r

*o—*a*o yss
~~
NAVAL. POSTIRACUATE 504004. MONTEREY ~*LIF F/S 21/5
EFFECT OF COWZI(*ATION VARZ ~~ 1S ON PERFORMANCE OF SOLID FUEL. —E TC I UI
.A1d 77 C J M A O Y
UNCLASS IFIED It.

_ _
_I EIUM U
~~ _ _

_
t1 DA TE

-77
DDC

~~~~~~~~~~~

-
 NAVAL POSTGRADUAT E SCHOOL
Montere y, California

THESIS.
t EFFECT OF ~ CONF IGUR ATION VAR IABLES
‘ “
~~
ON PERFOR MANCE OF SOLID FUEL RANJE TS

by
-

/ ‘ Clemens Jame s /Mady , Jr /

I
~ ro
~

~~ —7 ‘

Ju ne 977
~ ~
~
~

_ ~
• Thesis Advisor:

Approved for public r e l e a s e ;

~ David W. Netzer

distributic n unlimited.
A

C-,

/ L J ~~~~~
~~~ 1 ’ —’ -

r~i
r SECURITY CL. A SSIPI:ATu o ss o
_

I.
_ ~ _
ri ss PAGE (MPi~~i D.
~

REPORT DOCUUE “ T ~~T’IO’1

‘ PAGE
_

~ ~
.Int...4)
_ _ _____________
_ _ _ _ _ _ _ _ _ __

READ U4STRUC11ONS
__________

BEFORE CO MPLETINC , F ORM

_ ____

~~~~~PORT MUMSER 2. GOVT ACCESSION w o 3. RICIPI(NT S C A T A L O G NUMS IR

4. T I T L E (s’ d $u~ ftU.) S T Y P E OP REPORT A PERIOD COVERE D

Effec t of Configuration Variables on Mas ter ’s Thesis; June 1977

Performance of Solid Fuel Ranijets ____________________________
6. PERFORMING ORG. REPORT NUMSER

~. AUTH O R~’ .) I. CON?RACI O GRANT Nt.MSER(.)

~

MADY , Cle mens James , Jr. 77WR30051

6. PERFORM ING O RGA N I Z A T I O N NAM E AND aoo ~~EsS 10. PROG RAM ELEMENT . PROJECT . T A S K
A A EA A WO RK U N I T NUMBERS
Naval Pos tgraduate School
Monterey, Cal iforn ia 93940

II. C O N T R OL L I N G O F F I C E N A M E A N D ADDRESS 12. RE P O R T D A T E

Naval Postgraduate School June 1977

Monterey , C al iforn ia 93940 I3.
5
I,UUSIR O F PAGES

14~~ MO NITORING AGENCY NAME A A OORES$4 SI di U.,u., e 1rua ~ Co.is,oIl Sng Oh io.) IS. SECURITY CLASS. (oh lid. r
~~~ fl)
Naval Postgraduate School Unclassified
Monterey , California 93940 ____________________________
3.. OECLA S.SIFICA TI ON/OOWNGIAOING
S CH ED U LE

14. DISTRISUT ION S T A T E M E N T (01 elI. R.pofl)

Approved for public release; distribution unlimited .

17. D ISTRIS L ,TION S T A T E M E N T (oh Cli. ab.tr. cI iet ~ r.d g~ Block 30, II dhth.,.,i i hr. R.pofl)

IS. SUPPL EM ENTA RY NOTES

.. .ldI dl .s.c. ..oiy ond Id.ntS(~ by block u sb.r)

13. KEY WO RDS (Cams’s,.. on r.v.

Ramjet , Sol id Fuel , Performance

20. A ~~~~6AC T (Co’sSffis. on ,.v~~ •. old. H 000.OAMV 5d IdoneI& by block m b

. ,)

An experimental investigation into the effect of configuration

variables on combustion performance in the solid fuel ramjet was conducted .
The effect of air ducting methods on combustion efficiency was found to be
dependent not only on the flow rates , momentum and geometry of the sys tem but
also on the composition of the solid fuel. High pressures and low air
mass fluxes through the fuel grain affec t the regression rate by altering

~~~~
DO ~ 1473 EDIT ION OF I NOV IS IS 05101. ITS
S/N 0 10 2 - 0 1 4- 640 1
W ~bon D
SECURITY CI. A 1$I F IC AT I O N OP THIS PAGE ( .C. ts(.’.d)

_ _ _ _ _
_ _ _ _ _ _ _ _ _ _ _ _ _
A
r r ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

I.e $$S PIC* ? sON OP ~~MIb 000E(W1 on fbi. (.Ib..

~

20. the heat transfer mechanism. Some air duc t configurations were
found to crea te a favorable env ironment for combus tion p ress ure
oscillations .

B~iI~s IeCI1M

DCC lOft ~~~ TJ

UFA ’II0WIC ~ I ‘
~~

JU UHCAYI0I
~

S~ hI~ UHOS &~~~~~~‘~~

LJJ
hil t A V A IL 5~~ K S?LC A1

DD
~ N
Forr
1 Jan ~.~
0102
1473
14 6601 2
_________________________
~~
CLA SIIP IC A t I O N ØP ~~M I $ P A G E ~~~~.n SM. I
SE~~uWI?Y ~~
’S..4t
-

A pproved for public release; distribution unlimited

E f f e c t of C o n f i g u r a ti o n V a r i a b l e s on P e r f o r m a n c e of Solid
F u e l R a r nj e t s -

by

Clem ens James Mady, Jr.

Lieutenant , United States Navy
B.S., United States Naval . Academy, 1970

Submitted in partial fulfillment of the

requirements for the degree of

MASTER OF SCIENCE IN AE RONAUTICAL ENGINEERING

from the
NAVAL POSTGRADUATE SCHOOL
June 1977

Author:

Approved t y: / ~i~ Z~ZII

J
fN ~Z~~~
jj ~

~~~ ~~~~~~~~~~ ~~~~~~~~~~~~~~~

_ _ _ _ _ _ _ _ _ _ _ _ _ A
~
~ - - . - - .- - — ~~~~~~~~~ •~~~~~ - -~~~~~~
—

ABSTRACT

An experimen tal. investigation into the effect of

confi guration variables on combustion performance in
the solid fuel ramjet was conducted. The effect of
air d uc ting me t hod s on com b us t ion e fficiency w a s foun d
to b e de p end e nt no t only on th e flow ra tes , momen t um
and ge cme try of the sys te m b ut als o on t he composi t ion
of the solid fuel. ~1 i g h pressures an d l o w air mass
flux es through the fuel grain affect the regression
rate by alt ering the heat transfer mechanism. Some
air duct configurations were found to create a
favorable environment for co mbustion pressure
oscillations.

:-~~ ::
~~ ~~~~~~~~~~~~~~~~~~~ - - - 4
.

-
 - _ . -_ -_ - —
-—---
--
~~~~ --- ,—~~~~~~~ ,.
.
~~~~ ~~~~~~~~~~~ w-— ~~~~~ ---

TAB LE OF CONTENTS

I. INTRODUCTION 8
LI. METHOD OP INVESTIGATION 12
III. DESCRI PTION OF APPAR ATUS 13
A. RAMJ ET MO TOR 13
B. IGNITION SYST3M 16
C. NITROGEN PU RGE AND COOLING AIR SYSTE M 16
t. AIR FLOW CONTROL 16
E. DATA ACQUISI TION SYSTEM 17
F. A IR PEED SYST EM 17
IV. EXPERIMENTAL PROCEDURE 19
V. RESULT S AND DISCUSSION 22
A. DATA REDUCTION METHODS 22
• B. REGRESSION RATE 24
C. COMBUSTION EFFICIENCY 27
D. COMBUSTION PRESSURE OSCILLArIONS 31
V I. CO NC LU SI0N s 33
VII. SUGGESTIONS FOR FUTURE WORK 35
Appendix A: RAM JET DATA ~47
A p p e n d i x B: THEORETICAL PERF ORMANCE FOR PMM-AIR 52
LIST OF REFEREN CES 54
INITIAL DISTR IBUTIO N LIST 56

~~~~~~~~~-
— -.--
--v ;
~~
— -._—.- —.
. ....e. ~~~ - - - —
— — -.--
--
~~~ ~~~~
— - ------ —. •-
- — •
_. •_s.
. ~~
-. .

~~~~~~~~~~~
-V.
 -Th

LIST OF FIGURES

1. Solid F ue l R amj e t Motor ....

2. Schematic of Solid Fuel Ram jet Apparatus 37

3. Ras jet zlotor on Test stand 38

4. Test Stand . 39

5. Test Stand. ., 40

6. Raujet Motor Firing... . 41

7. Regression Rate—Non Bypass 42

8. Regression Rate— Bypass 43

9. Combustio n Efficiency vs. Air Flux Rate ‘44

10. Combustion Efficiency vs. Bypass Ratio 45

11. Regression Rate vs. Bypass Ratio 46

~~~ . .. L — .—- . . -- •~ — ---

— —
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ — .-
 AC K NOW L EDG E M EN T S

The a u t h o r wis h es to expres s his a p p r ec i a t i o n to

Associate Professor David W. N e t z e r of the D e p a r t m e n t of
A e r o n a u t i c s f o r his g u i d a n c e , e n c o u r a g e m e n t and assistance
throughout the project.

Appreci ation also goes to P a t r i c k J. M i ck e y , Jr.,

Glen M iddleton and F r a n k Abbe , who w i t h t h e r e m a in d e r of the
t e c h n i c a l s t a f f of th e A erona utics D e p a r t m e n t furnished
timely and e f f i c i e n t technical assistance.

This work was sponsored ~ y t h e N a v a l Weapons Cen t e r ,

China Lake , C a l i f o r n i a u n d er Work R e q u e s t number 7 7W R 3 00 5 1..

±~~i
•

~~~~~~~~~~~~~~~
_ _ _ _ _ _ __
__ _,
~~~~~~~~~~~~ - - •
 I. INTRODUCTION

Several characteristics of the solid fuel ramjet

indicate that it may be superior to o ther forms of
propulsion for tactical weapons used at intermediate ranges
and high speed . Having no moving parts , the solid fuel
ramjet is simple and relatively inexpensive to fabricate .
Weight of the system and its threat as a fire hazard are
both decreased by use of the solid fuel .

To be used in a tactical situation , the solid fuel

ramjet has to demonstrate coinbustions stability and
efficiency over the expected operating envelope of altitudes
and Mach num bers. It must also show performance comparable
to that of liquid fuel ramjets and ducted rockets .

Combus tion s tudies on the solid fuel ram je t have been

underway at United Technologies—Chemical Systems Division
( Ref. 1 ) since 1971. Initial work showed low temperature
rise ustion efficiencies. The discovery of the rearward
fad o at the combustor entrance as a flameholder was a
sic step in solid fuel ramjet technology . Overall
p~ La.-1ce , however , was reduced by the high s tagna tion
~~~
pressure loss produced by the rearward facing step . Further
work by Uni ted Technologies in the field of flame
stabilization involved various inlet designs including
aerogrids , distor ted flows , non-circular inlets and vortex
generators. This effort has led to the development of low
pressure loss inlets which appear to have minimized inlet
step height requirements and eliminated most inlet distor-
tion effects on flame holding .

8
V
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~

s t a b i l i z a t i o n, thereby reducing t h e pressure loss through

the in jector .

Work was also un der way at the Naval. Postgraduate School

on the internal ballistics of the solid fuel ranjet. Jones
an d Net zer ( Ref . 2 ) showed that inlet turbulence and
distortion may have a significa .~t effect on flame stability.

The soli d fuel ran jet , wh ich uses air as the oxidizing
agen t, is similiar to the hybrid roc ket and has two distinct
combustion zones ( Ref. 3 ). Behind the step is the
recirculation zone where an in tense mixing of reactants and
products takes place. The hot products ignite the reactants
and combust ion may in the l i m i t i n g case a p p r o a c h t h a t of a
w ell—stirred reactor. This combustion region acts as the
flame initiator for the combustion which takes place further
down the fuel grain.

Downstream of the flow reattachnent point a boundary

layer develops. Here combustion is similiar to that of the
hybrid rocket. A diffusion flam e exists in the bound ary
layer between the fuel rich zone near the iall and z~ne
oxygen rica central air core. Heat is t r a n s p o r t e d by
convection and radiation to the solid surface which causes
dec omposition of the fuel. Studies have shown the rate of
decom position of the fuel is sensitive to the combustion
p r e s s u r e a n d t h e m ass flux of the air.

The combustion process in the solid fuel ranjet is

though t tc be mixing lim ited at combustion pressures greater
th a n 10- 15 psia for all—hydrocarbon fuels ( Ref. ~4 ).
H o w e v e r , t h i s r e m a i n s to b e verified an d o ther fue ls ha ve
demonstrated behavior more characteristic of kinetically
controlled combustion. Unburned gaseo us f u e l escapes from
u n d e r t h e f l a m e at t h e a f t end of the f u e l g r a i n a n d r e s u l t s
in d ecreased combustion efficiency. Temperature rise

_ - • •j
-.———• — ——— -- _ .
.
—

—
 w - - - - — -• - ---
~~ ~~~~~
--
~~~~ _
r

efficiencies base d on both thrust and pressure measurements

wer e foun d to be correlated by parameters reflecting the
ra te of mixing. Work
~ y United Technologies showed that
c o m b u s t i o n e f f i c i e nc y can be improved by increasing the rate
of mixi n g between the fuel rich boundary layer and the
c e n t r a l air core . However , too rapid m i x i n g m ay q u e n c h the
r e a c t i o n and f u r t h e r reduce c o m b u s t i o n e f f i c i e n c y .

Work at t h e N a v a l Weapons Center , China Lake ( R e f . 5

an d at United Technologies ( Ref. L& ) has f u r t h e r s h o w n t h a t
c o m b u s t i o n is increased with the use of an aft mixing
cham ber. Intense combustion with strong gas temperature
increases were observed for L/D ( length to diameter of
mixer ) ratios up to 3.3.

The use of aft —end mixing devices to improve combustion

efficiency is an area of recent interest in solid fuel
ran jet technology. As another me ans of promoting mixing,
the bypassing of a portion of the inlet air around the fuel
grain and dumpin g it int o the aft mixing chamber is being
re—evalua ted. A ineteorlogical sounding rocket capable of an
altitude of 200,000 feet was designed and built by Anderson ,
G r e e n w o o d a n d C o . , H o u s t o n , Texas in 1961 (Ref . 6 ) . The
MET JE T employed a r a nj e t using a magnesiu m and
magnesiu m—aluminu m alloy epoxy—metal charge. Eighty—five
p e r c e n t of the inlet air was bypasse d a r o u n d the f u e l grain
to m i x in an afterburner section with the fuel rich p r i m a r y
flow.

In the b y p a s s s y s t e m s , the f l o w r a t e s i n t o t h e f u e l
g r a i n i n l e t and a f t m i x i n g s e c t i o n are c r i t i c a l f a c t or s in
d e t e r m i n i n g c o m b u s t i o n e f f i c i e n c y . B y p a s s air f l o w of too
low a p e r c e n t a g e of t h e t o t a l a i r mass f l o w or of too low
momentum may have negligible effect on the combustion
efficiency. B y p a s s a i r of too high a flow rate or momentum
may have a negative effec t on the combustion process . The

10

_••__
~~~I1• ~ ~~~~~~~~~~~~~~~~~~~~ _ _ _ _
 ...~~~ —

bypass air is of appreciably lower temperature than the

species which exit fro m the fuel grain , and air injected at
too h i g h a r a t e may cool t h e process s u f f i c i e n t l y to affect
the kinetics of t h e r e a c t i o n . F u r t h e rm o r e , the combustion
process in the aft mixing chamber may also be a function of
the axial and radii], positions and of the angular
o r i e n t a t i o n s of t h e a f t d u m p s .

This r e s e a r c h was c o n c e r n e d w i t h t h e use of bypass air

f l o w as a m e a n s of im p r o v i n g combustion e f f i c i e n c y . sass
flcw rate , momentum , and the n u m b e r , l o c a t i o n a n d a n g u l a r
orientation of the aft dumps and the use of an o r i f i c e p l a t e
between the fuel grai n and aft mixing chamber were evaluated
to determ in e their effects on the combustion process.

Polym ethylnethacrylate (PMN) was used as a fuel in this

research. PMM becomes a monomer in the gaseous phase while
currently used hydrocarbon fuels are polymers.

11
 ~~~~~~~ - ~~~~~ -~~~~~ _ - ._

II. 1flQ2 Q! ~~~~~~~~~~~

~~

Ex perimental firings of the solid fuel ram jet were

con ducted using polym ehtylmethaCryla te fue l grains while
varying primary— to—bypass air flow ratios and aft dum p
geometry . The tests were performed to provide data for the
stud y of the e ffec t of b ypass air flow on com b us tion
efficiency.

12

_ _ _ _ _
~~~~~~~~~~ 4
 II I . DE SCRI PTION OP APPARATUS

A. RAM JET flCTOR

Th e solid fuel ranjet moto r ( Fig. 1 ) , with the

exception of the bolts ,was ma de of stainless steel. The
firs t two sec tions , the head end assembly and the step
inser t s ec t ion, were those previously used by Boaz and
Ne t zer ( R e f . 3 ) . The other t wo sec tions wer e the fu el
grain an d the aft mixing sec tion.

The head end assembly contained the inlet to the raaijet

mo tor a nd the p or ts for the igni tion sys tem oxy g en an d
me thane. Also in the assembly were m ounted th e two Champion
Z7 sp a rk plug s used in the igni t ion sys t em , an
irori—con stantan thermocouple to measure inlet air
temperature and a pressure t a p connected t o a W i a n c k o 0— 200
psig pressure transducer to measure inle t pressure.

The step insert section held an insert with an inside

d i a m e t e r of .50 i n c h e s and was also used for mounting the
frcn t end of the fuel grains.

fuel grains wer e made of PolyniethylLuethacr yla :e,

?

cho~~ r. because of its previous use in the study of internal

ballistics of solid fuel ranjets at the Naval Postgraduate
School and because it facilitates flame observation.

13
~ ~~~~ -
.-
_

— - ~~~~~~~~~~~~~~~~~~~~~
-_ ,- _ __ —__-
~~~~~~~

PMM is a polymer of the form :

F3
_____

I
____

I
I

4 H COOCH
3

The stoichicmetric equation for complete combustion with

air is:

C H80
2
+ 60 2 + 22 .. 5N 2 -, 4H 0 + 5C0
2 2
+ 22.56N
2
5

The theoretical equilibrium composition and temperature for

combustion at ratios , inlet
different air air—fuel
temperatures and combus tion pressure were ob tained from the
Nava l Weapons Center , China Lake , California.

The PMM was cut into fuel grains 12 inches long and 3.75
inches square . The front and rear of the grains were
machined to an outside diameter of 3.50 inches to fit into
the s tep insert and aft mixing sections where “0” rings were
used for the seal . With the exception of one run , all grains
were bored to an inside diameter of 1.50 inches. This
provided an air injector step height to grain port diameter
r a t i o n , h/D , of 0.333 (or equivalently a port to injector
area ratio of 9.0 ) .

The aft mixing section fit to the rear of the grain and
was tied to the step insert section with four 3/8-inch steel

14

-
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~
rods. The mixer was 6.22 inches long an d had an (LI D)
m~.xer
of 2.93.It was compr ised of five sections to facilitat e the
changing of design variables . The first section , 1.688
inches in leng th , was used to mount the mixer to the grain
an d to hold the mixing orifice plate. The plate had an
outside diameter of 3.0 incnes and an inside diam eter of
1.50 inches , and when ins talled provide d a cons tan t

L /0 for flow into the mixing section.

mixer port

The second sec tion was 2.0 inches long and contained the
four inlets for the secondary or bypass air flow. The inlet
diame ters were 1.063 inches with plugs available to reduce
the diameters to 0.813 , 0.751 , 0.574 or 0.25 inches , or to
seal the inlets off entirely.

The thir d section , also 2.0 inches long, was used in

con junction with the second section to alter the axial
position cf the bypass air inlets.

‘Th e fourth section , 1.438 inches in length , contained

t w o p r e s s u r e taps located 180 degrees apart which were
conn ecte d to a Wianck o 0—150 psig pressure transducer to
m easure ccoibustion pressure .

The las t sec tion of the af t mixer wa s the en d pla te

con taining the converging— diverging nozzle. The nozzle
consisted of a circula r arc converging section , a straight
t h r o a t section of constant diameter and a conical exit
s ec tion w ith a half angle of 3 0 degrees . The n o z z l e t h r o a t
diameter was 0.75 inches , which provided a port—to—throat
d iame te r ra t io of a .0.

The aft mixing sectiDn was held together by four 3/8

inch stainless steel rods with “0” ring seals betwe en the

15
 individual sections and was supported by a mounting flange
on the test stand .

B. IGNITION SYSTEM

Oxygen and methane in two high pressure tanks were

delivered at 700 psig through two needle valves to inlet
ports in the head end assembly. A Model T ignition coil and
transformer supplie d the spark to the two Champ ion Z7 spark
plugs located downstream of the inlet ports.

C. NITROGEN PURGE AND AIR COLLING SYSTEM

To extinguish the flame at the end of a firing , nitrogen

was fed momentar ily into the system (upstream of the head
assembly section ) from two high pressure bottles at 80 psig.
The motor was then cooled with air from a low pressure com-
pressor .

D. AIR FLOW CONTROL

Aif flow rates through the primary and bypass lines were
measured by two standard ASME orifices. The primary had
flange taps and the bypass had taps at 1 D and 1/2 D.
Primary and bypass flows were con trolled by manually
operated valves . Primary air was either vented to the
atmosphere or routed through the motor by two pneumatically
operated Jamesbury ball valves working together . Bypass air
was continually passed throug h the aft mixing section .

16

~~~~~~~~~~~~~~~~~~~~
~~~~~~~~~~~~
~ _ _ -- -—

E. DATA A CQUISITICN

Tempera tures at the orifices and the inlet to the motor

were measured by iron— constantan thermocouples and recorded
on a 0— 600°F strip chart recorder.

The ups tream pressure of the primary orifice was

measured by a 0—500 psig Taber pressure transducer while a
0—200 psig Wiancko pressure transducer was connected
upstream of the secondary orifice. Colvin 0— 35 psi
diff erential pressure transducers were used to m easure the
pressure drops across the two orifices. The inlet pressure
to the m o t o r was m easured by a 0— 500 psig Wiancko pressure
transducer , and a 0— 120 psi Wi ancko pressure transducer was
used to measure the chamber pressure in the aft mixing
section .

All
transducer out ~~u s , a long with a 5 cycle per second
timing signal and an ignition pulse , were connected to a
Honeywell ~1ode1 2 l O ó Visicorder.

F. AIR FEED SYSTEM

A Pennsylvania air compressor capable of 700 scfm

supplie d air at a pressure of 150 psia. A portion of this
air was r c u t e d t h r o u g h t h e h e a t e x c h a n g e r of a P o l y t h er n i a i r
heater and provided n o n — v i t i a t e d not a i r . The a i r h e a t e r
ha d a capa
il b i ty of 1.75 p o u n d s per second at 150 p s ia and
10 00°F.

Two valve s and a temperature controller m ixed the hot

a i r w i t h t h e r e m a i n i n g cold a i r to s u p p l y a i r a t t h e desired
temperature . Air flow was controlled by a manual gate valve

17

~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~~~~~~~~~~~ _ _ _ _ _ _
 —-~~~~ — - — - -
~ ~ ~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~~~~~~~~~~~~~~

.
,ppr.

before leaving the pump room. In the test cell the flow of
air was con trolled by an electrically operated gate valve
before being split into primary and secondary air flows
upstream cf the orifice flow meters. Figure 2 presents a
schematic of the test apparatus . Figures 3 through 6 present
photographs of the ram jet motor and test stand .

18

- -.z . _
- i : T~~~~_~~~ ~ _
_ _ __
_ _
 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

I
IV. EXPE RINE~ TA L PROCEDURE

All test fir ings were performed in the jet engine test
cell at the Naval Postgraduate School. Data for calculating
temperature ris e efficiencies based on com b ustion pre ssur e
were o b t a i n e d w h i l e v a r y i n g primary and bypass air flow
ra tes and bypass dump geometry. Nominal air flow rates were
0 . 1 and 0.2 lbm /sec for non—bypass runs and 0.2 Ibm/sec for
runs using bypass. In the bypass runs , primary— to—bypass
air flow ratios employed wer e 65/35 , 50/ 50 and 35/65.

Two and four aft dumps , rangin g in diameter from 0.25 to

1.063 inches , were used. Dump size was varied to allow
differen t t o tal an d ind iv i dual a ir flo w momen tum in th e a f t
dumps . t~cw en t u u i r e l a t i o n s f o r a l l t e s t s were c o m p a r e d to a
r e f e r e n c e c o n d i t i o n w h i c h u s e d a b y p a s s a i r flow r a t e of 0 . 1
i b m/ s e c and two dumps with diameters of 0.813 inches.

With the exception of the r u n s using swirl , all du m p s

were orien ted perpendicular to the centerline of the aft
mixer. With swirl, t h e d u m p s were o r i e n t e d to i n j e c t t h e
air f l o w t a n g e n t i a l l y to the circumference of the mixer.
Tast firings through run no. 8 w e r e m a d e w i t h o u t t h e a f t
o r i f i c e m i x i n g p l a t e . The r e m a i n i n g r u n s ( beginning with
no. 9 ) all used t h e a f t o r i f i c e .

Tests w er e c o n d u c t e d with the dump section in both

p o s i t i o n s t w c and t h r e e of t h e a f t m i x i n g c h a m b e r t o observe
t h e e f f e c t of air i n j e c t i o n p r i o r to and a f t e r t h e p r e d i c t e d
prim ary flow reattachment point ( Ref. 7 )
 The nozzle f o r all P~ M f i r i n g r u n s had a d i a m e t e r of
0.75 inches. For the expected combustion temperatures and
p l a n n e d air flow r a t e s , this nozzle kept the combustion
pressure low enough to maintain cho&ed flow across the
ups tream air flow control valve.

The majority of the test firings were m a d e u s i n g a

nominal inlet air temperature of 70°F. For those u s i n g the
P o ly th e rz u air h e a t e r , two to three hours were allowed for
the temperature to stabilize at the ramjet inlet and in tae
bypass air line. The low flow rates to the motor
nece ssitated this delay.

The wei ght, leng th an d inside d iame ter of th e fuel

grains were m easured prior to being mounted in the motor.
The igni tion seguence normally lasted for six seconds. An
avera g e of th ree secon ds wa s required for t h e i g n i t i o n f l a m e
to propagate from the head end assembly into the fuel grain.
Af ter five seconds , the air was d irec ted throu gh t he ran je t
mo tor. Ignition was continued into the first second of the
run to insure that combustion would be sustained. Total
time of the igni t ion flame in c ontac t wi th t he fuel g rain
amoun ted to approximatel y three seconds . Two tests were
ma d e using only t he igni t ion sys tem in or de r t o d e t ermine
the rate of consumption of the 2MM grains during the
oxygen—me thane ignition. These data were used to correct
the initial weig ht of the fuel used in the efficiency
calculaticn.

Comb u st i cn n o r m a l l y l a s t e d f o r f o r t y — f i v e seconds. The

motor was extinguished at the end of each run by
simultanecus ly venting the air to the atmosphere with tne
. Jam e s b u r y ball valves and actuating the nitrogen purge
sy stem. Low pressure air was then blown through the motor
for cooling. Af te r a su fficient period of time , t h e f u e l

20

.r
~
— — . . —-
~~~~~~ ~
grain was removed an d the final weight and aft end inside
diame ter were measured.

21

_ _ _ _ _ J
 ..—-—,.w..-
~
.
-
~~-.
~~~~~~~~ _ _ _ _ _ _ _ _ _ _

V. RESULTS AND DISCUSSION

A. DATA REDUCTIO N METHODS

Thirty—three hot firing 2MM tests were conducted.

Measure d and reduced dat a for the runs in which combustion
was sustained are tab u lated in Appendix A.

Data reduct io n was accomplished on the Hewlett—Packard

9830 using a basic language program. Combustion
efficiencie s were b ase d on the t o t a l t e m p e r a t u r e r i s e f r o m
j u s t u p s t r e am of t h e r e a r w a r d f a c i n g s t e p t o t h e a f t mixing
section ( Ref . 8 ) . Inlet t o t a l t e m p e r a t u r e was d e r i v e d
fr cm the measured i n l e t s t a t i c t e m p e r a t u r e .

Polyncm i al regressions were performed on the data from

the Naval Wea p ons C en ter , China Lake. Equations for the
ideal combustion temperature , gas constant and ratio of
s pec i f i c heats based on e q u i l i b r i um calculations are
p r e s e n t e d in A p p e n d i x B.

A c tua l cc m b us tion temper at ure wa s d e r i v e d f r o m the

measur ed static pressure in the aft mixer. With choked flow
across the e xit nozzle , the mach num ber in th e m i x i n g
section was obtained from the isentropic relatior~ for A/A * .
With the air and fuel flow rates , Ma ch number and pressure
k nown in the af t m i xer , combustion temperature was
calculat ed using the continuity equation .

22

-
-—
~ -.—- -- - -— -.,-—- —-- --,. .
. .-— -—— —-.---— - -—- --. .~- - --——-~~..--- .

The stagnation pressure in the aft mixing section was

derived from the measured static pressure and was used to
* *
calculate the actual C . Ideal C was calculated using the
*
ideal combus tion total temperature. C efficiency. is the
*
ra t io of the ac t ual t o i
d eal C

The ac t ual com posi tion o f t he exi t p roduc ts of the SFR J

are unkncwn . To obtain a more realistic value for the
efficiency cf the motor , a second calculation of
efficiencies was per formed. It was assumed that
inefficiency in the SFRJ combustion was due to incomplete
combustion and therefore the species that would be present
from com p le t e com b us t ion were only prese nt in a pe rc en t a ge
equal to the initially calculated efficiency . The remaining
fraction of exit product s was assume d to be comprised of
unreac ted air and fuel in a percentage equal to the air—fuel
ratio. Based on this assumption , a new average molecular
wei ght for the combustion product s and a new gas coi~stant
wer e computed. This new value was then used to re—calculate
the efficiencies. Th is resulted in a higher average
molecular weigh t and higher efficiencies. Both values for
*
the temperature rise combustion efficiencies and the C

efficiencies are included in Appendix A. Further data

re d uc tions , correlations and disc ussions were based on the
correc ted combustion efficie ncy.

Regression rate was calculated based on weight lcss of

the fuel. The inside diameter of the aft end of the fuel
grain was also mea sured before and after each firing .
Ho w ever , as with Eoaz and Netzer ( Ref . 3 ) , it was found
tha t weight loss gave a better value of regression rate than

23

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~~
~~~~~~~~~~~~~~~~~~~~~~~
 .-
F W - — . -- —- ..-— .—
~ ~~~~

the me thod base d on af t en d d iame ter change , due tc the

non—uniform regression along the length of the grain.

The expected u ncertainties in the experimental results

were calcula ted using t he m et hod of Kline an d Mc C lin tock
( Ref. 9 ) . These uncertaintie s are give n in Table I.

B. REGRESSION RATE

Several runs were made without using bypass air. T hese

showed the dependence of the regression rate , ~ (in/sec) on
com b us t ion pre ssur e, P (psia) and average mass flux of air ,

G (ibm/in —sec) to be:

.29 .38
= .00432 G (1)

A plot• cf the regression rate versus this eciperical

regressicn ra te equation for the 0.2 and 0. 1 ibm/sec
n o n — b y p a s s runs ma de wit h c o ld inl et air is s h own in Fi gure
7.

In t heir w ork wi t h 2M M , Boaz and Netzer ( R e f . 3 ) had

s h own a regression ra t e de pen d ence of the form:

.51 .34 .t41

r=CP T G (2)

where C is a constant and T is the inlet air temperature.

Insufficien t runs were made in this investigation at

other than ambient inlet temperature to calculate a
temperature dependence for the regression rate. The above
equa tion s for regression rate agree closely for the
dependence on G. The dependence on pressure was
significantly less in this study. In the work of Boaz and

24
~

TABLE I

ERROR ANALYSIS

V aria b le Percen t Error

Air W eigh t Flow Rat e 1.1

Fuel W ei g h t Flow Ra te 0.4
Air Elux Rate 1.2
C o m b u s t io n E f f i c i e nc y 7.0
Regre ssion Rate 1.2

* 2.3
c E f f ic i e n c y
Ac tual Combustion Temperature 5.6
Ideal C om b ustion Tempera ture 1.7

25

~~~~~~~~~~~~
—.- ..
 fl
~ . , . _ _ _ _
_ _ _ ____ _ _ _

Ne t zer , cham ber pressure was varied intentionally from 37 to

108 psia by varyin g the throa t size. In this study pressure
varie d b e t w een 33 and 63 psia only as a resul t of varyin g
combusti on efficienc y and G.

W ith the ap p lica tion of b ypas s air , the d epen d ence of

regression rate on pressure and air flux rate was altered.
In figure 8 are plotted the cold 0.2 ibm/sec non—bypass
cases and the bypass runs made with 0.2 ibm/sec total air
flow ra t e an d in d ividua l d ump m omen tum equal to t hat of t he
reference condition . The reference condition , as described
in the chapter on Experiment al Procedure , is a b y p a s s a i r
flow rate of 0.1 ibm /sec and two dumps with diam eters of
0 .613 inches. This corresponds to a dump momentum to fuel
grain port momentum ratio of approxim ately 0.5. A sligh tly
s t ron ger d e p en d ence on pressur e was sh own , w h i l e re gression
r at e ind ica ted veryil ttle or no d ep enden c e on a ir flux ra te
for the values tested. Her e regression rate took the form:

.42 .003
= .00116P G (3)

In tr ~e cy ~ ass situation , the mass flux thro ugh the grain

is low but toe ~.: ~ ssure is maintained high due to the total
mass f l u x t r ~~ou ; o the nozzle t h r o a t . However , correcting
the r e g :e s s~~~ rk rite for the increased pressure per equation
(2) doe s :.ct result in regression rates as high as t h e
experimental data. In addition , regression rates Dased on
weight and
diam eter agree , inJica~ ing t~ at the ohange does
not result from different ~omnu stion behavior w itn in the aft
m ixin g cnam..~er. These conditions of low G and nign P
min imize the convective heat flux to th e fuel surface ~ut
maximize ra diative heat flux. Thus , tie :e~~ : e ss io n rate

becomes sensitive to pressure and mixture ratio. 2MM— A ir

combustion at the high air mass fluxes has both radiat.ive
an d convective transfer to the surface as ind icated by H
e~ uation (1). However , the pressure dependence could also

26

—. . .
. .
~~~~~~~~
—
~~~~~~~~~~~ ~~~ ~~~~~~~~~~ -~~~~ - ~~~~~~~~~~ _ _ _ _ _
p - . .

result frcm kinetic controlled combust ion . For the bypass

si t ua tion , PMM—A ir com bustion appears to become dominated by
radia tive heat transfer as indicated by eguation (3). For
lover G th e regression rate increases rela ti ve t o th e air
flux , i.e., more un burned fuel exists within the fuel grain
undernea th the diffusion flame within the thicker boun dary
layer ; Thus , more gas with radiative properties is present.

C. CONBUSTION EFFICIENC Y

The e f f e c t s of a i r mass f l u x and b y p a s s r a t i o s e p a r a t e l y

on combustion efficiency wer e then studied to determine the
ov e r a l l e f f e c t of bypa ss a i r f l o w on c o m b u s t i o n p e r f o r m a n c e .

In Fi g ure 9 are plo tt e d t he ca se s from b o th F igur es 7

and 8. As can be seen f r o m t h i s f i g u r e and t h e data of
Appendix A , the ~ise of by pass air flow in a solid fuel
ratn jet using Poiymethylaiethacrylate as a fuel has the effect
of reducin g combustion perform ance . For the non—bypass
runs , a decrease in air flow brings a decrease in combustion
efficiency. While maintaining the same air flux through the
grain , in jec ting bypass air into t he mixin g sec t io n b rings a
f u r t h e r decrease in perf ormance. Decreasing or increasing
air flux through the fuel grain while m aintaining the same
t o tal flow r at e in t he b ypass ca se also b r ing s a b o ut a
c o r r e s p o n d i n g c h a n g e in combustion efficiency.

The same conclu sion can be drawn from the study of

efficiency as a function of bypass ratio. To p r e v e n t
s i n g u l a r i t i e s in t h e m u l t i p l e regression analysis of the
data , the bypass ratio was defined as the ratio of primary
air mass flow rate to the total air mass flow rate. An
increa se in bypass ratio in this study m eans an increase in
the perce rtage of air flow through the fuel grain and a

27

... -. ..
,
-~~~~~~ ... ‘ .

~~ -. .
______________________
H
.

~~

decreas e in the percentage of air flow through the aft

mixing dumps.

As indicated by Figure 10 , which a gain plo t s t he cold

0.2 ibm /sEc non—bypass cases and the 0.2 Ibm/sec reference
b ypass momen tum cases , increasing the percentage of total
air flow throi.igh the fuel grain bring s an increase in
com bustion efficiency . The bes.t performance occurs in the
limi t ing case ofla l of t h e air flow t hrough the grain and
no bypass.

F i g u r e 11 shows a correla ti
on b et ween regression ra te
and the bypass r a t i o . The increase in r e g r e s s i o n r a t e was
e x p e c t e d , as an i n c r e a s e in b y p a s s r a t i o r e s u l t s in both an
increase in air mass flux through the fuel grain and an
increase in combustion pressure.

To further study the decrease in performance found when

usin g bypass , other test conditions were considered. Runs 5
an d 7 were run with the dumps located behind the aft mixing
ch am ~ er rea ttachment point . There was only a slight
decrease in combustion efficiency (81.2%) over that of
identical runs in the forward position (83.0%) . This
difference is nega ted by the possible experimental error
involve d in calculating combustion efficiency. In fact , it
shoul d be mentioned that temperature rise efficiencies based
on pressur e are prone to error, since uncertainty in
efficiency goes as the square of the uncertainty in the
pressur e m e a s u r em e n t .

Three run s were made varying the momentum of the

in d ividual d um p s from the reference condition. S ma l l
changes in momen tum had no effect. Varying the momentum
frcm 0.5 (run 17) to 2.0 (run 24) gave efficiencies of 82.5%
to 82.8% compared
to a reference run efficiency of 83.0~ .
• Howev er , when a significan tly large increase in mo m entum was

28

‘I
—~~~~~
•
— _
•S•••
-
 effected run
( 29 ), the combustion performance showed a
noticeable decrease (72.8%).

Only limi ted data were taken (runs 18 ,19 ,20) for other
than two dumps at 180 degrees. However , the data showed
that with low
momentum ,two or four dumps spaced 90
degrees circumferentially reduced the combustion efficiency.
Four ninety degree dumps with high momentum did not change
the combustion efficiency significantly.

The last variation in geometry studied was the use of

swirl on the aft dump process. This was accomplished by
injecting the dump air with a tangential velocity component.
The soli d fuel ram je t mo tor was run without fuel grain
igni tion , both with and without swirl , to de termine the
effec t of the induced vorticity on the effective exit nozzle
diameter . Decreasing the effective nozzle diameter would
increase the combustion chamber pressure and give false
indications of higher efficiency. The swirl was found to
not affect the effective throat diameter . Two test firing
runs were made wi th swirl , giving an average combustion
efficiency of 86.4% and the highest performance of any
bypass firing run .

Every form of bypass used showed a decrease in

combustion performance. This indicates tha t the decrea se in
performance is due to the effect of the bypass air flow on
the kinetics of the combustion process within the aft mixing
chamber . An analysis of the effects can lead to a better
understanding of the internal ballistics in the aft mixing
chamber . Equal decreases in performance were reached with
the dump air injected both behind and in front of the
reattachrnent point. This indicates that there is a
significant amount of the combustion process still taking
place downstream of the reattachxnent point in the aft mixing
chamber . This agress with the temperature data presented by

29

I it
.: _~~~~
‘
_
~~~~~~~~~
~~~~~~~~~~~~~ — ,. .—
--
~~~~~~~
..
r-. ‘
. - - -

- .. - ..

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~ ~

Schadow (Ref. 10 ) for an all—hydrocarbon fuel. In the

case PNN , the light weight unburned hydrocarbons that
of
enter the aft m ixing chamber apparently burn most completely
when allowed to react slowly with the available oxygen in
the hot flow through the core of the fuel grain.

The possibility of the temperature of the air entering

the aft m ixer causing reduced combustion efficiency was
considered. In run num ber 9 the temperature entering both
t h e g r a i n and a f t m i x e r wa s increase d from approxima tely
520 °R 705°R .to The c omb u s t i o n e f f i c i e n c y did not change
significan tly, indica ting that for ?N !—Air combustion the
dump a ir t empe ra ture is pro b a b ly no t as imp or tan t as the
quantity and temperature of the unburned fuel and the mixing
rate.

In the region in front of the reattachaient point , the

less t ha t was done to d is tur b the flow resul te d in be tte r
performance. In the case of swirl , where the bypass flow
rem ained close to the wall and within the recirculation
zone , bypass efficiency was maximized. When the bypass
momentum was incr eas~ d to w here the flow disturbed the fuel
r i c h l a y e r between t h e r e c i r c u l a t i o n r e g i o n and t h e a i r rich
cen t ral core , perforwanc~e decreased. This again indicates
tha t a major portion of the combustion process takes place
along t his fuel rich layer or tha t th e proc e ss d owns tream is
h i g h l y d e p e n d e n t on t h e h i gh t e m p e r a t u r e s in t h i s l a y e r . It
also indicates that t h e comb ustion m e c h a n i s m s a r o u n d t h i s
layer ar e more important than those which occur withi n the
recirculation region.

Al though the use of Poly methylm ethacrylate as a fuel in

a solid fuel ramjet using bypass has nGt shown an increase
in perf ormance , it has g i v e n e v i d e n c e as to tn e internal
cnm bustion process es within an aft mix ing chamber.

30

~~~~ . - —
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
~~~~~~~~~~ ,
.

.~ •• - • - •
~
- ~~~~~~~~~~~~~~~~~~~~~~~~
 It is known that the use of bypass improves performance
in solid fuel rawjets using all—hydrocarbon fuels. In the
case of oxygen—con taining fuels and for fuels which
decompos e into monozers or small hydrocarbon molecules (such
as P~fM ) , resul ts indi ca t e t ha t the fuel b urns mos t
efficien tly without bypass.

The use of bypass systems has meant an increase in

weigh t , cost and complexity of the solid fuel raiajet. In
additio n , they may introduce combustor—feed system c o u p l i n g .
The use of a fuel which has sufficient density impulse ,
regression r a t e and f l a m m a b i l i t y limits to minim ize inlet
total pressure losses has led to the use of all—hydrocarbon
fuels. A l t h o u g h P~ M does not meet the criteria for a good
fuel , the results of this study indicate that future fuel
stud ies may b e frui t ful if d irec te d t owar d o ne s which
con tain low percentages of oxidizer and/or substances which
unzi p the hydrocarbon chain.

D. COMBUSTICH PRESSURE OSCILLATIONS

In the non—bypass test runs , the inlet and combustion

pressures exhibited a steady, small amp litude (approximately
2% of chamber pressure) oscillation of approximately 153 ~1z.
In the bypass runs of reference condition momentu m , t he same
o s c il la t i cn appeared t h o u g h of c o n s i d e r a b l y h i g h e r amplitude
(approximately 30% of chamber pressure) . Computations made
from the dimensions of the ranjet motor and the associated
ducting indicated that this oscillation was probanly not a
comb us tor—feed system in stability.

In t he c ases of low or ver y high af t d ump mom en t um , a

second o s c il la t i or appeared along with that previously
men tioned.. This oscillation was of very low frequency

31

I
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
-
A
r ‘
- . --

~~~~
--

(1 Hz.) and large amplitude (approximately 20% of chamber

pressure ) and may be connected wit h behavior within the
mixing cham ber recirculation zone. It is possible that the
af t dum p process slows the reac t ion in t h e fuel rich shear
layer passing by th .e r e c i r c ul a t i on zone (by d i r e c t m i x i n g ,
d i s p l a c e m e n t of t h e e n t i r e r e c i r c ul a t i o n zone or increased
mixin g between the fuel and air exiting the fuel grain)
When this happen s , com bustion pressure could drop, follow ed
by a decrease in regression rate. Then , as th e m ixture
ratio in the shear layer becomes closer to stoichiometric ,
the reac tion rat e an d tempera ture woul d increas e, causing an
increase in combus tion pressure. This pressure increase
woul d increase the regression rat e to complete the cycle.
This mec h ani sm is gui t e specula t ive an d o thers are e g ually
plausible. However , the bypass—generated very low frequency
pressure oscilla tions do appear to be coupled to the fuel
regressicu ra te.

32
 VI. CONCLUSIONS

The use of bypass air flow in the solid fuel raatjet has
a significan t effect on combustion performance. Air flow
injec ted into the af t mixing chamb er has a more pronounced
effect on the combustion process when a high enough m om entum
is provide d for the bypass air to reach the fuel rich shear
layer trailing from the port of the fuel grain. Bypass air
which remains in the recirculation zone also effects
combus tion , but not to as great an extent .

A s i g n i f i c a n t amount of c o m b u s t i o n occurs d o w n s t r e a m of
the reattachinent point. This is evidenced by the effect of
bypass air injected into this region , and is supported by
data from previous work done on flows in aft mixing
cham bers.

By pass air injected into the aft m ixing chamber nas an

effect on the regression rate upstream in the fuel grain.
A t high p ressures an d low ai r mass f l u x r a t e s , t h e p r i n c i p a l
mechanism for wall heat flux became radiation , and resulted
in t h e r e g r e s s i o n r a t e becoming insensit ive to G. For P MM ,
r eg r e s s i o n r a t e takes the form:

.42 .003
= .0 0 1 16 P G

While kno wn to be advantageous with a l l — h y d r o car b o n

f ~iels , t h e use of by p a s s a i r f l o w w i t h f u e l s c o n t a i n i n g
oxygen (or those which decompose into m oncme rs or small
hy drocarbon molecules) appears to slow the kinetics of the
c o m b u s t i o n process and l o w e r p e r f o r m a n c e . Fuels containing

.33

-- ‘ : - --- — - --.-.
~~~ ~~~~~~~~~~~~~~~~~~~ ~~ - ~~
F
-
—

their own oxidizer or substances to unzip tae hydrocarbon

chain show definite possibilities for high performance and
an alternative to the use of bypass systems.

Wi th the use of by pass systems , it is possible to set up

not only combustor— feed system ty pe oscillation s but also
ins
i tl
a b i ties d epen d en t on t he effec t of t he ~bypass flow on
the combustion process within the aft mixing chamber and on
the fuel regression ra te.

34

-
-~~~~- a—- ~~~~~~~~~ —
~

VII. SUGGESTIONS FOR FUTURE WORK

Addi tional experimental studies are required to better

un derstand the int ernal ballistics of the aft mixing section
of the solid fuel ranjet. In the area of bypass systems ,
more work is need ed in s t udying the com b us t ion p rocess ahea d
of and behind the aft mixing chamber reattachnent point.
Specific experimental studies should include: a) aft dump
flow ra tes and mom e ntum , b) alternate fuels , c ) t he effec t
of axial p osi tion of t he af t d ump s an d d) th e use of long e r
mixin g sections to allow more time for complete combustion ,
with a consideration of the tradeoff between added weight
an d increased efficiency . Experimental and analytical work
are re q uir ed on th e feasi
il b i ty of d eveloping a soli d fuel
ran jet fuel w h ich will supply the nece ssary p erformance
charac teris tic s f o r use in a pr op ulsion sy stem w i t h o u t t h.e
nee d for bypass.

35

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ -.
..
 L~_ LII
ii I I
i I I ( I

[
/

1 ’° ”
~~~~_ _ I.

_ _ _
‘UI

ow L~ J
<U )
uJ cn
Id

W .
~~ ~~~~~ ~~~~ — — - -— — - -~~ —

— ~~- -.- - - .
-
A
 0

LiJ ~~~~’_
_
_
_ _ _

[z <z loo
—
~~~~~~~~~~~~~~ -~~~~~
_ _

_ _

(I)
_, J- 0
(I) > ~~~~~~~~~~
‘ u

z u~)
2 —— — z
_ _ 2 U) 0
~~~~
O D~~ .1
_ _

~~~ P

•- - -•
. ~ ~~

~~~~~ ~

z ..J
~~~~
0
—
:
_ _

37
- _ - --- - - --- - -—---—-----—-
uIp P!u!uuJ~~
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~ ~~~~

/ ~ ~~~~~~~~~

~ _ _ _

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

(
I
I

1:
- f .~~~~~~~~ k .

!
~~~~~~~~~~~~~~~~~~~
.

~~~
~~~

3e

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ _ _
I

~~~~~~~~~~~~~~~~~~~
~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~~~~~~~~
I:
~~

jJ*
_ _ _ _ _ _ _

, / I

~~
~~~~~~~~~
~~~~~~~

~~
_________
I

~0 1
cedi ,v ~~~~e ~~~~~~
~~

_ _ _ _ _ _ _ --- -—-- - -- - —~~~~~~ --— -- - - - - — - —--

 ,
- /
f~ , “~ ~~
/

/Zj ~
~

~ ~~~ ~~
-c’ - ~ -
~
,
- ~~~~~ ~

~~~
~
~
~~~~~~~~~
<
‘ , 4
~~~~~~~ ,-
- ~
~~ ~
~- i
~ ~;A f
-

~
/
-

~_ > ~f
~
--
/~ ~
- _~~~~~~~~~~~ /~~~~ ~ ~~~~~ ~~
~~ ~~
~

-,
- ~
~~~~~
~ -

- /
-
— ~ - ~_> ;- ~
-

a:
- -

:
f~~~~
:i ~~~~
~
.
~~~~

:ri
. -
- ~

~~~~~~~~~~~~~~~~~

Ir r
/

____
-w
4
-
4~~~~~~~~~~~~~
., -

-,
- - ,~ -,

41
 -
r ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

\
\
\ C,
\
\ Csj

\ a-
in
I.
‘ 0
0
\ 0
\ .
ft C.D

~~~ 0 )
CsJ
‘
\ a-
• z

\ U,
Cr’
Ca

-o N

4i~~ ~1

“-I
ía.

L I. a
0 0 0 0
0
U,
z

42

: ; :
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~ ~ r. ~~~~~
_ _ _ _
- — ~~~~~~~~ - — -—-- -~~~
-— .~~~~~-~~~, ---
— --— ~~~~ -~~~~~~

•
1L~

n
i
0 in
o I’,
o
U,
U,
a.
5
0
II

~1..
~~1,1 0 0
U,
U,
c~J
1~

II I

,
,
•1
~~~~

ía.

* .

43 ~~

_± ____________ _ i_. _:
--
~ ~~ ~~ ~~~~~~ -
 _ - , - -- - - --- - ---- - -— — — - - - ---
~~~~~~~~- -.---
_t____ _ __ - _ _ _

~~ - - ~~~ -~ ~~~~~~~~~~~~~~~~~ ~~~~~~~~ ~~~~~~~~

C’J
0
0
0
U) U)
ci, Cl)
d
~
a. a.
0
cc cc
)- )-

0
(0 z z
0 0
T ‘ Z Z
C,
C.) ()
Li ~
Li
_
-
• U) C.)
$ a)
o .0~~~,
0 ~~~~~~
c c m
— ~~
a-~~ _. I 2
‘I
.- >-
cc C’J — >4

~ •
cc
0 _j
~J 0
‘
‘-4
0 •g
~~~~~~~~~~~~~~~~~~~~~~~~~~~~

— - -- — -~~
 _ _ _ _ _ _ _ _ _ _ _

0
- 0•

(
0
-~ e-~ 0

cc 0
(
0
0
CL,
I 04

0
2
0
‘
II

~~~~~~

I
-

~~~~~~~ ~~~~~~~~~~~~~~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

_ _ _ _ _ _ _ _ _ _ _
~ — -- - w --- -
~ ~ ~~ ~~ ~~~~~~~~
-- . -
~~~-—- —~---- -

0
2

N
0
0
cc
I
0
0 0
I H

4 2
,, ,
0

I
t . U
In
~~

‘
S
I • 1.0
•
0
‘

T e:1 TE t ~~~
~~
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
~~~~~ .
-

.
- - -_
 ~~ O c I e ’ i r’i
U,~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~l~~ U , . 1~~ 0
F 4 (J
~ a
I..‘ ...4
n m
e enme n m
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ enenen
.
0 ’—

..
0 ’ -•
U
a . . . • . . . . . . . . . . .

—
a ~~ o U, ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ U , 0~~~~~Q - 3 . n — .r4 ~~~
.p4 ~~~~~~ O%O O%OO~~ O
~~ ~~ ~~~~ C~~ ~~~~~~O O ’D
I.. ’—

e4 0 . ‘O ~~~~~ U, W 1 C’I 000

E-4 b O U , U , U , U , U ,~~~~~~~~
US ,
O U,U,U,U,U,U,U,U,U, t r 4 v~
~~ en

— 0 ~~~~~~~~~~~~~~~~~
0Q0
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ r- .O
4$ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ f l U , U , U , U ,~ If fl lU ,
enen

F 0.m I • • • •pS . I I • S • • .
0 0~~~~~0 0~~~~~~~~~~~~-~~e n c n
S • S • S U S
• S I I ~~~en en e n e n
~~~o. ~~~~~~~~~~~~ en

0. ~
~~
s
... S0
U , 0~~ 1 0~~O e
.S
n — u-~ r~~~ C4 ~~ -~~~ 4

0 0 —

——————
~~ 0 -~ o~ ~~0 .-
— c1 en C%$ en en e -t en en c~ C’I
~ en en en en en a
e — — 0 -4
~ en en en en
~~~
.
~~ • en en . I en en4 i en a I s i en en en en en en • i en
~~~~~~~~~ — ~~~~~~~~~~~~~~~~~~ -4
0.

-.

____ _ 4
z
0
5-4 — - wi
~~ en e4 c~1 0 0e
e n e n e n e n e n e.4 n~4e —
ea c sri e i .
~
en -*
en en en en s— en sri en en en
n4e n4 e~n e~ n e n..4e n~ ce n e n e n e n e n e n e n e n e nc nc en n m e n e n e n

—. — — — — — — — — — — — — — — — — — — — — — — — — —
.
4 4 I
u ~~ ~ — — — — — — ~ — — — -
I — — ~~ — — —

F en
en
P.. en en en r- a-. ~~sri in en 0
~~ eq .-. 0 ~J ~~ 0’. ~~ en a-. en en en eq .0 In U, ~~ N.
~~4 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
•
c O.0 . 4 4 -
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ t - t -t

F
..~~~~
~~
Z
P-I -4 0 e q e n i n i n oe n t 4 0 - 4 e q , e n
~~ ’~ oN- . e n 0 ’ .0 a-1m4in o
e n e - ,-4~~~~~~~~~~~~~~~~
n ~~~ 4 U,~~~~~~~~~~~~~~~~~ .1e,1 e.4 en~~~~~
rn e n e n e n ~~
enen

z
~
~ . Z
P. I~~1 ~ en 4 srI ~~ r- N. en 0” — — — — — — — — — a-~ a-i eq eq a-i a-i c-i c-~ c-i c-i en en en en

47
 r - - -

~~~~~~
-.-- . --- .- -

~~~~~~~
---- -- --
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
-

en
en
‘U —’
• a en en -t en in en 0% 0 eq sri N. so in in en : -.t 0 N. sri en en en 4 ~0 -.1 N. a-- 0 0 %
en a.. . t e n i n . t - 4 - 4 m e n e n~ e n ez tneen ne n m e n —* — e n e n e nt e n
-, t e n e n m e n~ m
x ’- ~ ~ ~
0
U

en
en
‘U
0~ .00
.... o eq — s n O a’. O’. O - 4 e n 0 % e n 0 % — c- - e n 0 i n4 04%0 N.
t S
e n— s o - 4 - 3.o so
a
i-i ’—
z
5-4

5-4
eq en ‘.0 en ‘.a — in c- . - so ..t N. en en in so — sri in en en eq ~q eq so eq eq .‘~~ N. 0
S
t4 a as
• U • • S S • S S ~ S S S S S • S ~~~~~~~~~ S S ~~~~~ S S • S S S S S • 5
so en en a-. a-. so a-. ‘.0 IA in ..
-*
S

~~ en in so -.
Z 41 . .
~~
t in -t -t in en en c-- ‘.o St -t ..t en sri in
-4 ’.-.

i-i a .‘ en in ‘.0 N. ~q en eq
0’. en c-- en
0 ‘ ‘.0 50 -.t in ‘.0 N. 50 50 50 N.
N. ‘.0 in IA ‘.0 so .0
U . . • . . . • . • .. . • . • . .

— —
• S S in
Zi l S t 4 S t 4 0 4 4 4’ . aS’ 0t% - * •4 t — ’ e~~ .t 4 4- t - t S t -. t 4 -.t
a

——
en

en — — 0 e~ so — 0’. in Os .‘o en 0 0’. 0’. so -t en en -.t -t — 0’. t 0’. 0 en 0 eq in 0

•
• .0
-~ U
~~ a
.‘ 0% c-- sn 0
0
. . . • . . .
c-i — — c-~ — ‘-F eq c’~ eq
.
0’. s’-. in in in -.t OS 0’. N. ‘
0 0’. 0’. 0 ‘.o 0’. 0 0 eq r’~ .‘o en a”. in a * in as
’. a ’.
. . • . • . . . . . . .
,-4 .-I~~~~~~i .-.
0 0’. en
a ’. 0 0’. 0’.
.-.. eq ,-4
. . . .
0 0 ~—t 0 In en 0’. 0 en N.
0 0 en — en en as
. .
a’. a’s
. . . .
eq eq — eq• — — .-. e.i -~~ —

— ——
-4 ’- -
I..

0
• ~~~ ‘
5-I a N. — eq ~~~~~~~~ C ’. N. N. 0 en en c-i 0 so eq eq ~~ in N. en eq 0 -4. a-i ‘.0 ‘ri -.t — 0 0%
• 41 0’. 0 0 0 0 — 0 ’. Os 0 0 0 in 0 0 — — — .—4 — — — cq eq — —4 — — — — — 0’.
.0 -t in in in in in~ ..1’-~ in in in N. in in in in In in In in in in in
~~5
Lr~ in in in n
i u”. -t
-4 U • S S S S S S S S S S • S • • S S S S S 5 5 5 U S S S
Z ~~
‘-~ ~~~ ~~~~ —
~ — —~ — i — — —~ -~ — — — —
~ ~ ~ ‘-~ ~~~~~~~~~~~ ‘ — —
— 5--I.
-

I-’ 41 0 0 0 0 % 0 % 0 % 0 % r — 0 % 00 0 0 , n C ’ . 0 0 00%0 a ’ . O e n U , 0 0 0 0 0 ’ . N .
• Q .0 0 0 0 0 % 0 % e n O -0%
’ . 0 ’ . 0 0 0 0 0 % 0 % 0 00 0 0 0 % 0 % 0 0 % 0 %0 0 0 0 0 % O ’
z o . . . . . . . . . . . • . • • • • • •
14 0 eq a-i a-i ..
~ — .4 — _
— _.-4_a-i•_
eq ~ q a-I — ~ 4 e~4 eq- c-i eq ~q — ~~ eq -4 ~~1 eq eq eq eq i-i ,-4
._J .,4 -4— - 4 - 4 - 4 - —4 4 - 4- ~
- 4 - -4 4 - 4 - 4-—4 - 4 — -4 — - 4 — -4 — — —
5-.

‘.4
3 N. 0 N. en so ‘4 0 in c-i 0% ‘.0 N. 0 0 0. - I eq in N. 0 en ‘.0 eq N. en 0 0 0 in 0% 0
• a S S S S S S S S S S S S S S S S S S S S S S S S S S S S S • S
~ eq ~.- in en so ‘.c en 0 en so -t -t ..t a’. en a ’. N. eq en en en en so — en en - 4 O Q N. o
41 0 ..t N. en 0% 4 — en 4 en 0 .o‘ sri eq so en en so -4. en ir~ 5 0 0 — en — i-- -.t
z ~ a-i c n e n — i n — e n o e n s n e n ’ . . o c - l e n e n—
e ne q e q o e q e nO ’ . - e q e n c qeq —‘en
-I en e q e q a - i e q e q c s i e q e q e q e q c q e q e q e q e q e q a - i e q e qc e- iqe eq eq qee qq ce -qIeqe q . - ’
IL..

i-# E-. .- c-isoin O .. t e n e n e n0Qe n s o 0 N — .e q I n cq r q oN . —encn o —O 0 s n eq

• . • . •
.

S S • • S
0 eq ‘-4 0’. en in
,-
~~ • en -t en in en eq 0 0 ‘.0 0% — so — -* -1 ’ — N. en in N. 50 — 0’. — a--
I-. m en 0 a’. -~ r.. C’. en
~t. en — -t en en eq — eq eq -t in I-. en — N. -4 eq c-. en in -t 0
0 — I. in c-- .o .n so -.~ ~n in in so ~-t r’- N. ~~ ‘ in
in so so .o in in .~ so in en -t in so sri in N.
£4 z en. c-i eq ~
eq eq c-i c-i eq a-i c-i eq eq eq eq eq eq eq eq eq eq eq a-i eq a-i c-i a-i c-i c-i eq eq c’~ eq

—————————
- 4 .-
~~

Z ~0 .0 — eq en 4. 50 N. en 0% 0 — eq en -t sri ‘.o a-. en 0’. 0 — eq en

en -t in so N. c-. en as ~~ c~i eq a-a eq eq eq eq eq c-i c-i en ci en en

48

•1

-
~~ T ~T ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
- —~ ~ A
- ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

a a a a a a a aa
a a a aa a a aa
4 1 0 0 0 0 0 4 1 0 4 1 4 ~~ 1 040
i 10 0 0 0 0 4 0 1 4 1 4 01 0 0
a.en en en en en p .en a. a. a. a.en en en o 0 0 en en en en en a. a. a.en en en
ía. .0 .0 .0 .0 . 0 . 0 .0 . 0 . 0 I.. 14

0 0 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 0
U ~~~~~~~~~~~~~~~~~~~~~~~~~~~~
a eq eq eq eq eq eq
~ a a 0 0 eq eq c-i eq St St a-i eq eq eq eq 0 0 ~-i eq eq a a

e n e n e n e n e n en enenen en — St en StmSt enCenenenen

0.0 ~~~~~~~~~~~~ .-I ’0 sO . O i n N . -’ c-- ’. 0 N .
U I en en en en en I en I S I I en 0 0 0 N. in~~en in 0 in en • • a eq en en en en F
0 5 5 5 5 5 S S S S • 5 5 5 S S S S S 5 5 5 5
— -4 — -4

-J

‘0~~~~~ ’0~~~j~~~~ ‘0
~~~~~ I I S ) S ‘
~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~~~~’.~~~~~~~

0
‘U

z 41 .0 0 — eq en ~t so N. en 0’. 0 ,-i eq en -t in ‘.0 N. en as 0 — eq eq

en -i in ‘.0 N. N. cc a ’. — .-i ,-i — .-. — ,- ~ eq c-a eq a-i eq eq eq eq c-i eq en en en en
z ~

49
 -~~~~~~~~~~~~--- - -- -- ~~~~~~~~~ -~~~~~~~~~~~~~~~~~~ - .— . - •-•.- - •~~

en 0’.
a’S. a ’.o5
in
~
in
c - i N S t .— 4 . s a l — I en s—~~t — e n i n.i in N . — 4 .en ~ • a ” .c-— en cc ‘ . 0 —1
5 S 50 SP 4 • 5 s . .0 0
so -4 eq 0 —4. 0 cc sf l~ en~ c-i~ —I St ‘.0 St en so Co 0 —I —I 0 0 so a’. en en so in
~ ~ ~ ~ ~ . . . s s
~ ‘.
I&.
(4 c~~~.
4.~~~~~~~~ .4 eq sfl 9 OO~~~I O % e q C o e q C o . - I0 0 % 0 N . 4 s o i in n e n0 0 0 % e q C o
S S S • S S S S S S S S S S S I S S S S S 5 5 S S . S • S S
as St en -.1 en 0 0 eq en — in N.
~
cc en N.0 en eq a-i eq G’. 0 in en eq — in en
U 0% 0% 0% 0 5 0 % 0% 00 ’. 00 ’. 0% 0’. 0% 0’. 0’. en
~~ en 0’ ~~ 0’. 0’. C’. 0 0’. en a ’. a ’. a ’. a ’.
. 0’. Os en
-4 -4 -4

IL.
Is.
0 e n o O 0 % eq s o e q s - I i n N . 0 % C o e n e q i n i n i n 4 eq I ~~
• S S S S S S S S S S S S S S S S S S S S S U
At 0CeonsNo. i nN
S . S
n~~~
5
s .- i
5 • s
‘U a~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
s enen enen N. asen0%0%Co0%N.enenso ’.oCoen0%N.enCo0%O ’.CoN.Cocc
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
a; s S 5 5 5 S S S 5 5 S S S 5 5 S 5 5 S S S S • S S S S S I S
0 en en 0 en C’. St so N. C’. 0 c-I C’. in 0% 0’. eq 0 N. 4 0 ’ . 00’. en St so in 0% a-- 1- St —
u . N. 0’. 0% en en N. N. a-. so so a-. en en N. N. N. 0’. 0’. en so N. a-- en en
0’. Co en en a-- N. 0’

eq . - 4 e q e q , - l CqSO’.
’.Ø .-i 00 0 0 e n s 4e q 0 % i n i n N . 0 Q c. i e q 0 . - . 0 % e n tO St ’ .
s-I ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
N. a-. so a-- ‘.0 N. N. N. 0 N. 00 0’. ‘.o ‘.0 ‘.0 in in in N. in so N. N. 0’. r - 00 in N. .0
‘ 5 N.5 N.5
5 5 5 S
S 5 5
S 5 5
•5 5 55
•
S S S S S

U
41
a
5-4a- S ti nN .N . i f l 4 S t e s n
o e n e n 0 % O s e n i n O s C o e n eq 0 N .~~N
’- ’. .0eCno e’ .qO C
N. o
4 0 i n . . 4 .-Iin
i n i ni n i n i n i n i n i n 5 0 i n i nNi .S n t i n U I i n ’. i n i n i ni n i n i n
I~~~~ — 0 0 0 00 - 4 0 — — 0 0 0 0 0 00 0 0 0 0 0 0 0 ~~~~0 0 00 0 0
S S S S S S S S S
~~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~

.0
-4

3 41 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
0 a — ‘- ~ —~ — —I ~-I ‘-4 ~ 4 Cq s-I s-4 i-I i-i .-l i-I p-I .-I ,-I .-I ,-I — ..4 ,-4 4 ,-I -I .-4 — .- ~ —
5J- ~ 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 00 0 0 000 0 0 0 0 0 0 0 0
Ca. ~~ S S S S S S S S S S S S S S S S U U S S S S S S S S S S S S S
.0

——
U
‘
I-.

3 cc 0 00 0’. 0% c-- 0 0 0” 0 0 0’. C’. eq 0 0 0 a ’. eq —

001 a s O C ’ .O’. Cs 0’. 0 0 0’ . 0 0 a ’O’.. r’- e n o O 00 ’.0 0 0

r
a 5 0 - 4 0 00 5 0 I I I I — .-4 0 ‘ 4 ‘ - 4 0 0 0 s-I s-I — 5 I I 40 —I — —
Ia. —~~. S S S S S S S S S U S . • S S U S S S S S S

en.0

‘I-s
4

41
3 e ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
4 Q- . O C ’ . 0 0 0 ’ .o’. o o’. o ’ . 0 0 0 0 - O o — 0 0 0 e n - c-0 0 0 00 00 0 0 0
C-. ~ J b~~ eq 0 — 0 0 eq 0 .-4 eq .-4 -4 .-4 .-I — 4 s-I -4 . I —~ 0 — s-~ ~ 4 eq — — . 4 .~. . 4 s-d
4 I&. f l S S S S S S S S S S S S S S . S S 5 5 5 5 5 S S S S S S S
~~~ 5- 4
- 4 .—.
0
£4 P.
U
Z 41.0 0 .~~~e q e n s o N~~~~
. 0 % 0~~~4 e q e n i n 5 0 N . C O0% 0 i e q e n
in ..t in ‘0 N. N. en a’. .-4 — ,-4 .—I — — — .-4 v-I eq eq eq eq eq eq esi eq eq eq en en en en

50
 _ _ _ _ _ _
—-- - --- - . - -
~~~~ ~~~~~~~ ~ ~~~ ~~~~~~~~~

d
z
x
U in cc 40 Co St N. Co en a-- 0 as en so N. — sri eq so so -t in
4 -4 S -± in -I in -t eq eq c-i en -t ,
~~
so in 0’. -~~ en
0Q ~~~~ 0 0 00 0 00 0 0 00 00 0 00 00 0 00 00 i n
S S S S I S S S S S S S S S S • S S • S S S S S S S S S S S S

s n e n s o i n e n en eqr— 0 ’o e n e n N . s o 0 e q - t S te n l n— o
0 0 so — cc en 0’. cc N. 00 05 0% a-- eq 050 ’. 0’. 4 eq
O 0 5~~~ 0 % 0 0 %0 0 % 0 0 0 0 0 % i n U I i n eq 4 O ’ . 0 0 5 0’ .0 00 C o~0- ’
0% ~~ 0 0

——
0 • S S S s S • U s U • S - S 5 5 • S U ~~~~~~
Z ~-1 s-4 — — 0 —
-4 -4

sri en sø in en en eq N. 0 so so I— N. so 0 eq -t -4 en in .-~ 0
50 0 5 0 -4 00 en 0’. Co N. Co Co Co N. c-i 0 5 0 % 0’. ,t en eq
• 00 ’. 0 0’. 0 0% 0 0 % 0 0 0 0 0I%S i . ’. 0 0’. C’. 0 ’ . 0 0 0 C o 0’ . 0 0 0
n l n i n i n 0’ 0
.0
‘ S S S U S 5 S S S S S S S S S I S S • • S S S S S S S S 5
s-I — -~ 0 — -~ —
C-. —

0
-4
F-.
0 O s e n4 s o S t 0s o 0 0 0 0 0 0 s oC. t os .o i n i0n0’ . 0 ’ . 0 0 0-~ i n s o 0
o a ’ . o o C ’ .o ’ . o o 0 o 0 o — — — e n —~~--~ -. t s o o0 0 0 0 0 0000
en inot c
0 S t,n i nS t S t O s n 0 0 00 i n i ni n i n i ni n i ns n -’o. o e i n i n i n i n i n
en • • S S S S S S S S U S S S • S S S S U S S S S S
4 -4 -4 -4 -4 -4 -4 — - 4 -4

-J
4—
0 s e nN0.0e q NS.t c c o s o a ’ . e n c c O O
a s 0 5 e n e q e n e q a ’ . S t O C o s o e n e n O 0’ ’. .0
cc . in 0 so co en 0 — N. 0 en en St ..o en a’. eq 00 % sri sri N. so en -t so
4 0 0 - 4 0 ’ 00
41 so n
i~~~~i n 0 S ti n e n — i n 0 % 0 e n 0 — 4 c c s o 0 Set— en.~~t- C n i n i n
n S t i n 0 ’ .s oa ’
in 0 en en en en en en en en St~ en en .1- en en en en en en en en~ en en en en en en en en en en en

——
• (-4 —’

4 s e q e n a -a.’ . o N . pe n a % i n N .s o N .a%’ .oi n s o 0’

~..t en s n s o s o c c c - i 0 5 C o e n e0’.
q r’N .
cc
.
, - 4 e n i n s - 4 s o.~~ t s o i n. - I e nS t i n eq
- ~- - 4 S a s i~~n-. cc -cse q e n S t s n i n o e ’ i n s o 0
• in in s— so 0 0 4 eq s-4 en ~~ N.N.so so N.St in 0 0’. so 0 5 0 5 0 0in in a a ’. cc — —
~
~~ en en c-i en eq eq en en . en en en c-i eq eq eq a-i a-i en csi c-i eq eq en en en c-i eq eq en en
~

en
0
‘(-4U—
)4
4
S 41 c-. en eq en ~ c-i — a-i 0 in so 0 eq in en N. .~~ so Co 0’. -I N. eq St eq —4 en
en 0 in
eq en 0 N. ~
— Co Co a-. en a-. in 0 0 0 o — en OsS soS C’. 0% — eq
5 5 5 5 5 5 5 S S S a’S. a’S. S S~
en a en 0 in 0 - 0 0 0%
4 f l~~~ 5 5 5 5 5 5 5 5 5 5 S S S
C-. s o s o i n’ . o i n i n s os o e nts co’.s i n i n i nS t S t i n - ’ . o u l i n i n ss oo e n ,t- i n s n s o s o
0 U ’-
£4 ’
0
£4
U
41 .0 0 — a-i en -~ so N. 0 0 0 5 0 — eq en .4 u ’. so N. cc 0’. 0 — eq en
en in so c-- N. 00 0”. — s-I 5.4 — — — ~-I .-4 .-s eq eq ~ q c-i eq eq
eq eq eq eq en en en en

51

~~~~ _ _ _ _ A
 - -

APPENDIX B

THEORETICAL PERFORMANCE FOR PMM —AIR

Equations for the c a l c u l a t ion of the egu i li b r i ut n gas

constant ( f t — l b f / lb w — ° R ) , r a t i o of specific heats , and
couibu stion tel4pe r a tu r e (°F) as a f uction of inlet
tew ~ erat tire (°R) , (psia) c o m b u s t i o n pressure and air—fuel
ratio for Polymethylm ethacrylate and air .

Pc=50 Ti 500
= 85.9609 + af * (—8.7617 + af * (O.7589 —0.0215 * af))
g = 1.449914 + af *(—05 059068 + af *(O .0055187 — 0.0001566 *
af))
T = 503 . 749 3 + af *(180.1897 ÷ af *(141.7147 + af *(—20. 1361
+ 0.7044 * af)))

Pc= 100 Ti 500

R = 66 .0 5 84 + af *(— 8 7582 + af *( O . 7 5 85 — 0.0214 * a f ) )
g = 1. 143718 + af * (—O .053096 ÷ af *(0.0014661 — 0.0001187 *
af))
T = 7272.9547 + af *(—3858.64 + af *(991.307 + a.f * ( — 9 5 . 2 7 0 4
+ 3.0781 * a ff l )

Pc=5 0 Ti 750
B = 85.7005 af * (—8.6698 + af * (3.7506 — 0.0213 * af))
+

g = 1.443205 + af * (—0.3561445 + af *(O.00528 — 0.00015 *

af))
T = 95.53247 + af *(489.L~649 + af * (80.678 + af * (— 1 5 . 1 9 3 L 4 +

0.56511 * af)))

Pc 100 Ti = 750
B = 85.8749 + af *(—8.7 313 + af *(0 7561 — 0.0215 * af))
g = 1.4 (4198 + af * (—0 .0570714 + af * (0.005337 — 3 .000152 *

52

- • .. — — --
- ~~~~ -
~~~~ .
.~ __i
—-— -~~~~~ —
- —--
~~rz~~
-—
-
- — - ~~~~ -~
-
~~~~~~~~~~~~~~~ ..
... •
- - -- - -- -
~~ ~~~~~~ ~~~~ -- ~~~~~~-
--
- -

af))
T = 3 9 7 . 8427 + af *(308.8051 + af *(117 .7353 + af *(—1a .2495
+ 0.6523 * af f l )

Pc = 50 Ti = 1000
B = 85.4012 + af * (— 85565 + af * (0.7416 — 0.0211 * af ) )
g = 1.430833 + af * (—Q .353935 + af *(O.005058 — 0 .0 0 0 1 4 4 9 *

af) )
T = 5 0 1 . 17 5 + af *(36457408 + af * (99.204 + af *(—1 6 .232 + -3
0.582 * af)))

Pc = 100 Ti = 1000
B = 8 6 . 0 3 0 4 + af *(—8.8284 + af *(0.7739 - 0.0224 * af))
g = 1.42658 + af * (—0.05177 + af * (O.00147196 — 0.0001292 *
af))
T = 4721.969 + af *( 2203 .3985 + af *(651.3712 + af
*(- .66.0 83 + 2.1875 * af)))

53

- • - ~~.
~

L I ST OF REFERENCE S

1. Holzxnan , A .L., Exp erimen tal Studies of Com bustion

Processes in Solid Fueled Ramjets, presented at JANNAF
Workshop on SFRJ , Naval Postgradua te School , June 8-10 ,
1976.

2. Naval Postgraduate School Report 57NT73091B , An

Investigation of the Internal B a l l i s t i c s of Solid Fuel
Ram jets : A Progress Repor t, by L. D. Boaz , C. E.
Jones Ill and D. W. Netzer , September 1973.

3. Naval Postgraduate School Report 57NT73 03 1A , An

Investigation of the Internal Ballistics of Solid Fuel
Ramjets, p. 1-6 , by L. D. Boaz and D . W. Netzer , March
1973.

4. Holzman , A. L. , Personal Communica tion , June 1976.

5. Sch adow , K.C., Experimental Studies of Combustion

Processes in Solid Fuei-~d Ramjets, presented at JANNAF
Workshop on SFRJ , Naval Postgraduate School , June 8-10 ,
1976.

6. Bulban , E .J . , “Light Rocket Features Solid-Fuel

Ramjet” , Avia tion Week , p. 87-90 , July 31, 1961.
7. Naval Postgraduate School Report 57NT74081 , Flow
Characteristics in Solid Fuel Rainjets , p. 52 , by J.T.
Phaneuf , Jr. and D. W. Netzer , July 1974.

54

I
: ::
,.

~ ~~~~~~
~~~~~~~~~~~~~~~~~~
.

~~~~~~~~~~~~~~~~~~~~ ~~
~ —- . -.~~~~~~~-- - ---
- - • - ~~~~~--
-- -

8. M cv ey, J.B. , ~~~~~~~~~ ~~~ ~~~~~~~~

st a n d a r d s , p. 6—7 , CPIA P u b l i c a t i o n No. 276 , M arch
1976.

9. Holmu an , 3.2., ~~~~~~~~~~~~ Met ~ o~ s ~~ r ~~~~~~~~~~~ p.

37~-40 , M c g r a w — H i l l , 1 966.

10. Schadow , K.C., Forbes , H .F. and Ch iese , D .J .,

“ Experimental Studies of Combustion Processes in Solid
Fueled R amj e t s ” , T~ jrteent h ~~ N N A F u stion ~~~~~~~~~
~ 2!b
CPIA P u b l i c a t i o n No. 281 , Vol. II I , p. 245—259 ,
December 1976.

55

~~~~~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
- -