AN INTERNSHIP REPORT

METHODIST COLLEGE OF ENGINEERING &

TECHNOLOGY

At

DEFENCE RESEARCH AND DEVELOPMENT

ORGANISATION

ADVANCED SYSTEM LABORATORY

SOLID PROPULSION SYSTEM CENTER
on
“Designing of solid rocket test motor grain”
Under
Prashant kumar singh

BY
A. VARUN SAI
160721736302
ACKNOWLEDGEMENT
To make an effort over this period can be successful by the advice and support
of many well
wishers. We avail this opportunity to express our gratitude and appreciation to
all of them.
We express thanks to internal guide for internship report Dr. M Uday Kumar
valuable time in conducting presentations and timely suggestions during our
internship report period.
We are thankful to Dr. A Rajasekhar, HOS of MECH Department for the
guidance, valuable support and useful suggestions given to us during the course
of our internship report.
We would like to express our profound respect to Professor Dr. Prabhu G
Benakop, Principal, Methodist College of Engineering and Technology for his
useful suggestions during the course of internship report.
We extend our sincere thanks to staff of Mechanical Engineering Department
and all our friends for their good wishes, their helping hands and constructive
criticism, which led the successful completion of our internship report.
We immensely indebted to our parents, brothers and sisters for their love and
unshakable belief in us and understanding and ever-decreasing grudges for not
spending time more often.
Finally, we thank all those who directly and indirectly helped us in this regard I
apologize for not listing everyone.

A. VARUN SAI
160721736302
CHAPTER 1
INTRODUCTION
1.1. ROCKET PROPULSION
Rocket propulsion is the mechanism by which a rocket is propelled forward by
expelling mass at high velocity in the opposite direction, based on Newton's
third law of motion, which states that for every action, there is an equal and
opposite reaction.
Rocket propulsion systems may be classified in a number ways, for example,
according to energy source type (chemical, nuclear, or solar) or by their basic
function (booster stage, sustainer or upper stages, attitude control, orbit station
keeping, etc.) rocket propulsion systems may be classified in a number ways, for
example, according to energy source type (chemical, nuclear, or solar) or by
their basic function (booster stage, sustainer or upper stages, attitude control,
orbit station keeping, etc.)
Rocket propulsion systems may be classified in a number ways, for example,
according to energy source type (chemical, nuclear, or solar) or by their basic
function (booster stage, sustainer or upper stages, attitude control, orbit station
keeping, etc.)
Chemical Rocket Propulsion
Energy from the combustion reaction of chemical propellants, usually a fuel and

to high temperatures (typically 2500 to 4100 ∘C or 4500 to 7400 ∘F). These

an oxidizer, in a high-pressure chamber goes into heating reaction product gases

gases are sub sequently expanded in a supersonic nozzle and accelerated to high
velocities (1800 to 4300 m/sec or 5900 to 14,100 ft/sec). Since such gas
temperatures are about twice the melting point of steel, it is necessary to cool or
insulate all the surfaces and structures that are exposed to the hot gases.
According to the physical state of the stored propellant, there are several
different classes of chemical rocket propulsion devices.

Liquid propellant rocket engines

Liquid propellant rocket engines use propellants stored as liquids that are fed under pressure from
tanks into a thrust chamber. A typical pressure-fed liquid propellant rocket engine system is
schematically shown in Fig. 1–1. The bipropellant consists of a liquid oxidizer (e.g., liquid oxygen) and
a liquid fuel (e.g., kerosene). A mono propellant is a single liquid that decomposes into hot gases
when properly catalysed.
FIGURE1–3. Schematic flow diagram of a liquid propellant rocket engine with a gas pressure feed
system. The dashed lines show a second thrust chamber, but some engines have more than a dozen
thrust chambers supplied by the same feed system. Also shown are components needed for start and
stop, controlling tank pressure, filling propellants and pressurizing gas, draining or flushing out
remaining propellants, tank pressure relief or venting, and several sensors.

Solid propellant rocket motors

In solid propellant rocket motors∗ the ingredients to be burned are already
stored within a combustion chamber or case (see Fig. 1–2). The solid propellant
(or charge) is called the grain, and it contains all the chemical elements for
complete burning. Once ignited, it is designed to burn smoothly at a
predetermined rate on all the exposed internal grain surfaces. In the figure,
initial burning takes place at the internal surfaces of the cylinder perforation and
at the four slots. The internal cavity expands as propellant is burned and
consumed. The resulting hot gases flow through the supersonic nozzle to impart
thrust. Once ignited, motor combustion is designed to proceed in an orderly
manner until essentially all the propellant has been consumed. There are no feed
systems or valves.
FIGURE1–2. Simplified perspective three-quarter section view of a typical solid propellant rocket
motor with the propellant grain bonded to the case and to the insulation layer, and with a conical
exhaust nozzle. The cylindrical case with its forward and aft hemispherical domes forms a pressure
vessel containing the combustion chamber pressure.

Hybrid propellant rocket propulsion systems

Hybrid propellant rocket propulsion systems use both liquid and solid propellant
storage. For example, if a liquid oxidizing agent is injected into a combustion
chamber filled with a solid carbonaceous fuel grain, the chemical reaction
produces hot combustion gases (see Fig. 1–3).

FIGURE1–3. Schematic diagram of a typical hybrid rocket engine. The relative positions of the
oxidizer tank, high-pressure gas tank, and the fuel chamber with its nozzle depend on the particular
vehicle design.
Nuclear Rocket Engines
These are basically a type of liquid propellant rocket engine where the power
input comes from a single nuclear reactor and not from any chemical
combustion. During the 1960s an experimental rocket engine with a nuclear
fission graphite reactor was built and ground tested with liquid hydrogen as the
propellant. It delivered an equivalent altitude specific impulse (this performance
parameter is explained in Chapter 2) of 848 sec, a thrust of over 40,000 lbf at a
nuclear reactor power level of 4100 MW with a hydrogen temperature of 2500
K. No further ground tests of nuclear fission rocket engines have been
undertaken. Public concerns about any ground and/or flight accident with the
inadvertent spreading of radioactive materials in the Earth’s environment have
caused the termination of nuclear rocket engine work. It is unlikely that nuclear
rocket engines will be developed in the next few decades.
Electric Rocket Propulsion
Electric propulsion has been attractive because of its comparatively high perfor-
mance, producing desired amounts thrust with moderately low propellant
utilization, but they are limited to relatively low thrusts by existing electrical
power supplies. This type of propulsion is much too low for earth launches and
atmospheric fight because it requires rather massive and relatively inefficient
power sources (but in spacecraft they can often be shared with other
subsystems). Unlike chemical propulsion, electric propulsion utilizes energy
sources (nuclear, solar radiation, or batteries) not contained in the propellant
being utilized. The thrust is usually quite low, levels typical of orbit
maintenance (0.005 to 1 N). In order to accomplish significant increases in
vehicle velocity, it is necessary to apply such low thrusts (and their small
accelerations) during times considerably longer than with chemical propulsion,
some for months and even years.

1.2. APPLICATIONS OF ROCKET PROPULSION

Because rocket propulsion can reach performances unequalled by other prime
movers, it has its own field of applications and does not usually compete with
other propulsion devices. Selection of the best rocket propulsion system type
and design for any given application is a complex process involving many
factors, including system performance, reliability, cost, propulsion system size,
and compatibility.
Space Launch Vehicles
Since 1957 there have been numerous space launch attempts with a better than
95% success record. Space launch vehicles or space boosters can be broadly
classified as expendable or recoverable/reusable, by the type of propellant
(storable or cryogenic liquid or solid propellants), number of stages (single-
stage, two-stage, etc.), size/mass of payloads or vehicles, and as manned or
unmanned. There are many different missions and payloads for space launch
vehicles.
Spacecraft
Depending on their mission, spacecraft can be categorized as Earth satellites,
lunar, interplanetary, and trans-solar types, and/or as manned and unmanned
spacecraft. Over 20,000 satellites and categorizes them as satellites for
communications, weather, navigation, scientific exploration, deep space probes,
observation (including radar surveillance), reconnaissance, and other
applications. Rocket propulsion is needed for both primary propulsion (i.e.,
acceleration along the flight path, such as for ascents, orbit insertion, or orbit
change manoeuvres) and for secondary propulsion functions in these vehicles.
Some of the secondary propulsion functions are attitude control, spin control,
momentum wheel and gyro unloading, rendezvous in space, stage separation,
and for the settling of liquids in tanks.
Military and Other Applications
Rocket propulsion for new missiles is presently based almost exclusively on
solid propellant rocket motors. These can be strategic missiles, such as long-
range ballistic missiles (800 to 9000 km range), which are aimed at military
targets within an enemy country, or tactical missiles, which are intended to
support or defend military ground forces, aircraft, or navy ships.
Other applications of rocket propulsion systems to space operations include
communication satellites—these have been successfully deployed for many
years providing relays of telephone and television signals between Earth
stations; this application is managed and operated by commercial organizations.
 CHAPTER 2
DEFINITIONS AND FUNDAMENTALS
This chapter deals with the definitions and basic relations for the propulsive
force, exhaust velocity, and efficiencies related to creating and converting
energy; comparisons of various propulsion systems and the simultaneous
performance of multiple propulsion systems are also presented. The basic
principles of rocket propulsion are essentially those of mechanics,
thermodynamics, and chemistry. Propulsion is achieved by applying a force to a
vehicle, that is, accelerating it or, alternatively, maintaining a given velocity
against a resisting force.
2.1. DEFINITIONS

The total impulse It is found from the thrust force F (which may
vary with time) integrated over the time of its application t:

The specific impulse Is represents the thrust per unit propellant “weight” flow
rate. It is an important figure of merit of the performance of any rocket
propulsion system, a concept similar to miles per gallon
parameter as applied to automobiles. A higher number
often indicates better performance.

In actual rocket nozzles, the exhaust velocity is not really uniform over the
entire exit cross section and such velocity profiles are difficult to measure
accurately. A uniform axial velocity c is assumed for all calculations which
employ one-dimensional problem descriptions. This effective exhaust velocity c
represents an average or mass-equivalent velocity at which propellant is being
ejected from the rocket vehicle. It is defined as
c =Isg0 = F∕ ̇m (2-2)
The mass ratio MR of the total vehicle or of a particular vehicle stage or of the
propulsion system itself is defined to be the final mass mf divided by the mass
before rocket operation, m0. Here, mf consists of the mass of the vehicle or
stage after the rocket has ceased to operate when all the useful propellant mass
mp has been consumed and ejected.
MR =mf∕m0
2.2. THRUST
Thrust is the force produced by the rocket propulsion system acting at the
vehicle’s centre of mass. It is a reaction force, experienced by vehicle’s structure
from the ejection of propellant at high velocities (the same phenomenon that
pushes a garden hose backward or makes a gun recoil). Momentum is a vector
quantity defined as the product of mass times its vector velocity. In rocket
propulsion, relatively small amounts of propellant mass carried within the
vehicle are ejected at high velocities.
F = ̇m𝑣2 +p2A2
2.3. EXHAUST VELOCITY
The effective exhaust velocity as defined by Eq. 2–2 applies to all mass-
expulsion thrusters. From Eq. 2–13 and for constant propellant mass flow it can
be modified to give the equation below. As before, g0 is a constant whose
numerical value equals the average acceleration of gravity at sea level and does
not vary with altitude.
c =𝑣2 +(p2 −p3) A2∕ ̇m = Isg0
The characteristic velocity c∗, pronounced “cee-star,” is a term frequently used
in the rocket propulsion literature. It is defined as
c∗=p1At∕̇m
 CHAPTER 3

SOLID PROPELLANT ROCKET MOTOR FUNDAMENTALS

3.1 FUNDAMENTALS OF SOLID PROPELLANT ROCKET MOTOR
solid propellant rocket motors the word motor is as common to solid propellants
as the word engine is to liquid propellants. In this chapter, we cover burning
rates, grain configurations, rocket motor performance, and structural issues. In
solid propellant rocket motors, the propellant is contained and stored directly
within the combustion chamber, sometimes hermetically sealed for long-time
storage (5 to20years). Motors come in many different types and sizes, varying
in thrust from about 2 N to over 12 million N (0.4 to over 3 million lbf).
Historically, solid propellant rocket motors have been credited with having no
moving parts. This is still true of many, but some rocket motor designs include
movable nozzles and actuators for vectoring (rotating the line of thrust relative
to the motor axis). But in
comparison to liquid
rockets, solid
rockets are typically
much simpler, are
easy to attach
(often constituting
most of the vehicle
structure), do not leak,
are ready to ignite, and
require little servicing;
however, they cannot
be fully checked out prior to use and for most applications thrust cannot be
randomly varied in flight.
FIGURE 3–1. Cross section of the STARTM 27 rocket motor, which has been used for orbit and
satellite manoeuvres. It has an altitude thrust of 6000 lbf, nominally burns for 34.4 sec and has an
initial mass of 796 lbm. This motor is no longer used but is a good example of a simple, high-
performance, high-mass-ratio unit.

A solid-propellant rocket or solid rocket is a rocket with a rocket engine that

uses solid propellants (fuel/oxidizer). The earliest rockets were solid-fuel
rockets powered by gunpowder; The inception of gunpowder rockets in warfare
can be credited to ancient Chinese ingenuity, and in the 13th century, the
Mongols played a pivotal role in facilitating their westward adoption.
All rockets used some form of solid or powdered propellant until the 20th
century, when liquid-propellant rockets offered more efficient and controllable
alternatives. Because of their simplicity and reliability, solid rockets are still
used today in military armaments worldwide, model rockets, solid rocket
boosters and on larger applications.
Since solid-fuel rockets can remain in storage for an extended period without
much propellant degradation, and since they almost always launch reliably, they
have been frequently used in military applications such as missiles. The lower
performance of solid propellants (as compared to liquids) does not favor their
use as primary propulsion in modern medium-to-large launch vehicles
customarily used for commercial satellites and major space probes. Solids are,
however, frequently used as strap-on boosters to increase payload capacity or as
spin-stabilized add-on upper stages when higher-than-normal velocities are
required.

3.2 Basic concepts

A simple solid rocket motor consists of a casing, nozzle, grain (propellant
charge), and igniter.
The solid grain mass burns in a predictable fashion to produce exhaust gases,
the flow of which is described by Taylor–Culick flow. The nozzle dimensions
are calculated to maintain a design chamber pressure, while
producing thrust from the exhaust gases.
Once ignited, a simple solid rocket motor cannot be shut off, as it contains all
the ingredients necessary for combustion within the chamber in which they are
burned. More advanced solid rocket motors can be throttled, or
extinguished[4] and re-ignited, by control of the nozzle geometry or through the
use of vent ports. Further, pulsed rocket motors that burn in segments, and that
can be ignited upon command are available.
Modern designs may also include a steerable nozzle for guidance, avionics,
recovery hardware (parachutes), self-destruct mechanisms, APUs, controllable
tactical motors, controllable divert and attitude control motors, and thermal
management materials.
3.3 Design
Design begins with the total impulse required, which determines
the fuel and oxidizer mass. Grain geometry and chemistry are then chosen to
satisfy the required motor characteristics.
The following are chosen or solved simultaneously. The results are exact
dimensions for grain, nozzle, and case geometries:
 The grain burns at a predictable rate, given its surface area and chamber
pressure.
 The chamber pressure is determined by the nozzle throat diameter and
grain burn rate.
 Allowable chamber pressure is a function of casing design.
 The length of burn time is determined by the grain "web thickness".
The grain may or may not be bonded to the casing. Case-bonded motors are
more difficult to design, since the deformation of the case and the grain under
flight must be compatible.
Common modes of failure in solid rocket motors include fracture of the grain,
failure of case bonding, and air pockets in the grain. All of these produce an
instantaneous increase in burn surface area and a corresponding increase in
exhaust gas production rate and pressure, which may rupture the casing.
Another failure mode is casing seal failure. Seals are required in casings that
have to be opened to load the grain. Once a seal fails, hot gas will erode the
escape path and result in failure. This was the cause of the Space
Shuttle Challenger disaster.
3.4 Grain geometry
Solid rocket fuel deflagrates from the surface of exposed propellant in the
combustion chamber. In this fashion, the geometry of the propellant inside the
rocket motor plays an important role in the overall motor performance. As the
surface of the propellant burns, the shape evolves (a subject of study in internal
ballistics), most often changing the propellant surface area exposed to the
combustion gases. Since the propellant volume is equal to the cross sectional
area times the fuel length, the volumetric propellant consumption rate is the
cross section area times the linear burn rate and the instantaneous mass flow
rate of combustion gases generated is equal to the volumetric rate times the fuel
density.

3.5 Casing
The casing may be constructed from a range of materials. Cardboard is used for
small black powder model motors, whereas aluminium is used for larger
composite-fuel hobby motors. Steel was used for the space shuttle boosters.
Filament-wound graphite epoxy casings are used for high-performance motors.
The casing must be designed to withstand the pressure and resulting stresses of
the rocket motor, possibly at elevated temperature. For design, the casing is
considered a pressure vessel.
To protect the casing from corrosive hot gases, a sacrificial thermal liner on the
inside of the casing is often implemented, which ablates to prolong the life of
the motor casing.
3.6 Nozzle
A convergent-divergent design accelerates the exhaust gas out of the nozzle to
produce thrust. The nozzle must be constructed from a material that can
withstand the heat of the combustion gas flow. Often, heat-resistant carbon-
based materials are used, such as amorphous graphite or carbon-carbon.
Some designs include directional control of the exhaust. This can be
accomplished by gimballing the nozzle, as in the Space Shuttle SRBs, by the
use of jet vanes in the exhaust as in the V-2 rocket, or by liquid injection thrust
vectoring (LITV).
LITV consists of injecting a liquid into the exhaust stream after the nozzle
throat. The liquid then vaporizes, and in most cases chemically reacts, adding
mass flow to one side of the exhaust stream and thus providing a control
moment. For example, the Titan IIIC solid boosters injected nitrogen
tetroxide for LITV; the tanks can be seen on the sides of the rocket between the
main centre stage and the boosters.[18]
An early Minuteman first stage used a single motor with four gimballed nozzles
to provide pitch, yaw, and roll control.