Before any engine gets to light up, the injector has to prove it can move propellant the way the design intends. That is the problem this cold flow test from Fluid Impulse addresses: a first run of a newly assembled injector manifold, measuring mass flow rate at several inlet pressures and checking those numbers against the maker's own analysis, all without ignition.
The hardware itself looks clean. The injector is bound for POC-1, a 250 lbf kerosene and gaseous oxygen demonstrator engine. The manifold is a machined metal part, circular in shape, held by small perimeter bolts with several fluid feed lines attached at the rear. Two supply lines end in black and blue anodized AN-style fittings at the injector plate, and the face carries multiple small orifices that discharge the pressurized liquid. The whole assembly ran in the maker's static fire press system.
The results read well to me. An initial spray sequence cuts off, then an off-camera call triggers a second continuous discharge lasting roughly eleven seconds. The discharged liquid atomizes into a dense, high-velocity conical spray that forms a wide white plume. As a demonstration of cold flow fluid delivery and orifice spray distribution without ignition, that seems like exactly the data you want before committing to hot fire.
One open item: the combustion side remains untested here, since nothing was lit. Gaseous oxygen is simpler to handle because it stays out of cryogenic territory and is less prone to hard starts, but the follow-on flight engine, a 1000 lbf methane and liquid oxygen design planned later that year, will use liquid oxygen for density reasons. A static fire is planned for March once the remaining hardware is machined, so the next milestone is already set.
Project by Fluid Impulse. Watch it on their YouTube channel: