little joe ii program test data book, revision c

8/6/2019 Little Joe II Program Test Data Book, Revision C

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SOL ID ROCKET PLANT c-

Contract No. NAS 9-456

woI sDPHmTest Data Book, Revision C 15 September 1963


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TEST W A OOKREVISION *Ca

BEBoJET4ENlBAL COBPOBBTIONSolid Rocket PlantSacramento, C a u P o r n i a

Prepared forU E O N A & BEw)NAUTICS AND SPACE AIXJXETRBTIOBIMA"ED-sPBI=EcRBFTHouston, Texas

0 E.


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t

IntroductionBasic Test Requiremaat8Motor Chamber Hydrostatlo Proof Test8Nozzle Proof peat8Psopellant BuIning-Bate TestsAlgol ID tbd 1 notor Demon8tra~onTesta

Motor PerPonwmoeIgniter PerfomnameNoazle PerfonmmoeDestruct system PerfoxYwumBase-Heat Perforrra~oe

Igniter Developmsnt and Igniter TestsIgniter lhitiator Developat and Test b d t sDestruct U n i t Developmenf and Test ResultsWeathe-eal Burst Testa

psse111223355788131418

rpaenaix1.BCD


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L I r n DATA BOOKFIGURE LIST

L i t t l e Joe I1 Motor Chamber Hydrostati c Proof Test SetupNozzle Stru ctu ral Test AssemblySchematic Drawing o f Motor Test I n s t a l l a t i o n with A lt it ud e F a c i l i vMotor W-7, Pre f im S ide V i e wMotor LJ-7, Prefire Front V i e wMotor W-7, -fire V i e w of Igniter and TransducersMotor W-7, r e f i r e A f t V i e wMotor U-1, Pr ef ir e Nozzle V i e wInst rume ntat ion Locations, Motor W-7Perfonance Characteristics, Motors LJ-1, 4, and -7Summarg of Motor Performance, Motor W-1Summary of Motor Performance, Motor LJ-4S u m m q of Motor Performance, Motor U-7Post f i re Side Vi e w, Motor LJ-1Pos t f i r e Aft View, Motor LJ-1Pos t f i r e Aft, View, Motor U-4Pos t f i r e A f t View, Motor W-7P o s t f i r e V i e w of Nozzle, Motor LJ-7Post f i re V i e w of Top Destruct-Cut, Motor W-7Post f i re V i e w of Bottom Destruct-Cut, Motor LJ-7Side-Force Data, Motor W-7

12

78910ll1213Ilr.15161 718192021

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LITTLE JOE I1 - TEST DATA BOOKFIGURE LIST (cont'd)

Jet-Deflection Angle Data, Motor LJ-7Nozzle Temperatures at Locations "I.and TN2,Motor U-7Nozzle Temperatmes at Locations "3, TNS, and TN8,Nozzle Temperatures a t Locations TNk, "6 , and TN7,Mote? U-7

Metal" LJ-7Nosfie Temperature a t Location TN9, Motor W-7Chamber Temperature at Locations E 3 and ~ 1 6 , otor LJ-7Chamber Temperatures a t Locations TC13, TC17, and TC1,Chamber Temperatures a t Locations TCa and TC15, Motor W-7Motor U-7

Chamber Temperatures a t Locations TC12, TC8, and TC10,M o ~ o ~J-7Chamber Temgeratures f o r Locations TC6, TCS, and TC4Motsr LJ-7Chamber Temperatures f o r Locations TC9, TC11, and TC2,Motor U-7Igniter Qualification Test ResultsMotor LJ-b Ig ni tl oc Performance DataPost f i re View, Motor LJ-k IgniterPostfire Forward View of the LJ-4 NozzlePos t f im A f t View of Motor U-4 NozzleThat a t d Jhit-Cone Assembly, Postfille V i e w , Motor LJ-7 Nozzle

2223242526272829303132333435363738

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.. LITfLG JOE 11- TEST DATA BOQKFIGURE LIST (contfd)

Thma5 &trance, Postfire, Motor LJ-7 NozzleEntrance Insu la to r, Po st fi re , Motor W-7 NozzlePos t f i re Vim of E x i t Cone, Motor LJ-7 NozzleP o s t f i r e V i e w Section of Nozzle Throat, Motor W-1Pos5fiz-e V i e w Section of Nozzle Closure, Hotor W-1Postfire V i e w Section o f Nozzle Bdt Cone, Motor LJ-1Fir ing of Destruct U n i t , Motor LJ-7Ccqarison of Igniter Charge Wights-vs-Motor Free VolumesCorrelation of Total Igniter Energy-vs-Delivery RateIgniter Development Proglam PhasesF i n a l Configuration of Igniter AssemblySequence of Igniter PerformanceIgniter Performance After Exposure t o Rctremes ofE n ~ r o m e n t a l onditioningPreflre View of Li t t le Joe I1 IgniterPostf i re V i e w of L i t t l e Joe II Igni te rCo?p&sijrt of Ignition Perfomawe Data of Motor MA withIgnitixx Data of Other Large Solid Rocket MotorsAeceptmce and Qualification Test Flow C h a r t

Schaxra=bi=. f Destruct U n i t Test Setup

394041424344454647484950

515253545556575859

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LITTLE JOE 11- TEST DATA BOOKFIGURE LIST (contd)

D e s t x c t UniL Test Asse&IyWitness Plates Cut During Destruct TestPr ef ir e View of Test Stand and Chamber,M C ~ O F estmcL, TesfP o s M z e V i e w of Test StandP L - ~ ~ u ~ ~ c Iamess Assembly ard Test P l a t e s ,Seven-Motsr Configura tion Destruct TestClose-up of Seven-Motor Configuration Testl k e q t s f r o m Fibu of Weather Seal Break Test,Fu;h-Ignitar Charge PressurizationWeather S e d Broken by Ig ni te r ChargeExGespts fmm Film of Weather Seal Break Test,I g x i % r - B ~ ~ o eF Charge Pressurization

Figure606162636465666760

V


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f .

5.2 Propellant batch burning rates w e r e evaluated fur ther by f i r i ng of3KS-500 ubscale motors; add itio nal information fo r predic ting Arll-scale motoroperation w a s also obtained. The average burning r a t e s f o r the batch tes t motorsf i red were:

Full-scale &to+LJ-1IJ-2

Batch-Test MotorsAv Burning Rate, in ./ sec245243

LJ-3 243LJ-4 241IJ-5 242LJ-6A 239w-7 238

6.0 AIGOL ID NDD I MXFOR DEMDNS!l!RA!IION TEST RESULTS6.1 Motor Performance

Three fu l l - sca le Algol ID ~ o dmotors, W-1 -4, ami -7, werefi re d t o demonstrate the propulsion system and t o determine performancecharac ter i s t ics . The motors had the improved high-altitude igniters andvariable cant-angle nozzle which were developed f o r t h i s program. A schematicdrawing of' the motor t es t setup i s shown in Figure 3; Figures 4 hrough 8 Showan Algol I D Mod I motor i n the t es t stand.motor W-7 are shown i n Figure 9.i n A&ndix A.i n Figure 10; curves of measured chamber pressure and thrust vs time for motorsW-1, -4, and -7 are shown i n Figures 11, 12, and 13, respectively.

Instrumentation locations forThe data reduction requirements are described

The performance characteristics of the three motors are sumarized

Post f i re* C a s t w i t h propellant f r o m same batch cast i n subscale motor.3


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views of the motors are presented i n Figures 14 through 20,events %OF mtor LJ-7 is given in Appendix B.

A sequence of t e s t

me most, sig nif ica nt fa cto rs i n a comparison of data obtained frommof;oap f% r l n g ~5 i g m PO), are the average web thrust and the web-burning time.The average thrust values, d i d not vary over 201 l b f ,web-b*snl.ng thee did not exceed O,6 sec.

The differences i n the

Motor LJ-1was f i r e d w i t h the nozzle i n the zero degree pos it io nand a force angle of 0.6 degrees was measured between the motor and the teststand. Motors U-4 and W-7 e r e f i r e d with the nozzles canted a t 14 degrees.The measured force angles between the motors and the tes t stand w e r e 12.9 and14.5 degxees.are shown i n Figure 21 and the resu ltan t f orc e angle i s shown i n Figure 22.The discrepancies indicated above are att r ib ute d t o mis-alignment of the motoren the t e e t s t a n d during each of the tests .

The side forces measured during the t e s t f i r i n g of motor LJ-7

Motor w-7 was instrumented w i t h a high-frequency pressure t rans-ducer and four crystal accelerometers t o con finn the exis tence of chamberp r e s a m f luc tua tions ind icated durfng e a r l i e r tes ts ,remined essential ly constant for 19 see without evidence of osc i l l a t ions ;e a t 19 sec ose%llat,ionea t 60 t o 63 eycles/sec were recorded.wh9ch reached a mslxbm amplitude of about 6 ps i lex ie ted unt i l the end of thefiringelocated a f t of the motor9 and by the accelerometers.data showed sound levels of lb68 decibels a t 100 ft and 140 decibels 200 f t a f tof the motor ,

The chamber pressure

These oscillations,

The frequency of the osc i l l a t ions wae c o ~ i r m e dy two microphonesAnalysis of the microphone

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Recorded temperature data obta ined from thermocouples (Fig ure 9 )during the fir ing of motor U-7 w e p lot t ed i n Figures 23 through 32 .sig nif ica nt temperature in creases were ind icat ed on either the nozzle or chamberduring the 100 sec of recorded data.sec are the resu l t of the f i r ing o f t h e des truc t unit .

No

The in di ca te d temperature changes a t 90

6.2 Ignf te r Per fomnce!he t m e i gn it er s used on the Full-scale t e s t motors performed

within the limits established during the igniter tes t and qual i f ica t ionprogram.The data indicate t h a t 754 of f u l l operating pressure for each motor wasachieved within 100 mil li sec a f t e r ign i tion .

D a t a obtained f romth e qual i f ica t ion te s ts are given i n Figure 33.

The ignit ion cha ract erist icsof motor W-4 (Mgure 34) are typical of those of the three motors fired.Motor U-1 was f i r e d at sea-level conditions.at a simulated al ti tu de i n excess of 100,OOO ft.

Motors I J - 4 and -7 were ignited-

A post- f i r ing de w of the i g n i t e r from Motor LJ-4 i s shown i nFigure 35; the rough surface o f the igni ter was caused by deterioration ofthe external rubber insulation.

6.3 Nozzle PerformanceThe var iab le cant-angle nozzles performed sa ti sf a ct o ri ly during

The baffle rings functioned as required; no hotach of the th ree f i r ing s .

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geses contacted the main seal O-ring, A summary of nozzle th roat and closurei n s u i 3 t o s e~osion s as follows::

_%tor W-1 Motor U-4 Motor U-7C a n t angle, degree Q 14 14I n i t i a l t h ro at dia, i n . 14 950 14 950 14.950F i n a l t h r o a t d ia , i n , 15 o m 1 4 9% 1 5 0043lnSt;iaL closuye i n s u l a t o r d ia , i n , 18 340 18 340 18 340

18 870 19 loo 19.240ina l c lo su re in su la to r dia , i n ,The i n i t i a l t h r o a t d ia me te r w a s measu red t o th e in s i de diameter of the

zirconium oxide coating ( 0 , O ~ O .S5 i n , th ick )af'ber t h e f i r i n g ,

No t r a c e of the coating remainedThe observed th roa t e ros ion i s a t t r ib u t e d t o loss of t he p ro -

tec t ive z i rconium oxide coat ing ,Two ci rcumferen t ia l ha i r l ine cracks occur red a t t h e same l oca t ions

on each o f t h e f i r e d t h r o a t i n s e r t s .of t h e a f t edge o f t he g raph i t e n e w the middle.

"he c rack s were approxim ately 3 i n . forwardThe cracks were sharp edged,

c lean , and d id n o t indicate evidence of gas f l o w or e ros ion .occurred la te i n t h e f i r i n g , or were the r e su l t o f t he water quench,

The cracks apparently

The ref ra s i l - pheno l ic c l o s u x insu1ator t. s 3 d een eroded, buts u f f i c i e n t mteria,l remained t o prevent, heating of t h e metal parts (as i nd ica tedby t h e p l o t s of thermocouple de t% , Fig ures 23 t h m u g 26) and p- eve nt adve rsee f f e c t s t o t he main b al l - jo in t s e d , The f l o w of gases down t h e p rope l l an t r ayscon t r ibu ted t o nonuniform erosion of the eZosure In su la to r dup ing the f i r s t 1 5 seco f f i r i n g ,of f i r i n g f"ollowir1@, he burning of the rays,

These erosion patters beeme more sev ere duping t h e remaining 20 secThe f i red nozzles of t h e t e s t motors

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. .ar e shown i n Figu res 36 through 44.a detailed examination (Figures 42 through 44).0.50 in. of material w a s eroded fromthe entrsnce side of the insulator .minimum diameter of the entrance had increased by 0 . 9 in . OH motor LJ-7; theincrease w a s less on motors IJ-1 and -4. Examination also indicated tha tcircumferential gas f l o w i n the non-symmetrical gap between the fixed andmoveable portions of the nozzle caused erosion pockets opposite the propellantrays . These eroded pockets ranged up t o 1.25 in . in depth. The average erosionon the long s ides of the entrance insulators of the nozzles canted at 14 degreeswas 0.75 in ,

The nozzle of motor L3-1 was sectioned forExamination revealed that up to

The

Erosion of the exit cones w a s re la t ive ly uniform. The depth oferosion adjacent t o th e throat in se rt ranged up t o 0.25 in ., and tapered t ozero near the middle of the exit cone.reduction of the diameters over the aft quarter of th e exit cone.

Swelling of the plast ic caused a

6.4 Destruct System PerformanceThe destruct system of motor IJ-7 w a s activated 90 sec af'ter fire

switch, and approximately 50 sec a f t e r motor t a i l - o f f .sele cted t o demonstrate th e a b i l i t y of the dest ruct uni t to endure the environmentexi s t ing on a f i r e d motor chamber for a t ime equivalent t o a second motor firingin a multistage vehicle.The resultant two cuts, both the length of the cheveron shaped charge, areshown i n F igures 19 and 20.would have been completely destroyed,

The time delay w a s

Figure 45 shows a view of the destruct un it in operation.

If the chamber had been pressurized, the chamber

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. .through electric bridge wires.i n i t i a t ed by the squibs; the re sult ant act ion ignit.es the main ig ni te r charge.The booster charge consists of 90 gm o f AW-14046 Alcol powder that contains

The booster chwge propagates the reaction

alumimunThe mainprovides

powder, iron-carbonyl powder, l e d powder, and potassium perchlorate .ig n it er charge, which consists of 3000 gm of AN-14046 Alcol m e r ,su ffi cie nt energy t o ig ni te the Pocket motor under th e environmental

conditions that msy be encountered during normal motor operation.of the main charge weight-vs-motor free volume of the Li t t l e Joe I1 ign i te r with

A comparison

th at of ign ite rs fo r other solid-rocket motors i s shown i n Figure 46.ig ni te r energy delivered, compared with the ig ni te r energy delivery r at e fo rother large-solid-rocket motors, i s shown i n Figure 47.

The total

7.2.2 Developnental ChangesI n the determination of i gn it er f inal-design cr i t er ia ,

the following important changes were made:7.2.2.1 Igniter Main Charge Formulation

AN-14046 Alcol powder rather than AGC-32014 Alcolpowder w a s selected for t h e main igniter charge because of the superiorreproducible burning characteristics.

7.2.2.2 Igniter Main Chasge WeightA main charge weight of 3SeO gm wets selected following

th e review of th e performance of ig ni te rs with 1950 and 3OOO-gm charge weights.The heavier charge weight provided the necessary heat energy -req uire d t o ig ni tethe Algol I D rocket motor within the design requirements fo r al t i tu de condit ionsand l o w ambient temperatures

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,7.2.2.3 I gn it er h i n Chmbar Par% S h e

The port size, inxeased from ?.76 LO 6 , ~q-in,concurrently with the increase in the m i n chsrge wcfghtt o 5.51 sq in. and finalized.axi a l hole t o a combination of &.nm i a l hole a d four addition%"&oles. Thisprovided a shower heat e ffe ct resui ting i n wider afstr i butfo n of ign i te r energy.The 5.51 sq-in.-size port maintains ch.smhw p?ess.z?~2nd c c n t ~ o l s h e erie*e;ydelivery rate t o provide reproducible rocket-motor ignition

was eventusl3.y reducedThe p r t geom&?y w&s &so chaged from a single

* 7.2.2.4 Booster Chamber Port DesignThe original. tk ree -hole booster chamber apparently

cont ribu ted t o igniter-main-chamber burnthroughs r;wld c rea t ed excessively htghpressures during functioning of the booster charge,w a s modified t o a single-axial-hole w i t h peiLet r e t a ine r ,booster charge to burn completely without blocking the chamber port.developnent of t he booster port design i s summaxized i n Figure 48,

Therefore, the port designThis enables the

%e

Minor changes were a l so made t o modify dimensionaltolerances and simplify fabrication of the zomponent p a r t sof the igniter assembly (PI! 36745-79: i s shown i n Figure 49,

The final configuration

7.2 e 3 Ign i t e r QudYfk a t on FrogranData obtained from the f"i.ing of i k :@;nitex (Sa 16 through

35) which were fired t o d e t e m n e the pez-f'ot-mmce x p - i t a t i i l t y OS t h e selecteddesign axe given i n Figure 3 3 .17), which were of essent ia l ly t h e s m e f h a i Tonfigu

Data from rn %ddi?iona; 4 nftls [SM 1 4 throughion and which produced

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similarp r e su l t s , also are included.from th e analyses of data obtained f rom these four tests .

The f i na l igni te r conf igura tion w a s derived

S i x igniters were f i r e d at sea-level and eight were tested ataltitude conditions simulating 175,000 ft.temperatures of 40, 80, and 100F fo r a t lease I 2 hours prior to tes t f i r ing .of the igniter assemblies were subjected t o random gaussian vi bra tio ns from 0 t o4000 cycles/sec and loads from 0 to 10 g.t o demonstrate t he redundancy of a back-up o r second squib.summarized i n Figure 33 .

The ig n i te rs were conditioned a tTwo

A single squib w a s used i n two te s t sThese firings are

The repeatability of ig ni te r performance cha rac ter isti cs (Figure 50)i s es se nt ia l t o ensure successful motor ign itio n. Variations of conditioningtemperature, f ir i n g al tit ud e, number of squibs, and e f fec t s of vibration producedonly s l i g h t changes i n these repe atabil ity facto rs.

Data obtained f r o m the qual i f ica t ion te s t s indica te tha t theaverage igniter chamber pressure was 6960 psia, the peak ignition pressureoccurred at 0.034 sec, and the average t o t a l ig ni te r durat ion w a s 0.048 sec.The ef f e c t s of extreme conditioning temperatures and f i r i n g a t a l t i t udes a reshown i n Figure 51.& e r t e s t f i r i n g

Figures 52 and 53 show an al t i tud e ig ni te r before and

7.2.4 Full-scale Motor TestingThree fu ll -s ca le motors, W-1, -4 , and -7, were t e s t f i r e d

using an ign i te r of the f i n a l configuration.were smst i den t ica l t o t h e results obtained from test firings of the 18 quali-f i ca t io n ign i t e r s.

Results obtained fromthese tests

Curves of i gn it er and motor pressure-vs-time fo r motor W-411


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r .

are shown i n F igu re 34.100,OOO fY, w i t h a grain temperature of 7O'F.was 52 m i l l i s e c ; g r a i n i g n i t i o n was s a t i s f a c t o r y as indicated by the motor chamberpressure of 150 p s i g at 40 m i l l i s e c .from f i r e swit ch t o 75$ of i n i t i a l moto r ope ra ti ng p re s su re, was 72 m i l l i s e c .i g n i t i o n c h a r a c t e r i s t i c s o f m oto rs LJ-1, -4, and -7 were similar (Figure 333.

Motor L3-4was i g n i t e d at a simulated e t l t i tuae of aboutThe du ra t i on o f i gn i t e r ope ra t i on

The i g n i t i o n i n t e r n a l , d e fi n ed as t h e timeThe

7 e2 e 5 ConclusionsTe s t s i nd i c a t e t ha t t he pe r fo rma nc e o f t he i gn i t e r qua l i f i e s

t h e i g n i t e r f o r use i n t he Algo lmoto rs o f t he L i t t l e Joe I1 ve h ic l e .o f i g n i t i o n c h a r a c t e r i s t i c s o f t h e A l g o l m ot o r igni ter w i th t h e c h a r a c t e r i s t i c sof i g n i t e r s used i n o the r l a rge - sol i d - roc ke t mo to rs is shown i n F igure 54,

A comparison

A .Algol I D rocke t motor s u c c e s s f u l l y a t s imula t e d a l t i t ude c ond i t i ons .

B.

The f i n a l L i t t l e Joe I1 i g n i t e r a ssembly w i l l i g n i t e an

The durat i on of i g n i te r performance is approximately 50m i l l i s e c and t h e i g ni , io n i n t e r v a l i s approximately 70 millisec.

C. Temperatures from 40 t o 180F p r i o r t o i g n i t io n w i l l causeno s i gn i f i c a n t va r i a t i on i n i g n i t e r pe rforma nc e.

D. Prelaunch and l aunch v ibra t ions w i l l . have no detyimentale f fe c t on ig ni te r pe rformance ,

E. A s ingle squib w i l l . i n i t i a t e motor i g n i t i o n .

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. .8 o : G N ~ ~X'T ,XOR D F ~ ~ , Y I E M ? 'ND TEST ~ L T L T S

8.2 SuzlenszryA lot of 200 i gn i t e r i n i t i a t o r s were fabr ica ted for the L i t t l e Joe I1

program by -&lex, Incorporated, HoPU.ster, CaliforniaL,t o qua l if i cat i on t e s t s and 100 were delivered t o Aerojet.(Figure 55) were conducted under Aerojet supervision a t the vendop f a c i l i t y ,r e su l t s i nd ica te t ha t t he i n i t i a t o r i s sa t i s fac tory fo r use i n the Algol I D motorigni te r .

O f these, 100 were subjectedThe qual i f i ca t ion t e s t s

Test

8.2 Technical Discussion8.2.1 Design

Design cr i t e r i a were establish ed from data obtained i n th esuccessf'ul use of th e squibs i n th e Aerojet A l g o l IIA motor igniter; the externalconfiguration of the A l g o l IIA motor igniter squibs w a s s l i gh t ly modified fo r theA l g o l ID ign i ter in i t ia to r which has a dif fer en t connector,Algol $D i g n i t e r i n i t i a t o r i s required t o operate at al ti tu de s up t o 200,000 ft,The no-fire and fun ctio nal design ca pab ility and the physics1 data fo r the squibare shown i n Figure 56.

I n addition, the

The squib configuration i s shown i n Figure 57.8,2,2 Tes t Program

8,2.2.3. &?ateria% and Lot Production Acceptance T e s t sPrior t o t e s t i n g t he squib lo t , a Parr Bomb t e s t w a s

conduated of the four primer and load material types to deterllIfne the heat ofcombustion of eazh. The materials and sample weights and the resul ts of theset e s t s are shown i n Appendix C,


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8.2,2.2 Qualifica tion TestsThe 100 un i t s were randomly selected from the production

l o t o f 200 uni ts for qual i f icat ion tes t ing.units i n each sequence a re shown i n Figure 55.of each t e s t , test method, t e s t equipment, and the t e s t r e su l t s ,

The t e s t sequence and the number ofAppendix C presents a description

A l l tests were successfully completed and the requiredr e l i a b i l i t y was demonstrated.9.0 D E S W C T UNIT DEVELOPMENT AND TEST RESULTS

go]- sA destruct unit for the Algol I D rocket motor was developed and

sa tis fa ct or i l y tested during the program,li ne ar shaped charges f astened t o the motor chamber ex te ri or 180 degrees ap ar t,When th e un i t i s actuated on an unpressurized chamber, two cuts, each approximatelyLOO in , i n length, are produced.on a pressurized chamber and the entire chamber was destructed.

The de st ru ct un it consi sts of two

During one test, the destruct unit was actuated

A t es t program was conducted i n four phases: (1) the destruct systemcut witness plates t o demonstrate the cap abili ty of the l inear shaped charge;(2) a t e s t f i r i n g of 14 dest ruct uni ts a d a harness assembly was conducted t osimulate the destruct system on a seven-motor con figuration L i t t l e Joe E1 vehicle;(3 ) a pressurized chamber wets destructed; and (4 ) the chamber of motor G - 7 w a scut by a destruct unit following the fir ing of th e motor under sea-level conditions.

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. .

8e2 Technical Discussion9 2 1 Concept Considerations

Three concepts were considered i n th e development of the dest ructuni t .apart, were attached t o th e side of the chamber i n a race-way assembly.configuration w a s designed t o produce two p a ra ll e l c uts approximately 10 f long.The second concefl., i n i t i a t ed at the direction of NASA, resul ted i n the design ofa hoop-shapd charge which was att ached t o t he forward head of the chamber.hoop-shaped charge w a s t o be capable of sepa ra ting the forward dome from th echamber,

I n the f i rs t concept, proposed by Aeroje t, two pa ral lel -shaped charges, 6 in .This

The

Fabrication of t h i s destruct system was started but w a s discontinueda t the d i rec t ion of NASA because t he chamber heads might damage th e L i t t l e Joe I1vehicle payload when the heads became separated fromthe chambers. In t he t h i rdconcept, initiated at the d i rec t ion of NASA, two single-linear shaped chargesare used. Each chaxge is 8 f t i n length and mounted 180 degrees apart on theforward end of the chamber. These charges produce longitudinal perforations atl e a s t 100 in . in length when actuated on an unpressurized motor.

9.2.2 ~ e s i g nThe design of the dest ruct uni t (Figure 58) f o r t he Algol I D

motor w a s based on experience gained i n the Minuteman Motor Development Program.The two 8-ft chevron-shaped charges are enclosed i n separate si l i con e rubberre ta in in g trac ks which m e attached t o th e chamber. The rubber re ta iner i s bondedt o th e chamber and held i n place by clamps and blocks,aid i n locat ing the dest ruct u n i t on the chamber during f ie ld i ns ta l l at io n,

The clamps and blocks alsoThe

shaped charge is ini t . iated f r o m both ends by primacord connectors which are f i r e d


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.by an el ec tr ic al signal t o the safety-arming device, The Beckman and Whitleysafety-arming devices are government furnished.

A l l of t he explosive components used i n the de str uc t un it , withth e exception of t he safety-arming device, have been used on Minuteman motors andhave a demonstrated minimum reliability of 0.995 at a 95$ confidence level.

9.2.3 Acceptance Test ingThe manufacturing processes and I& sccc$xirice tests used for

th e L i t t l e Joe I1 dest ruct uni ts were iden t ica l t o those used in th e MinutemanProgram.acceptance.specimen from each end wm t e s t fi re d t o determine end- and side-forces.

Four percent of a l l the boosters manufactured were t e s t f i r e d f o r l o tThe 100 g r / f t primacord w a s cut in 100-f't-long spcimens, and et 1ft

The200 g r/ ft li ne ar shaped charge was obtained i n 1 4 f t specimens; each was weighedand radiog raphica lly inspected t o determine load de nsi ty and existen ce of voidsi n the explosive t ra in. A 1ft section was removed from each 14 f t specimen ofthe l inear shaped charge for t e s t purposes. From each of the P f t specimens, a.3-in,-long specimen w a s cut for load determination and a Eb in. specimen was cutfor velocity and severance test.

The 4 in. specimens were mounted on witness p h t e s of 4130steel, 0,200 in, thick, and heat-trea ted t o 180 t o 200 k s i ul t imate tensi les t rength, Breakwire leads were attach ed t o th e t e s t pla tes and the veloci tyof th e detonatfon.was measured.8400 metdrs/sec

The average velocity of a11 tes ts was 8300 toA l l t es t plates were cut satisfactori ly.

16


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. .The 3 in. segments of shaped chazge were weighed and then th e

RDX explosives were dissolved out of the tube.t o confirm the 200 gr/ft chazge weight.

9.2.4 Demonstration Testing

The empty tubes were reweighed

9.2.4.1 Single Motor Configuration Witness Plate TestsSix units were i n s t a l l ed i n t he tes t device as indicated

i n Figures 59 and 60.and Whitley safety-arming device.thick, and heat-t reated t o 180 t o 200 ksi ul t imate tensi le s t rength.we.re cut as shown i n Figure 61.

The destruct unit t e s t device was i n i t i a t ed with a BeckmanThe witness plates were 4130 steel, 0.200 i n .

The plates

9.2.4.2 Destruct Test of Rocket MotorTWO destruct units, (E% 369410) were bonded t o an

empty motor chamber (E% 366205) which had been used fo r motor U-4.w a s erec ted and pressurize d t o 450 psig with nitrogen (Figure 62). The chargeswere i ni t i at ed by a Beclman-Whitley safety-arming device attached t o one of thewooden poles of the erecting stand.cameras. Activation of the charges des truc ted th e chamber; th e la rg es t segplentrecovered w a s approximately 4 by 5 f't.in di m te d tha t t he charges had cut the chamber th e fill length of the charges.Segments of th e chamber were recovered approximately 0.25 miles f ro m th e t e s ts i te .blown upward toward the designated location of the payload of a Li t t l e Joe I1vehic le in f l igh t .

The chamber

The tes t w a s recorded on film by high-speed

Examination of the recovered segments

A study of the high-speed films indicated that the forward head w a s not

A postfiring view of the test stand i s shown i n Figure 6 3 .


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,9,2.4,3 Seven-Motor Configura tion Tes t

A simulated seven-motor destruct t e s t apparatus(Figures 64 and 65) consisting of 14 individual destruct units with primacordkames5 assembly was actuated by a Beckman and Whitley safety-arming device;a l l 14 dest ruct uni ts funct ioned sat is fact or i ly .pl at es were severed, one pl at e w a s cut 32.5 in.,, and one p la t e wa s cut 27' in ,The plates which were not severed completely were cracked ln the h r 3 t - 5 ~ ~f the

Twelve of th e 36 in. witness

p l a te9.3 Conclusions

9.3.1 The destr uct u ni t f o r use with the Algol I D motor w i l l cutor crack the 4130 s tee l s h e l l of th e motor chamber when the charge i s f i r e d onan unpressurized chamber.

9.3.2 When f i r e d on a pressurized chamber, th e des tru ct un it w i l ldestruct the entire chamber.

9.3.3 The primacord harness assembly for initiating a seven-motor-configuration destruct system was sa ti sf ac to ri ly demonstrated,10,o WEArnR-SEAL BURT TESTS

10.1 Full Igniter Charge PressurizationOne weather seal (F" 366244) w a s broken by the firing of an i g n i t e r

The t e s t was recorded by a high-speedn th e f re e volwne i gn it er t e s t chamber.camera ( k 0 0 frames/sec).i n Figure 66; remains of the weather seal a re shown i n Figu re 67.about 1.5 mfllisec af ter f i r e switch at a pressure of approximately 100 psfg

A ser ies of frames taken from the f i l m s t r i p me shownThe seal broke

which was measured by a t ransducer located i n the e xi t cone.


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. .10.2 Igniter Booster Charge Pressurization

A second weather seal was broken by the firing o f an igniter boo&ercharge of 90 grams (a fin igniter charge has 3090 graum) i n the free volumeigniter test c-r.are shown i n Eygure 68. !be ired brobe crbout 2.0 ndllisec m e r fire switch ata pressure of about 30 psig which vas mcasured by a transducer h a t e d i n theexit cone.breakage at l ese than 50 w i g *

A series o f A.rrms6 t a k a f m m the high-qeed flh s tr ip

The 30 p i g breakage p~esqre onfinned tb deaign criteria for seal


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F i g u r e 4


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Test Data Book

Motor L J - 7 , P r e f i r e F r o n t V i e wF i g u r e 5


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T e s t Data Book

Motor LJ-7, P r e f i r e V i e w of I g n i t e r a n d T r a n sd u c e rsF i g u r e 6


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Test D a ta Book

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0 0 0 0 0 0 0 0 0 0l - l - l - * l - l - + l - - c b -

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T e s t Data Book

AVERAGE CHAMBER PRESSURE,WEB-AVERAGE THRUST, WEB-I B U R N I N G T I M E , WEB- SECIMPULSE, WEB- LBFS

T O T A L I MPULSE, LBFSI A V E R A G E W E I G H T FLOW, WEB - LB/SECI PROPELLANT WE I 6HT , LB

TEST DATEGRA I N EMPERATURE, O F

L3-1

4471 09,349

33.93,714,6824,107,314

50618,972

4 APR 196370

33.5 I 33.3

515 I 507i18,933 98,919

6 MA Y 1963 1 1 AUG 1963780

P e r f o r m a n c e C h a r a c t e r i s t i c s , Motors LJ-1, - 4 , and -7F i g u r e 10


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T e s t Data Book

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P o s t f i r e A f t V i e w of Motor LJ-4 NozzleF i g u r e 37


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T e s t Data Book

T h r o a t a n d E x i t C one Assembly,P o s t f i r e V i e w , Motor LJ-7 NozzleF i g u r e 38


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T e s t Data Book

E n tr an ce I n s u l a t o r , P o s t f i r e , Motor L J - 7 Nozz leF i g u r e 40


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T e s t Data Book

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T e s t Data Book

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T e s t Data Book.

1o280.60403020

10106 105 1C)d

MOTOR I -REE V O L U M E , IN.'

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1.

2.

3.4.

1.2.3 .

Resis tance each br idgewire c i rc ui t , 0.5 o h i s minimun.Al t i t ude capab i l i ty , s ea l e ve l t o 200,000 f t .Minimum autoianition terms, 1500F f o r 8 h r .. _ - v ., I

little joe ii program test data book, revision c

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