilbert Moore, the Utah section of the AIAA creates a consortium of four northern Utah
universities to provide students with education and experience in hybrid rocket propulsion. Unity IV, their first hybrid project,
uses GOX and HTPB. The rocket crashes shortly after liftoff due to a leak caused by ignition of combustible grease in a pressure
gauge receptacle and the subsequent ejection of the gauge.
January 1994: The U.S. Air Force Academy flies a 6.4-m long hybrid sounding rocket to an altitude of approx. 5 km. The rocket
is powered by a motor using LOX/HTPB and developing about 1000 lbs thrust maximum for approx. 17 seconds.
1994: The Miami Rocket Group (Kevin Smith, Ted Slack and Andrew Mossberg) tests GOX and N2O/polymer motors.
May 15, 1994: Rick Wills suggests the use of N2O hybrids in high power rocketry to Mark Eastman on the ModelNet forum on
CompuServe, to prevent the splitting of the hobby into two camps due to regulatory barriers and other issues.
May 16, 1994: While participating in the ModelNet discussion, Bill Dauphin suggests that small hybrids could be based on
existing reloadable motor hardware.
May, 1994: As a result of the ensuing speculations on ModelNet, AeroTech begins technical investigation and experiments with
hybrid rocket motors for high power rocket applications.
June 30, 1994: Gary Rosenfield of AeroTech sends a proposal to the newly-formed Tripoli Future Directions Committee, chaired
by Art Markowitz. In the proposal, Gary requests that the committee investigate the incorporation of certain aspects of hybrid
rocket technology into the scope of high-power rocketry activities permitted to be engaged in by the general membership at
sanctioned launches. Gary further suggests that Implementation of this technology by Tripoli members would also have the
advantage of bypassing the most oppressive portions of the DOT and BATF regulations concerning high-power rocketry
activities and a hybrid rocket motor using hydroxyl-terminated polybutadiene (HTPB) based solid fuel and nitrous oxide (N2O)
oxidizer would be an ideal compromise of safety, cost, reliability, availability, low toxicity and performance.
August, 1994: Korey Kline and the Miami Rocket Group form Hypertek, and fly the first N2O hybrid motor.
September, 1994: Hypertek performs public flight demonstrations for the Tripoli Rocketry Association at Florida and Nevada
high power launches. John Urbanski of Oregon displays a 38mm N2O hybrid motor prototype at the Black Rock Launch.
September 27, 1994: AeroTech successfully static tests first N2O/Blackjack (solid propellant) gas generator hybrid rocket
motor. An NOS solenoid is used for N2O flow control. This concept is later dubbed RMS/Turbo.
October 1, 1994: AeroTech successfully static tests first N2O/cellulose (paper fuel) hybrid rocket motor.
October, 1994: Keith Batt and Bill Colburn both independently test N2O/acrylic motors.
October 22-23, 1994: AeroTech displays a prototype of the RMS/Hybrid motor at the Hell Fire One launch near the Bonneville
Salt Flats, Utah. The motor shown uses an axial flow solenoid to control the flow of N2O.
November 5-6, 1994: AeroTech displays the RMS/Hybrid solenoid-valved prototype at the Danville-11 launch near Danville,
Illinois.
November, 1994: AeroTech develops and successfully tests a practical Pyrovalve to control the flow of N2O into a hybrid
rocket motor.

November, 1994: Hybridyne Aerospace static tests a GOX/polymer motor at an east coast launch.
December 1, 1994: AeroTech conducts first flight tests of a reloadable N2O/cellulose motor at the 300 and 600 newton-second
total impulse levels using the Pyrovalve, multiple injector orifices and interchangeable pre-loaded flight cylinders. These flights
utilize the Pratt Hobbies ECS-2 R/C system for parachute deployment and are recovered undamaged.
February 4, 1995: AeroTech and Hypertek perform flight demonstrations of their respective hybrid motor technologies for the
Tripoli Rocketry Associations Board of Directors at El Dorado Dry Lake, Nevada. The Hypertek system is later approved for
a limited beta testing period among selected Tripoli Prefectures. The AeroTech system is still considered proprietary due to
patent filing delays and will be approved for beta testing once full technical disclosure is made to the Board. All motors perform
normally.
February, 1995: Daus Studenberg, a Melbourne, Florida high school student, static tests an N2O/hydrocarbon motor.
April, 1995: Beta tests begin using the Hypertek hybrid motor system.
April 3, 1995: AeroTech receives approval from the Tripoli Board of Directors to begin beta testing the RMS/Hybrid motor
system.
April 22-23, 1995: AeroTech conducts a demonstration flight of the RMS/Hybrid motor at the Springfest launch at El Dorado
Dry Lake, Nevada. Hypertek motors are also flown.
April 29-30, 1995: AeroTech performs flight demonstrations of the RMS/Hybrid motor system at a launch in Culpeper,
Virginia. Hypertek motors are also flown.
May, 1995: The May issue of High Power Rocketry magazine contains several articles on hybrid motor technology, including
an informative historical and technical discussion of N2O hybrid motors by Al Jackson.
May 20-21, 1995: AeroTech demonstrates RMS/Hybrid motors at the Blazanin IV launch near Bend, Oregon. Hypertek motors
are also flown.
June, 1995: AeroTech begins shipping first beta test RMS/Hybrid motors.
July 1-2, 1995: First flight of a production RMS/Hybrid motor by Ed LaCroix at the Summerfest launch in Flagstaff, Arizona.
Rocket is caught in power lines during descent, though later partially recovered. Hypertek motors are also flown.
July 8-9, 1995: Beta tests begin using the AeroTech RMS/Hybrid motor system at the Aero-Pac launch in the Black Rock
Desert, Nevada. First EFX fire & smoke hybrid reload kit is flown by David Brenegan. Hypertek motors are also flown.
July 23-28, 1995: An oral technical presentation and several flight demonstrations are made by Ed LaCroix of the RMS/Hybrid
motor for the NAR Board of Trustees at NARAM-37 near Geneseo, New York.
August 10, 1995: The Hypertek hybrid motor system is voted out of beta testing by the Tripoli Board and is approved for Level
2 Tripoli member sale and use once motor testing and certification takes place.
August 10-14, 1995: Numerous AeroTech RMS/Hybrid beta test flights, including EFX flights, take place at LDRS-14 and
BALLS-5 at the Black Rock Desert , Nevada. Bill Colburn attempts to fly an M class hybrid motor. The motor fails soon after
liftoff. John Urbanski attempts to fly a K class N2O/cellulose hybrid, but the flight tank forward bulkhead fails on the launch
pad during a fill cycle test. Some Hypertek motors are also flown.
September 1, 1995: AeroTech makes a written request to the Tripoli Board of Directors to allow the RMS/Hybrid motor system
to proceed out of beta testing and be approved for Level 2 Tripoli member sale and use once motor certification testing and
approval takes place.
September 9-10, 1995: AeroTech RMS/Hybrid EFX reloads are flown by Walt Rosenberg and Pius Morozumi at the
Mudroc-1 launch in the Black Rock Desert, Nevada. AeroTech makes the first flight of a prototype double-cylinder K hybrid
motor to an estimated 10,000'+ altitude. Bill Colburn successfully flies an L class N2O/asphalt/polyethylene hybrid vehicle.

Dave Oback flies an I class hybrid.

September 17, 1995: The AeroTech RMS/Hybrid motor system is voted out of beta testing by the Tripoli Board and is approved
for Level 2 Tripoli member sale and use once motor testing and certification takes place.
September 23-24, 1995: John Urbanski successfully static tests an N2O/cellulose K class hybrid at the Tindell IV launch near
Bend, Oregon. James McMurray flies a K class AeroTech/custom hybrid motor using a 3.2" 20 oz. N2O flight cylinder. The
4" diameter, 11 lb. rocket reaches nearly 5,000 ft. altitude. Other AeroTech RMS/Hybrid and Hypertek motors are also flown.
October 24-25, 1995: AeroTech RMS/Hybrid motors are tested for Tripoli certification in Colorado Springs, Colorado. Ron
Denton of the Tripoli Motor Testing (TMT) Committee is in attendance. 14 motors are tested, including EFX reloads. All motors
perform flawlessly.
October 27-29, 1995: AeroTech and Public Missiles Ltd. (PML) conduct joint demonstrations of various configurations of the
RMS/Hybrid system at the Danville Dare launch near Danville, Illinois, including a 3.2" diameter flight cylinder K class,
standard J and EFX J flights. All motors perform nominally and all rockets are recovered undamaged.
November 5-8, 1995: AeroTech makes limited presentations of hybrid motor technology to the NFPA Sport Rocket Task Force
and other NFPA Pyrotechnic Committee members for the first time at the fall NFPA meeting in Orlando, FL.
November 17, 1995: The AeroTech RMS/Hybrid becomes the first hybrid rocket motor to be awarded Tripoli certification.
All three jet configurations are certified, including the EFX reloads, in the J power class.
December 8, 1995: First RMS/Hybrid dealer orders are shipped to Als Hobby and Countdown Hobbies.
December 10, 1995: First staged hybrid rocket flight is made by Sue McMurray, Chet Geyer, Don Milholland, Ron Dammann
and the Blatzheim brothers at the Black Rock Desert, Nevada. The rocket, named Long Shot, was 2.6 inches in diameter, 7 lbs.
empty, 14.75 lbs. fully loaded, and 10 ft. 8 in. long. Booster power was an AeroTech RMS/Hybrid motor, 4-jet injector, using
a 440cc N2O flight cylinder. Sustainer power was an AeroTech RMS/Hybrid motor, 2-jet injector, using a 300cc N2O flight
cylinder. Maximum altitude achieved was 5,985 ft. per Adept altimeter. Both stages were fully recovered.
February 17, 1996: AeroTech conducts first demonstration of RMS/Turbo (nitrous-injected solid propellant) technology
during a Tripoli Vegas launch at El Dorado Dry Lake, Nevada. The test rocket, a 4-inch diameter PML Aurora built by local rocket
enthusiast Steve Ainsworth, leaped into the air under the power of the nitrous-boosted solid propellant motor. The motor weighed
4.2 pounds fully loaded, and was 27.9 inches in length. The 54mm RMS/Turbo motor produced approximately 1,850 newtonseconds of total impulse and lofted the hybrid-ready Aurora to an estimated altitude of 7,000 feet.
February 24-25, 1996: Hypertek motors are tested for certification by members of the Tripoli Motor Testing Committee.
March 5, 1996: Tripoli Certification is awarded to 13 combinations of Hypertek grains, injector orifices and flight cylinders. The
motor configurations certified range from a 683 N-sec J100 to a 3758 N-sec L405.
March 8-10, 1996: AeroTech performs public demonstrations of RMS/Turbo and RMS/Hybrid motors at the Springfest 96
launch at El Dorado Dry Lake, Nevada. A PML Eclipse is launched with a 54mm RMS/Turbo motor producing about 1,800
N-sec total impulse. Next, a 35 pound upscaled Alpha built by Robin Meredith is flown with a 98mm RMS/Turbo motor
developing approximately 6,500 N-sec total impulse. After a spectacular liftoff, the 8-foot tall, 7.5-inch diameter rocket reaches
a peak altitude of 8,407 feet as reported by an Adept altimeter. Two White Lightning propellant grains weighing 3 pounds each
are used in the motor, along with 1.75 pounds of 4-jet nitrous oxide injection. Finally, a rocket built by Konrad Hambrick is flown
with a hybrid motor combination consisting of a Hypertek molded fuel grain mated to an AeroTech RMS/Hybrid forward
closure and flight cylinder via a special adapter fitting.
May 18, 1996: Several firsts take place at the Delamar Experimental Launch at Delamar Dry Lake, Nevada. AeroPac member
Chet Geyer establishes a new J class Hybrid altitude record using a modified Vaughn Bros. Rocketry VB Extreme 54, fitted
with an AeroTech RMS/Hybrid 54/1280 motor loaded with a J260HW EFX reload. Liftoff weight of the rocket was
approximately 5.5 lbs., and the altitude achieved was 9,863 feet as recorded by an Adept altimeter. Sue McMurray flies the first
successful 2-stage rocket powered by both Hypertek and AeroTech hybrid motors. Sue uses a Hypertek standard J motor fitted
with the .125" orifice in the first stage, and an AeroTech RMS/Hybrid 54/1280 motor loaded with a J210H 4-jet reload in the second

stage. Total impulse of the combination was about 1500 N-sec. Recovery system deployment was by Adept altimeter, which
recorded a peak altitude of 6,349 feet. AeroTech also conducts its first demonstration of a 1200+ N-sec. J390HW RMS/Turbo
Easy Access hybrid reload in Steve Ainsworths 5.5" diameter, 15 pound rocket.
June 8-9, 1996: AeroTech and Rocketman Enterprises fly the first N class RMS/Turbo hybrid rocket motor in a 11.5"
diameter, 100 lb Rocketman Big Kahuna rocket at the Heart of Texas (HOT) launch near Waco, Texas. The first AeroTech
hybrid cluster is flown in a 7.5" diameter, 57 lb rocket dubbed the High 5 by its five builders, using five RMS/Hybrid motors
loaded with J390HW RMS/Turbo reload kits. Two additional demonstrations of single J390HW Turbo motors are also
conducted.
June 22,1996: First test flight of a RMS/Turbo 38mm motor is conducted during a Tripoli Vegas launch at El Dorado Dry Lake,
Nevada. The approx. 900 N-sec motor is flown in a 4" diameter rocket to an estimated altitude of 4,000 feet. The motor uses an
RMS-38/360 case with three White Lightning grains mated to a standard 299g N2O cylinder.
November 23, 1996: First staged RMS/Turbo gas generator hybrid rocket flight is made by Sue McMurray and Chet Geyer
at the Black Rock Desert, Nevada. The rocket, named Thunderchild, was 2.3 inches in diameter and 9 ft. 6 in. long. Both booster
and sustainer were powered by AeroTech RMS/Turbo K440HW Restricted Access motors using 3-jet injectors and 440cc
N2O flight cylinders. Maximum altitude achieved was 23,214 ft. per Adept recording altimeter. Both stages were fully recovered
with the aid of a Walston Retrieval locator system.
January 8, 1997: Hypertek launches a 6" diameter hybrid rocket to 119,799 feet (22.68 miles) at NASA Goddard Wallops Flight
Facility in Virginia. The 222" long, 205 pound rocket reached a peak velocity of 2659 ft/sec at 15.4 seconds into the motors 20.8
second burn. The rocket carried 103 pounds of propellant which delivered a sea level Isp of 205 seconds. The vehicles mass
fraction was .51.
February 1997: The 98mm AeroTech M845HW RMS/Turbo motor is certified by the Tripoli Motor Testing Committee.
August 1997: The 54mm AeroTech J390HW RMS/Turbo motor is certified by the Tripoli Motor Testing Committee.
January 13, 1999: AeroTech announces initiation of 98mmRMS/Hybrid beta-test program.
February 10, 1999: Propulsion Polymers announces availability of I140 hybrid motor product on the Rocketry Online website.
February 12, 1999: AeroTech ships first 98mm RMS/Hybrid motors to beta-test program participants.

References:
Jackson, A., 1995, The Nitrous Oxide Hybrid Rocket Motor, High Power Rocketry magazine, May issue, pp. 20-29.
Hypertek Hybrid HiPower Propulsion System Operations Manual Chronology of Important Hybrid Events.
Humble, R., Henry, G. and Larson, W., 1995, Space Propulsion Analysis and Design, McGraw-Hill, Inc., Chapter 7.

Hybrid HiPower is a trademark of Hypertek and Environmental Aerosciences, Inc.