Instruct: Given a question, retrieve passages that answer the question.
Query: When was the J-2 rocket engine built?
The J-2 was a liquid-fuel cryogenic rocket engine used on NASA's Saturn IB and Saturn V launch vehicles. Built in the U.S. by Rocketdyne, the J-2 burned cryogenic liquid hydrogen (LH2) and liquid oxygen (LOX) propellants, with each engine producing of thrust in vacuum. The engine's preliminary design dates back to recommendations of the 1959 Silverstein Committee. Rocketdyne won approval to develop the J-2 in June 1960 and the first flight, AS-201, occurred on 26 February 1966. The J-2 underwent several minor upgrades over its operational history to improve the engine's performance, with two major upgrade programs, the de Laval nozzle-type J-2S and aerospike-type J-2T, which were cancelled after the conclusion of the Apollo program.
A rocket engine manufacturing plant was operated by Rocketdyne over a twelve-year period at Neosho, Missouri. The plant was constructed by the U.S. Air Force within a 2,000-acre portion of Fort Crowder, a decommissioned World War II training base. The Rocketdyne division of North American Aviation operated the site, employing approximately 1,250 workers beginning in 1956. The plant primarily produced the MA-5 booster, sustainer and vernier rocket engines, H-1 engines and components for the F-1 and J-2 rocket engines. The P4-1 (a.k.a. LR64) engine was also manufactured for the AQM-37A target drone. The engines and components were evaluated at an on-site test area located approximately one mile from the plant. Rocketdyne closed the plant in 1968. The plant has been used by several different companies for the refurbishment of jet aircraft engines. The citizens of Neosho have placed a commemorative monument dedicated to the men and women of Rocketdyne Neosho "whose tireless efforts and relentless pursuit of quality resulted in the world's finest liquid rocket engines." 
Nevada Field Laboratory
In 1959, the group began using ammonium perchlorate oxidizer combined with carboxyl-terminated polybutadiene (CTPB) binder to produce solid propellants marketed under the trade name "Flexadyne." For the next nineteen years, Rocketdyne used the formulation in the production of solid rocket motors for three major missile systems: the AIM-7 Sparrow III, AGM-45 Shrike, and the AIM-54 Phoenix. Rocketdyne transferred operation of the McGregor plant to Hercules Inc. in 1978. A portion of the former Bluebonnet Ordnance Plant is now used by SpaceX as their Rocket Development and Test Facility.
Aerojet Rocketdyne is an American rocket and missile propulsion manufacturer. Headquartered in Sacramento, California, the company is owned by Aerojet Rocketdyne Holdings. Aerojet Rocketdyne was formed in 2013 when Aerojet (then owned by GenCorp) and Pratt & Whitney Rocketdyne were merged, following the latter's acquisition by GenCorp from Pratt & Whitney. On April 27, 2015, the name of the holding company, GenCorp, was changed from "GenCorp, Inc." to "Aerojet Rocketdyne Holdings, Inc".
The AR1 is a thrust RP-1/LOX advanced oxidizer-rich staged combustion cycle engine project. Aerojet Rocketdyne proposed in 2014 to "lobby the government to fund an all-new, U.S.-sourced rocket propulsion system." In June 2014, Aerojet's initially projected it would cost under per pair of engines, not including the up to estimated development cost to be funded by the government. Later in 2014, the US Congress passed a law requiring the US Air Force to "develop a new propulsion system by 2019 to replace the RD-180 engine" that powers Atlas V used by United Launch Alliance (ULA). Dynetics is a key partner in development of the AR1 engine. Under a joint venture agreement, Dynetics is to supply elements of the engine's main propulsion system, the ignition system, and ground support equipment, along with analysis support to critical engine designs.
In August or September 1955, the DOD Committee on Special Capabilities chose the NRL proposal, named Vanguard, for the IGY project. The Martin company, which had also built the Viking, became prime contractor for the launch vehicle. The Vanguard rocket was designed as a three-stage vehicle. The first stage was a General Electric X-405 liquid-fueled engine (designated XLR50-GE-2 by the Navy), derived from the engine of the RTV-N-12a Viking. The second stage was the Aerojet General AJ10-37 (XLR52-AJ-2) liquid-fueled engine, a variant of the engine in the RTV-N-10 Aerobee. Finally, the third stage was a solid-propellant rocket motor. All three-stage Vanguard flights except the last one used a motor built by the Grand Central Rocket Company. Vanguard had no fins, and the first and second stages were steered by gimbaled engines. The second stage housed the vehicle's telemetry system, the inertial guidance system and the autopilot. The third stage was spin-stabilized, with the spin imparted by a turntable on the second stage before separation.
One of the most earliest and notable achievements of SUPARCO activities was its unmanned space flight programme that was recorded on 7 June 1962. SUPARCO made research in the development of first solid-fuel expandable rockets, an assistance provided by the United States. On 7 June 1962, SUPARCO landed a record achievement when it launched first unmanned solid-fuel sounding rocket and took its first initial space flight from the Sonmiani Terminal Launch. The rocket was developed in a joint venture with Air force in a team led by PAF's Air Commodore (Brigadier-General) WJM Turowicz. Known as the "Rehbar-I" (lit. "Teller of the way"), Pakistan had secured its distinction as the third country in Asia and the tenth in the world to conduct successful spaceflight. The unmanned spaceflight mission continued under Turowicz, and according to SUPARCO, since 1962 til the partial termination of mission in 1972, ~200 sounding rockets took high success space flights from Sonmiani Terminal Launch. The National Aeronautics and Space Administration (NASA) publicly hailed the space flight programme as the beginning of "a programme of continuous cooperation in space research of mutual interest."
Version one was based on Ford's 2.3-liter Pinto engine and weighed (vs. for its cast iron counterpart). It was designed to produce at 9200 rpm. It was composed of metal cylinder sleeves, metal combustion chamber tops, metal piston crowns, bearings, valves and seats, and a stock 2.3L Pinto crankshaft. Nearly everything else in the engine, including the block, rods and piston skirts, were made of glass reinforced Polyamide-imide thermoplastic resins manufactured at the time by Amoco Chemicals Co. The engine was never installed in a vehicle.
Around 8000 engines were produced to power the tanks, making this engine the UK's first mass-produced internal combustion engine. Many more of these engines found applications powering generators in workshops, hospitals and camps. The success of this venture yielded £30,000 in royalties and led to Harry Ricardo being able to buy the land and set up the company on its present site in 1919.
In 1915, Ricardo formed Engine Patents Ltd, the company which is today known as Ricardo plc. In this year he was contacted by the Royal Naval Air Service to help with the design of a device to manoeuvre battle tanks into position aboard railway wagons. Around 8000 engines were produced to power the tanks, making this engine the UK's first mass-produced internal combustion engine. Many more of these engines found applications powering generators in workshops, hospitals and camps. The success of this venture yielded £30,000 in royalties and led to Ricardo being able to buy the land and set up the company on its present site in 1919.
Beginning in 1958, NASA and military worked side by side on robotic mission launches (previously referred to as unmanned), cooperating as they broke ground in the field. In the early 1960s, NASA had as many as two robotic mission launches a month. The frequent number of flights allowed for quick evolution of the vehicles, as engineers gathered data, learned from anomalies and implemented upgrades. In 1963, with the intent of KSC ELV work focusing on the ground support equipment and facilities, a separate Atlas/Centaur organization was formed under NASA's Lewis Center (now Glenn Research Center (GRC)), taking that responsibility from the Launch Operations Center (aka KSC).
Carter adapted carburetors for Willys Jeep four-cylinder engines, waterproofing them for water crossings and making it possible to keep the engine going even on a steep incline (the Y-S carburetor). Carter also produced the first American four-barrel carburetor, used for Buick’s 1952 straight-eight, and followed by the WCFB on the 1955 Chrysler C300. This was eventually superseded by the AFB and the AVS. The final Chrysler use of four-barrel Carter carburetors was the Thermo-Quad, which used a lightweight thermoplastic float bowl, on the most powerful Chrysler engines.
The Gloster Meteor was the first British jet fighter and the Allies' only jet aircraft to achieve combat operations during the Second World War. The Meteor's development was heavily reliant on its ground-breaking turbojet engines, pioneered by Sir Frank Whittle and his company, Power Jets Ltd. Development of the aircraft began in 1940, although work on the engines had been under way since 1936. The Meteor first flew in 1943 and commenced operations on 27 July 1944 with No. 616 Squadron RAF. The Meteor was not a sophisticated aircraft in its aerodynamics, but proved to be a successful combat fighter. Gloster's 1946 civil Meteor F.4 demonstrator "G-AIDC" was the first civilian-registered jet aircraft in the world.
In 1915 Harry Ricardo formed Engine Patents Ltd, the company which is today known as Ricardo plc. In this year he was contacted by the Royal Naval Air Service to help with the design of a device to manoeuvre battle tanks into position aboard railway wagons. In fact, he discovered numerous problems with the tank engine itself that he was able to help with. For example, the existing engine, a Daimler 105 bhp sleeve-valve gasoline engine, had a poor lubrication system and many failures occurred as a result. Its purely reciprocating sleeves supplied a large quantity of oil into the exhaust port and the tank's location was revealed by the pall of blue smoke. Harry designed a new 4-stroke crosshead-type engine producing 150 bhp with no visible smoke.
With the basic fusion reactions confirmed, and with a feasible design in hand, there was nothing to prevent Los Alamos from testing a thermonuclear device. On 1 November 1952, the first thermonuclear explosion occurred when Ivy Mike was detonated on Enewetak Atoll, within the US Pacific Proving Grounds. This device, which used liquid deuterium as its fusion fuel, was immense and utterly unusable as a weapon. Nevertheless, its success validated the Teller–Ulam design, and stimulated intensive development of practical weapons.
The Rocketdyne Division was founded by North American Aviation (NAA) in 1955, and was later part of Rockwell International (1967-1996) and Boeing (1996-2005). In 2005, the Rocketdyne Division was sold to United Technologies Corporation, becoming Pratt & Whitney Rocketdyne as part of Pratt & Whitney. In 2013, Pratt & Whitney Rocketdyne was sold to GenCorp, which merged it with Aerojet to form Aerojet Rocketdyne.
In 1992, GM created a new-generation small-block engine called the "LT1 350", not to be confused with the high-output Generation I LT-1 of the 1970s. It displaced , and was a 2-valve pushrod design. The LT1 used a reverse-flow cooling system which cooled the cylinder heads first, maintaining lower combustion chamber temperatures and allowing the engine to run at a higher compression than its immediate predecessors.
The United States was in a Cold War Nuclear arms race with the Soviet Union to build bigger and better bombs. The next series of tests over Bikini Atoll was code named Operation Castle. The first test of that series was Castle Bravo, a new design utilizing a dry fuel thermonuclear hydrogen bomb. It was detonated at dawn on March 1, 1954.
Vortec is a trademarked name for a line of small block engines for General Motors trucks. The name first appeared in a 1984 advertisement for the 1985 model year 4.3 L V6 that used "vortex technology" to create a vortex inside the combustion chamber, creating a better air/fuel atomization. Now it is used on a wide range of engines. Modern Vortec engines are named for their approximate displacement in cubic centimetres.
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The remaining Atomics International business operations were merged into the Rocketdyne division of Rockwell International in 1984 when the Energy Systems Group was ended. Nuclear research programs and operations ceased in 1989 and all non-nuclear research ended in 1998. Rockwell International sold the Rocketdyne division to The Boeing Company in 1996. In 2005, Boeing sold Rocketdyne to United Technologies Corporation who combined it with an existing division and renamed them Pratt & Whitney Rocketdyne. Boeing retained ownership of the Santa Susana Field Laboratory property, including Area IV, with its environmental cleanup responsibilities. The Hamilton Sundstrand division of United Technologies Corporation became the recipient of the remaining technical knowledge from the Atomics International nuclear-related activities.
The 2.0 litre version was a narrower-bore version of the original 2.3 liter "Lima" four. Bore and stroke are , respectively, for an overall displacement of . This engine was installed in the 1983-1988 Ford Rangers and in some Argentinian Ford Taunuses.The Ford Pinto used the OHC version, a 2.3 L (2301 cc) unit introduced in 1974 which has a bore and stroke. This version lasted until 1997 in various guises. The earliest units produced 66 kW (88 hp) and 160 N·m (118 lb·ft). This engine has also been known as the Lima engine, after the Lima Engine plant in Lima, Ohio, where it was first manufactured (it was also later manufactured in Brazil).
Engines built to the "Planet" design and the subsequent 2-2-2 "Patentee" design of 1833 made the design of "Rocket" obsolete.
The opening ceremony of the L&MR, on 15 September 1830, was a considerable event, drawing luminaries from the government and industry, including the Prime Minister, the Duke of Wellington. The day started with a procession of eight trains setting out from Liverpool for Manchester. The parade was led by "Northumbrian" driven by George Stephenson, and included "Phoenix" driven by his son Robert, "North Star" driven by his brother Robert Sr. and "Rocket" driven by assistant engineer Joseph Locke. The day was marred by the death of William Huskisson, the Member of Parliament for Liverpool, who was struck and killed by "Rocket" at Parkside.
The J-2X was intended to be based on the J-2 used on the S-II and S-IVB stages of the Saturn rockets used during the Apollo program, but as required thrust for the Ares I increased due to weight problems it became a clean-sheet design. It entered development in 2007 as part of the cancelled Constellation program. Originally planned for use on the upper stages of the Ares I and Ares V rockets, the J-2X was later intended for use in the Earth Departure Stage of the Block II Space Launch System, the successor to the Constellation program. The engine is intended to be more efficient and simpler to build than its J-2 ancestor, and cost less than the RS-25 Space Shuttle Main Engine. Differences in the new engine include the removal of beryllium, a centrifugal turbo pump versus the axial turbo pump of the J-2, different chamber and nozzle expansion ratios, a channel-walled combustion chamber versus the tube-welded chamber of the J-2, a redesign of all the electronics, a gas generator and supersonic main injector based on the RS-68, and the use of 21st-century joining techniques.
The J-2X is a liquid-fueled cryogenic rocket engine that was planned for use on the Ares rockets of NASA's Constellation program, and later the Space Launch System. Built in the United States by Aerojet Rocketdyne (formerly, Pratt & Whitney Rocketdyne), the J-2X burns cryogenic liquid hydrogen and liquid oxygen propellants, with each engine producing of thrust in vacuum at a specific impulse ("I") of . The engine's mass is approximately 2,470 kg (5,450 Lb), significantly heavier than its predecessors.
The design of the J-2X engine intended for use on the Ares V booster rocket was originally to be similar to the J-2 engine of the Apollo-era Saturn V and Saturn IB rockets. In designing the J-2X, NASA engineers visited museums, searched for Apollo-era documentation and consulted with engineers who worked on the Apollo program. "The mechanics of landing on the Moon and getting off the Moon to a large extent have been solved," said Constellation program manager Jeff Hanley. "That is the legacy that Apollo gave us." However, as the J-2X program progressed, it became apparent that, because of revised safety requirements and the growing mass of the upper stage, it was necessary to scrap the original J-2 design completely and use a completely new design for the J-2X.