AIAA-82-1094

Differences Between Actual and Predicted

Pressure-Time Histories of Solid Rocket
Motors
T.E. Kallmeyer and L.H. Sayer,
Downloaded by Biblioteca Dipartimento Ingegneria on November 5, 2013 | http://arc.aiaa.org | DOI: 10.2514/6.1982-1094

Thiokol/Wasatch, Brigham City, UT

AIAA/SAE/ASME
18th Joint Propulsion Conference
une 21 -23, 1982/Cleveland, Ohio

For permission to copy or republish, contact the American Institute of Aeronautics and Astronautics
1290 Avenue of the Americas, New York, NY 10104
 DIFFERENCES BETWEEN ACTUAL AND PREDICTED
PRESSURE-TIME HISTOKIES OF SOLID ROCKET MOTORS

Thomas E. Kallmeyer*
L a r r y H. Sayer**
Thiokol Corporation/Wasatch D i v i s i o n
P.O. Box 524, Brigham C i t y , Utah 84302

Abstract

The a c t u a l s t e a d y s t a t e p r e s s u r e - t i m e h i s t o - E r r o r s i n t h e i n p u t values of pp and C* r e p r e s e n t

r i e s of s o l i d r o c k e t motors (SEWS) do not always
f o l l o w t h e curve shape p r e d i c t e d by c l a s s i c a l equa-
t i o n s and methodology. Amplitude and t i m e of maxi-
mum d e v i a t i o n from p r e d i c t e d p r e s s u r e v a r y from
motor t o motor. Data are p r e s e n t e d r e l a t i v e t o
t h i s d e v i a t i o n f o r t h e Space S h u t t l e S8M which h a s
p r o p e l l a n t g r a i n segments of c y l i n d r i c a l and s t a r
p e r f o r a t e c o n f i g u r a t i o n s . Data r e l a t i v e t o a s i m i -
l a r c o n d i t i o n ( c o n i n g ) a r e d i s c u s s e d f o r end burn-
Downloaded by Biblioteca Dipartimento Ingegneria on November 5, 2013 | http://arc.aiaa.org | DOI: 10.2514/6.1982-1094
a constant percentage amplitude s h i f t i n p r e s s u r e
level over t h e f i r i n g d u r a t i o n and do not c a u s e a
t i m e dependent error i n p r e d i c t i o n .
The t h r o a t area (At) is a f u n c t i o n of t h e
i n i t i a l t h r o a t d i a m e t e r and t h e e r o s i o n rate ( 6 ) of
t h e t h r o a t m a t e r i a l (or t h r o a t closure r a t e i f , f o r
example, a t u n g s t e n t h r o a t material is u s e d ) . The
t h r o a t e r o s i o n f o r most c a r b o n b a s e m a t e r i a l s u s e d

ing grains. i n contemporary n o z z l e s i s a l m o s t l i n e a r w i t h t i m e

a f t e r t h e f i r s t few s e c o n d s , f o r a g i v e n p r e s s u r e
lntroduction level, b u t t h e e r o s i o n r a t e d o e s v a r y w i t h pressure
i n t h e same manner t h a t C* v a r i e s w i t h p r e s s u r e ; i . e . ,
The s o l i d p r o p e l l a n t i n d u s t r y has f o r y e a r s
s t r i v e d t o improve methods of a n a l y t i c a l l y modeling
t h e c h a r a c t e r i s t i c s of s o l i d r o c k e t motors having
large length-to-diameter ( L I D ) r a t i o s , where the
" e r o s i v e burning" caused by high g a s v e l o c i t i e s i n E r r o r s i n e,,f or i(( w i l l produce a curve s h a p i n g
d i s t o r t i o n w i t h time, w i t h t h e d e v i a t i o n from pre-
t h e g r a i n c e n t e r p o r t has been i n a d e q u a t e l y modeled
a p r i o r i from e i t h e r t h e o r e t i c a l or e m p i r i c a l d i c t i o n being p r o g r e s s i v e or r e g r e s s i v e i n char-
acter.
b a s e s . mer t h e y e a r s , i t has become i n c r e a s i n g l y
e v i d e n t t h a t some motors w i t h r e l a t i v e l y low i n t e r -
The value of burn r a t e s l o p e (n) is u s u a l l y
nal v e l o c i t i e s , which would b e expected t o perform
t h e value d e r i v e d from S u b s c a l e motor t e s t s over
c o n s i s t e n t l y w i t h t h e c l a s s i c a l e q u a t i o n s based on
t h e p r e s s u r e r a n g e of interest. For most s t a t e - o f -
uniform burning of t h e s o l i d p r o p e l l a n t g r a i n , also
e x h i b i t d i f f e r e n c e s from t h e p r e d i c t e d p r e s s u r e - t h e - a r t hydrocarbon p r o p e l l a n t s , t h e burn r a t e -
p r e s s u r e r e l a t i o n i s l i n e a r on a log-log p l o t ;
time t r a c e . T h i s d e v i a t i o n i n p r e s s u r e - t i m e h i s -
tQTy is b e l i e v e d to b e caused by a s p a t i a l v a r i a -
i.e., d
t i o n i n b a s i c p r o p e l l a n t burning r a t e s w i t h i n t h e
cured g r a i n , which i n turn is b e l i e v e d t o b e a
f u n c t i o n of t h e p r o p e l l a n t f o r m u l a t i o n and proc- I n cases where s l o p e b r e a k s occur ( i . e . , t h e s l o p e
e s s i n g c h a r a c t e r i s t i c s , t h e c a s t i n g arrangement, changes a b r u p t l y a t some p r e s s u r e l e v e l ) or t h e
and p r o c e s s i n g h i s t o r y . The p u r p o s e of t h i s p a p e r burn r a t e - p r e s s u r e r e l a t i o n is c u r v i l i n e a r ( s e e
i s t o p r e s e n t d a t a r e l a t i v e t o t h e n o n u n i f o r m i t y of F i g . I ) , t h e c o m p u t a t i o n a l mechanics are a l t e r e d ,
b a l l i s t i c properties within solid propellant b u t t h e s u b s c a l e motor d e r i v e d burn r a t e curve
grains.
shape is s t i l l assumed t o a p p l y t o t h e f u l l scale
motor. The s e l e c t i o n of t h e s u b s c a l e t e s t v e h i c l e
Sources of P r e d i c t i o n D i f f e r e n c e s
is dependent on p r i o r h i s t o r y w i t h t h e v e h i c l e and
i t s s e n s i t i v i t y t o p r o p e l l a n t changes. The s c a l i n g
The s t e a d y s t a t e p r e s s u r e level of a s o l i d of burning r a t e from s u b s c a l e t o f u l l scale motors
r o c k e t motor ( S L Y ) a t any p o i n t i n time can be must also i n c l u d e c o n s i s t e n c y i n p r o c e s s i n g of
p r e d i c t e d by t h e e q u a t i o n
propellant for testing. An example of t h i s i s
__
I shown i n F i g . 2 where t h e b u r n i n g r a t e of t h e pro-

P=( *'p' 'ref Ab)l-n

g A t Pref
Conventional methodology assumes t h e d e n s i t y ( p )
P
of t h e p r o p e l l a n t t o be c o n s t a n t throughout the
g r a i n . The c h a r a c t e r i s t i c v e l o c i t y (C*) is a weak
f u n c t i o n of p r e s s u r e and i s u s u a l l y i n p u t i n t h e
form.

~ . , ~ ~~~~~~~ _ - ~ ~

~:--t-
I

,
1,000 2, OOF 3,000 4,000 5,000
*Supervisor, Ballistics S e c t i o n , Thiokol
C o r p o r a t i o n , Wasatch Division,Member A I M
**Manager, Motor Performance Department, T h i o k o l
PRESSURE (PSIA) d
C o r p o r a t i o n , Wasatch D i v i s i o n Fig. 1 Cured S t r a n d Burn Rate V a r i a t i o n With Pressure
Copyright 0 Arnrrican Instiluleof AeroniUIiEEBnd
AslronaUlicS. Inr.. 1982. All righli reserved.
 p e l l a n t , at h i g h p r e s s u r e , is shown t o b e a func-
t i o n of p r e b a t c h t i m e . In t h i s case, s u b s c a l e
motors cast a t v a r i o u s times w i t h i n t h e f i r s t 50
h o u r s a f t e r p r e h a t c h , and t e s t e d a t h i g h p r e s s u r e ,
would i n t r o d u c e s i g n i f i c a n t Scatter i n burn r a t e
scale f a c t o r s .
I
/a
.4 0'
" commonly used p l a s t i c i z e r s and c a t a l y s t s , can move
HIGH PRESSURE
I
0 100 203 300 403 500 600 700
Downloaded by Biblioteca Dipartimento Ingegneria on November 5, 2013 | http://arc.aiaa.org | DOI: 10.2514/6.1982-1094
PREBATCH STORAGE TIME l H R l
Fig. 2 E f f e c t s of P r e b a t c h S t o r a g e Time on S u b s c a l e
Motor Burn Rate
T h e r e a r e two b a s i c c o n s i d e r a t i o n s r e l a t i v e t o
r e f e r e n c e burn rate. One is t h e bulk burn r a t e
scale f a c t o r and the o t h e r is the v a r i a t i o n of b u r n
r a t e w i t h i n t h e c u r e d p r o p e l l a n t g r a i n . T h i s spa-
tial d i s t r i b u t i o n can b e caused by p r o c e s s i n g ( f l o w
c o n d i t i o n s ) a n d / o r m i g r a t i o n of l i q u i d s p e c i e s t o
propellant interfaces. Burning r a t e u n a f f e c t e d by
f l o w o r m i g r a t i o n i s g e n e r a l l y termed t h e h u l k
burning rate. Burning r a t e s o c c u r r i n g a t t h e pro-
p e l l a n t l l i n e r i n t e r f a c e i n end b u r n i n g g r a i n s are
d e s i g n a t e d as edge b u r n i n g r a t e s w i t h t h e r a t i o of
edge t o bulk b u r n i n g rate being termed E/B.
Bulk burn r a t e s c a l e f a c t o r s e x i s t between
p r o p e l l a n t samples ( t e s t e d i n s u b s c a l e motors)
o b t a i n e d from s u b s c a l e mixers and f u l l scale mix-
ers; t h i s i a o f t e n n e g l i g i b l e b u t h a s been observed
t o be as g r e a t as 3 or 4%. The s c a l e f a c t o r be-
tween s u b s c a l e and f u l l scale motors is t y p i c a l l y
w i t h i n +2%, b u t has been observed t o be as g r e a t as
-
+6%. T h i s s c a l e f a c t o r u n c e r t a i n t y r e p r e s e n t s a
p o t e n t i a l a m p l i t u d e error i n t h e p r e d i c t e d p r e s s u r e
l e v e l , b u t i s not time o r burn d i s t a n c e dependent.
The burn r a t e v a r i a t i o n w i t h i n t h e c u r e d pro-
p e l l a n t g r a i n p r e s e n t s a more complex problem s i n c e
i t i s n o t p r e d i c t a b l e i n advance and can c r e a t e a
d i s t o r t i o n i n t h e s u r f a c e area vs burn d i s t a n c e
r e l a t i o n s h i p p r e d i c t e d on t h e b a s i s of uniform
burnback. The mass g e n e r a t i o n r a t e , and hence t h e
pressure t i m e curve, w i l l d e v i a t e f r m c l a s s i c a l
p r e d i c t i o n s because of both t h e burn rate and sur-
f a c e area d e v i a t i o n s . This phenomenon h a s been
r e f e r r e d t o by v a r i o u s terms such as: Hump, BARF
( B u r n i n g - r a t e Anomalous Rate F a c t o r , SBRE (Surface-
Burn Rdte E r r o r ) , and R e s i d u a l s . In general, a l l
p r e d i c t a b i l i t y errors which are r e f l e c t e d i n t h e
curve shape d e v i a t i o n s are lumped i n t o " f a c t o r s " t o
compensate f o r t h e s e d e v i a t i o n s . T h i s f a c t o r i s
t h e r a t i o of t h e actual t o t h e p r e d i c t e d p r e s s u r e ,
t a k e n t o t h e 1-n power, t o r e l a t e i t t o an e f f e c -
t i v e s u r f a c e area o r e f f e c t i v e burn rate a t a g i v e n
time or web d i s t a n c e burned. This e f f e c t i v e sur-
f a c e a r e a l b u r n r a t e f a c t o r w i l l be r e f e r r e d t o i n
t h i s paper as Hump o r t h e Hump f a c t o r .
B a l l i s t i c Nonuniformity i n End Burning G r a i n s
A s i n d i c a t e d e a r l i e r , s p a t i a l changes i n burn-
i n g rates w i t h i n a p r o p e l l a n t g r a i n can occur due
t o p r o c e s s i n g or p r o p e l l a n t i n g r e d i e n t m i g r a t i o n .
There are numerous t e c h n i q u e s which can be u t i l i z e d
t o q u a n t i f y t h e m i g r a t i o n e f f e c t on b u r n i n g r a t e .
L i q u i d p r o p e l l a n t s p e c i e s , i n c l u d i n g some
from t h e p r o p e l l a n t i n t o m a t e r i a l s a t t h e propel-
l a n t i n t e r f a c e s such as i n s u l a t o r s , i n h i b i t o r s ,
l i n e r s , RW coated t o o l i n g , e t = . L a b o r a t o r y
samples can be made, aged, and then a n a l y z e d t o
determine mobile s p e c i e c o n c e n t r a t i o n s YS d i s t a n c e
from t h e i n s u l a t i o n l p r o p e l l a n t i n t e r f a c e . These
can then be modeled t o determine d i f f u s i v i t i e s . A
developed model YS a c t u a l t e s t d a t a are shown i n
Fig. 3.
-1 I
I
0.21 I
0.0 0.I 1.0 1.5 2.0
DISTANCE FROM lNSULAllON ilN.1
Fig. 3 Comparison o f S e l e c t e d Computer Model
and Measured D i f f u s i o n P r o f i l e s
Wigration and its impact on p r o p e l l a n t b u r n i n g
r a t e can a l s o be a f u n c t i o n of t h e p r e s s u r e a t
which t h e motor o p e r a t e s . T h i s has been e v i d e n t i n
s e v e r a l s t u d i e s performed a t Thiokol. I n one
s t u d y , a m a t r i x of s u b s c a l e p r o p e l l a n t mixes was
made v a r y i n g t h e p l a s t i c i z e r and c a t a l y s t concen-
t r a t i o n s . Subscale motors and s t r a n d s were then
made and t e s t e d a t two p r e s s u r e l e v e l s . A l i n e a r
r e g r e s s i o n of t h e s e d a t a e s t a b l i s h e d t h e burning
r a t e , a t two d i f f e r e n t p r e s s u r e s , as a f u n c t i o n of
p l a s t i c i z e r and c a f a l y s t levels. T h i s d a t a
e v a l u a t i o n i n d i c a t e d t h a t a t low p r e s s u r e t h e
enhancement of burning r a t e by t h e c a t a l y s t i s
a p p r o x i m a t e l y twice t h e d e p r e s s a n t e f f e c t of t h e
plasticizer. A t high pressure, the depressant
e f f e c t of t h e p l a s t i c i z e r is approximately f i v e
t i m e s t h e enhancement e f f e c t of t h e c a t a l y s t . T h i s
i n d i c a t e s t h a t , a t t h e lower p r e s s u r e , m i g r a t i o n of
p l a s t i c i z e r and c a t a l y s t t o t h e l i n e r would leave
t h e p r o p e l l a n t edge with a burn rate equal t o or
s l i g h t l y lower than t h e bulk burn rate. X i g r a t i o n
of c a t a l y s t t o t h e l i n e r l i n s u l a t i o n system leaves a
p r o p e l l a n t w i t h a lower burn r a t e , while m i g r a t i o n
of p l a s t i c i z e r leaves a p r o p e l l a n t w i t h a h i g h
burning r a t e . A t t h e h i g h p r e s s u r e , t h e dominant
m i g r a t i o n v a r i a b l e is t h e p l a s t i c i z e r which w i l l
produce an edge burning rate which is h i g h e r t h a n
t h e bulk burning r a t e .
Subscale end burning motors (5-1". d i a m e t e r )
were b u i l t and e x t i n g u i s h e d by r a p i d l y depressur-
i z i n g t h e motor w h i l e f i r i n g i n an a l t i t u d e c e l l .
These s u b s c a l e motors were i n t e r n a l l y s t r e s s re-
 lieved as depicted in Fig. 4 . These tests verified
the hypothesis of chamber pressure dependent con-
ing. A comparison of extinguished grain profiles
fired at high pressure and at l o w pressure is
presented in Fig. 5. The progression of coning in
an end burning grain is depicted in Fig. 6 where
L
A -
.
identical tests have been extinguished at different
times during motor operation. These high pressure
extinguishment tests showed the case insulation
interface burning rate to be approximately 3 %
higher than the bulk rate and the inhibitor
interface to be approximately 6 %higher than the
bulk rate. Typical end burning pressure vs time
traces are presented in Figs. 7 and 8 , which
illustrate the relative neutrality of the low
pressure burning and the progressivity created by
coning at the high pressure levels, respectively.
TIME (SEC)
Fig. 7 Typical Low Pressure Extinguishment
Pressure Trace
Downloaded by Biblioteca Dipartimento Ingegneria on November 5, 2013 | http://arc.aiaa.org | DOI: 10.2514/6.1982-1094

Fig. 4 Extinguishment Test Motor

TIME (SEC)
-
CROSS StCTION FOR HIGH PALSSURE Fig. 8 Typical High Pressure Extinguishment
Pressure Trace

Large Motor Experience

Thiokol's experience with the Hump character-

CROSS SECTION FOR LOW PRESSURE
Fig. 5 Comparison of Grain Burnback
at Different Pressure Levels
istic has usually centered around large motors
where migration cannot explain the difference be-
tween the predicted and the actual pressure trace.
The Hump phenomenon is illustrated in Fig. 9 . Hump
is typically characterized by low ( 3 to 4% below
predicted) initial equilibrium pressure, followed
by above predicted pressure levels (typically 3 or
4 % ) during mid-burn, and finally lower than pre-
dicted pressure during the latter phase of burn.

FACTUAL
INHIBITOR

EXTINGUISH
Nr 0.8 SEC 1.61 SEC 2.42 SEC
TIMES
HIGH PRESSURE
TIME
Fig. 6 Grain Surfaces of Extinguishment Motor
at Various Times Fig. 9 Typical Hump Characteristic
 m e ignition transient and tailoff transient, often large solid rocket motors ranging in diameter from
slower than expected, may be affected by the param- 37 to 260 in. Many of these motors were segmented,
eters causing Hump. The pressure-time curve shape some had steel eases, and some had flexible cases.
for a given system, although not predictable in Most motors contained state-of-the-art hydrocarbon
advance and different from that predicted by uni- propellants; a few contained nitratoplasticized
form burnback models, has proven to be reproducible formulations. Virtually all of these motors ex-
once it is established. Each motorlpropellant hibited some degree of Hump, hut there were no
system is unique in the extent and detail in which identifiable parameters to correlate to the degree
it deviates from theoretical; i.e., each motor (amplitude) or type of Hump trace. Most of these
system has its own fingerprint or signature rela- motors were one of a kind. However, several are
tive to theory. high production rate motors for which statistical
performance variations are available. The caef-
The Hump phenomenon has usually been associat- ficients of variation in pressure for the high
ed with large solid motors rather than tactical production rate motors have typically been less
systems. One contributing reason is that tactical than 22, most of which is attributed to bulk burn
motors often have high length to diameter ratios rate variation, indicating that little is due to
( L I D ) , which frequently leads to high gas velocity Hump factor variations.
enhancement of burning rate; < . e . , erosive burn- 1.06
ing. Erosive burning does contribute to spatial I I I I I I I I I I
nonuniformity of grain surface regression and does
result in a deviation from predictions, particular-
ly in the later phase of motor burn, if it is not
Downloaded by Biblioteca Dipartimento Ingegneria on November 5, 2013 | http://arc.aiaa.org | DOI: 10.2514/6.1982-1094

accurately modeled. Generally large motors are

less influenced by erosive burning, and the devia-
tions from predicted trace shapes are believed to
be more related to basic burning characteristics
within the cured propellant grain. Some of the
postulated contributors to Hump are listed in Table
I.
TABLE I

.. POSTULATED CONTRIBUTORS TO HUMP

C a d C r a l n Deformarlon oP=erai,ng P r e s s w e

. ..
DIJIoI-rs *r-Carr CeosELrY WEB FRACTION
strain COVld ,"*we 8"'" Rare DevlariDn Fig. 10 Thiokol Experience With Segmented Motors
~ropellanr/Procer.lng ChdracrerisiIcJ

.
w sarric19 size oirtrlbur'onlorlentarion Befree" Core and Caee m 1 1

.. sropenanr Yisco*ify

P186flEIZET Ylgrarla"

.. P0i)p.C Type

carricvre Temperature Le"*, an* ""lformirp

-. .
cvre sresBYre

,iamogene*cy Of Propellanr

Xolrle m r o a r Area HLlfOrY

. ""stable Conb"sLL*"
LOCI, cas " e h c l r y E f l P I I *

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.P 1.0
To quantify the Hump factor after static test WtB FRACTION
data have been acquired, known deviations from pre-
fire predicted values are identified. This in- Fig. 11 Industry Experience With Large
volves such parameters as throat erosion rate, C*, Segmented Motors
and bulk burn rate. A post-prediction is made to
correct for these known and accountable deviations,
and a comparison is then made between this post-
prediction and the actual pressure trace. The
residual pressure deviations are then most commonly
translated into an effective (or pseudo-) surface
area. From these pseudo-surfaces, a Hump factor
can be derived in terms of % IAb predicted
vs percent web burned. Sinceeta:d%& and surface
area are synonymous relative to their effect on
pressure [P = f(Ab x rh)l, this Hump factor vs
percent web burned can be viewed as a surface area
deviation, a burn rate deviation or a combination
of the two.

Typical Hump factor vs web fraction curves are

presented in Figs. 10 through 12 for a number of Fig. 12 Flexible Case Motors
 Space Shuttle Booster Characteristics. The near the case wall is in consonance with the gen-
development of the grain configuration for the eralized model of low-high-low burn r a t e variations
Space Shuttle Solid~RocketMot& (SRM) and the with radial distance through a center perforated
static test results of the first two development grain.
motors are discussed in Reference 1 . As noted
therein, the motors performed reasonably close to
the predicted levels, with only a slight deviation
in trace shape from that which was predicted.

The development program for the SRMs embodied

the static testing of four development motors
(DMs). All of these exhibited a small degree of
Hump. The Hump curves generated from these four
motors are shown in Fig. 13. A typical pressure-
time curve is shown in Fig. 14. The general char-
acteristics of the Hump factor and the undulations
in the Hump curve are similar to those of Fig. 9.
Fig. 1 5 Space Shuttle SRM Grain Configuration

Three qualification motors (QHs) were fabri-

cated and static tested in the SRM program. The
Hump curves for these three firings are presented
Downloaded by Biblioteca Dipartimento Ingegneria on November 5, 2013 | http://arc.aiaa.org | DOI: 10.2514/6.1982-1094

in Fig. 16. The general characteristics of these

WEB BURN DISTANCE llN.1
Fig. 13 Hump Curves for the Space Shuttle
SI(M Development Motors
20 ao 60 80 IW
IIMLIICI
Fig. 1 4 Head End and Nozzle Stagnation
Pressure-Time Histories
However, there are several specific differences to
note. The DMs exhibit a near zero Hump factor
during the first quarter of burn rather than the
classical (1 factor. During the second quarter of
burn, the curves reflect the typical >1 Hump fac-
tor. They then tend to shift to values at o r below
1.0 during the latter half of burn. The reduction
in Hump factor and the undulations in the Hump
curve during tailoff are reflective of the accumu-
lation of small inaccuracies in calculating the
surface areas near web burnout.
curves are the Same as for the DMs; however, there
are some subtle differences. The average Hump
curve for the first three DMs, the curve for DM-4,
and the average for the three QMs are plotted on
Fig. 17 as curves A, B and C, respectively. During
the first 8 in. of burn, the Hump factor decreases
from 1.0025 to 0.9925 to 0.985 for curves A, B, and
C, respectively. W e r the 9 to 18 in. burn dist-
ance, curve A is slightly progressive with an aver-
age value of about 1.025; curve C on the other hand
is distinctly progressive, rising from 1.000 to
about 1.028; and curve B has the progressive char-
acteristics of curve C, but the relative amplitude
of curve A. Curve A thereafter drops relatively
abruptly to about 1.000 and remains about that
level until near the onset of tailoff. Curve C on
the other hand drops more gradually over the entire
latter portion of the burn to about 0.95 at 40 in. W
of burn. Curve B shows characteristics of both
curves A and C during this period. The general
trend from development to qualification then is
characterized by a reduction in the initial Hump
120 1ZO level, a more gradual (and typical) rise to a maxi-
mum Hump factor near mid burn, and a gradual decay
to values less than 1.0 by the onset of tailoff.

An abrupt change in the Hump value occurs at

around 20 sec ( 8 in. of burn), which is the time at 0 8 16 24 32 40
which the forward segment star grain web burns WEB BURN DISTANCE l1N.l
through to the insulation and the steady state
pressure level begins to decay ( s e e Fig. 14). The Fig. 16 Hump Curves for the Space Shuttle
time at which the pressure decay starts is later SRM Qualification Motors
than predicted, causing the rise in the Hump curve
at that time. This extended time at high pressure
is interpreted to reflect a lower burn rate through
the thin web of the star grain (See Fig. 15 for the
SRM grain configuration). This .iower burn rate
 i i E B BURN DISTANCE (IN.]

Fig. 17 Comparison of Hump Curves f o r

Development and Q u a l i f i c a t i o n Motors

The observed s h i f t is a t t r i b u t e d t o a change

i n motor c a s t i n g t o o l i n g which was implemented
between t h e development and q u a l i f i c a t i o n phases of
Downloaded by Biblioteca Dipartimento Ingegneria on November 5, 2013 | http://arc.aiaa.org | DOI: 10.2514/6.1982-1094

t h e SRM program. The b a s i c c a s t i n g arrangement f o r

t h e SRM segments is i l l u s t r a t e d i n F i g . 18. Each
segment c o n t a i n s about f o r t y 600 g a l mixes of pro-
pellant. Each mix is made and poured s e q u e n t i a l l y
i n t o t h e motor a t each of t h r e e c i r c u m f e r e n t i a l
l o c a t i o n s around t h e segment. These t h r e e cireum-
f e r e n t i a l c a s t i n g p o r t s are l o c a t e d a t a r a d i u s of
51 i n . , o r a b o u t 50% web. The core mandrels a t
t h e c a s t i n g end of t h e segments r a n g e from 29 t o 32
i n . i n r a d i u s , so t h a t t h e p r o p e l l a n t f a l l s d i r e c t -
l y i n t o r h e segments and does n o t f l o w down over
t h e core mandrels. This c a s t i n g arrangement was , : ,
used on t h e forward and two c e n t e r segments of t h e
SRMs; t h e a f t segment d i f f e r e d i n s o f a r as t h e man-
d r e l r a d i u s a t t h e a f t end (up d u r i n g c a s t i n g ) is
51 i n . , so t h a t t h e p r o p e l l a n t f i r s t flowed o n t o
t h e mandrel, which i n e f f e c t f u n c t i o n e d as a d i s -
p e r s i o n cone, and t h e n down i n t o t h e segment as a
" s h e e t " a t a r a d i u s of 51 i n .

I I
8 16 24 32 40 48
WtBBURNDlSlANCEIIN 1

F i g . 19 Hump C h a r a c t e r i s t i c s f o r L e f t Hand SRMs

Flown on STS-1, -2 and -3

F i g . 18. SRM Segment C a s t i n g Arrangements

P r i o r t o c a s t i n g t h e QMs, a d e c i s i o n was made

t o add a d i s p e r s i o n cone t o t h e c a s t i n g t o o l i n g f o r
t h e o t h e r t h r e e segments. A s t h e t o o l i n g modifica-
t i o n s were being implemented, one of t h e DM-4 =en-
t e r segments was c a s t u s i n g t h e modified t o o l i n g .
T h i s t h e n gave us t h r e e motor sets having d i f f e r e n t W E BURN DISTANCE 1IN.I
casting configurations: t h e f i r s t t h r e e DMs w i t h
one segment c a s t w i t h an e f f e c t i v e d i s p e r s i o n cone; Fig. 20 R e p r o d u c i b i l i t y of F l i g h t Motors and
DM-4 having two segments c a s t w i t h d i s p e r s i o n Comparison With S t a t i c T e s t Motors
cones; and t h e QMs having a l l f o u r segments cast
u s i n g d i s p e r s i o n cones.
 Conclusions

P r o p e l l a n t p r o c e s s i n g and i n g r e d i e n t m i g r a t i o n
a r e an i n s e p a r a b l e p a r t of s o l i d r o c k e t motor in-
ternal b a l l i s t i c analysis. A s p a t i a l burning r a t e
v a r i a t i o n can o c c u r i n r o c k e t motors due t o t h e
manner i n which p r o p e l l a n t is i n t r o d u c e d a t t h e
c a s t i n g l o c a t i o n and t h e flow of p r o p e l l a n t i n t o
t h e r o c k e t motor case. A d d i t i o n a l l y , m i g r a t i o n of
s o l i d p r o p e l l a n t l i q u i d species i n t o i n e r t i n t e r -
f a c e m a t e r i a l s c r e a t e s a s p a t i a l p r o p e l l a n t burn
rate v a r i a t i o n . I n d e s i g n i n g a new motor, c a r e
should be exercised i n evaluating t h e p o t e n t i a l f o r
Hump. I f a similar motor is not a v a i l a b l e t o s c a l e
from, t h e n t o o l i n g and b a l l i s t i c performance s h o u l d
b e designed w i t h s u f f i c i e n t f l e x i b i l i t y t o accommo-
d a t e 8ome Hump e f f e c t .

Reference

1. Baker, J . , "Methods Used f o r Space S h u t t l e SRB

Downloaded by Biblioteca Dipartimento Ingegneria on November 5, 2013 | http://arc.aiaa.org | DOI: 10.2514/6.1982-1094

T h r u s t Shape Design," A U I S A E 1 4 t h J o i n t Pro-

p u l s i o n Conference, Las Vegas, Nevada, 25-27
July 1978.