CSD 5597-93-2 BSM DELTA QUAUFICATION RNAL REPORT Volume 11 November I 1994 2

(NASA-CR-196566-Vol-I) BSM DELTA qUALIfICATION 2, VOLUME i Final Report (United Technologies Corp.) IO0 p

N95-24440

Unclas

G3/20

0044773

TECHNOLOGIES CHEMICAL UNITED SYSTEMS

P.O. Box 4g028 San Joae, California

95161_028

r_

CSD BSM DELTA FINAL

5597-93-2 QUALIFICATION REPORT I 1994 2

Volume 11 November

Submitted USBI Huntsville,

to:

AL

Prepared

by

_.j,

UNITED TECHNOLOGIES CHEMICAL SYSTEMS

CONTENTS Volume Section FOREWORD INTRODUCTION DELTA TEST QUALIFICATION CONFIGURATIONS 2 SUMMARY AND CONDITIONS I Page xi 1-1 2-1 3-1 3-1 3-4 TESTING Vibration Testing Shock Tests RESULTS DESCRIPTION 4-1 4-1 4-1 4-1 5-1 5-2 5-2 by Analysis by Similarity 5-3 5-3 5-8 6-1 6-1 22.2F 129.5F 6-1 6-3 6-7 6-7 6-10 Insulation Enhancement 6-12 6-13 6-15 6-15 6-33 6-33

3.1 Test Configurations 3.2 Test Conditions 4 ENVIRONMENTAL 4.1 Inert Motor

4.2 Temperature Cycling 4.3 Vibration and Ordnance 5 DELTA QUALIFICATION 5.1 Certification Criteria 5.2 Static Test Results Performance Performance 5.2.1 Motor 5.2.2 Motor 5.3 Conclusions POSTFIRE 6.1 Visual 6.1.1 6.1.2 6.2

MOTOR STATIC TEST for Static Test Performance

EXAMINATIONS Inspection Motor Motor of Motor Assembly Test Test Temperature Temperature S/N 1000734, S/N 1000738,

O-Ring Inspections 6.2.1 Success Criteria 6.2.2 Test Results Aft Closure Vulcanized 6.3.1 6.3.2 6.3.3 6.3.4 6.3.5

6.3

TQM Initiative Description Success Criteria Test Results Conclusions Recommendations

ORECEBIIqG
IU

PACE

BLf'._!ENOT

FILMED

CONTENTS Volume Section 6.4 Uninsulated 6.4.1 6.4.2 6.4.3 6.4.4 6.4.5 6.5 Igniter Adapter Description

(Continued) I Page 6-33 6-34 6-34 6-34 6-35 6-35 Case/Adapter Interface 6-36 6-36 6-36 6-36 6-36

TQM Initiative Success Criteria Test Results Conclusions Recommendations

Deletion of RTV Bead at Igniter 6.5.1 TQM Initiative Description 6.5.2 Success Criteria 6.5.3 6.5.4 6.5.5 Test Results Conclusions Recommendations of Loctite from Igniter

6.6

Deletion 6.6.1 6.6.2 6.6.3 6.6.4 6.6.5

Retainer

Plate

Threads

6-37 6-37 6-37 6-37 6-39 6-39 6-39

TQM Initiative Description Success Criteria Test Results Conclusions Recommendations EA-9394 Description TQM Initiative Success Criteria Test Results Conclusions Material

-.._j

6.7

Adhesive 6.7.1 6.7.2 6.7.3 6.7.4

6-39 6-39 6-40 6-40 6-41 6-41 6-41 6-41 6-41 6-42 6-42 6-42

6.8

6.7.5 Recommendations IsoStatic ATJ Throat 6.8.1 6.8.2 6.8.3 6.8.4 6.8.5

TQM Initiative Description Success Criteria Test Results Conclusions Recommendations AND RECOMMENDATIONS

CONCLUSIONS REFERENCES

7-1

iv

ILLUSTRATIONS

Figure 2-1 2-2 2-3 BSM Motor Component Identification Method Compliance with Specification

Page 2-1 2-2

Enhancement Delta

vs Verification

Qualification

Test Results

10SPC-0067 3-1.1 3-1.2 3-1.3 3-1.4 3-1.5 3-1.6

-_ :::j

Requirements Changes/Enhancements Motor Configuration with with Aeroheat Aeroheat Shield Shield

2-3 3-1 3-2 3-2 3-3 3-4 3-5 2 Motor Test Matrix Cycling 60 sec/axis 120 sec/axis Sweep Rate 3-6 4-2 4-2 4-2 4-2 4-4 4-5

BSM BSM BSM BSM BSM NCR BSM Delta Liftoff Boost Vehicle

Design Forward

Aft Motor No RTV Igniter Summary Delta

Configuration Configuration

Disassembly

3-2.1 4.2-1 4.3-1 4.3-2 4.3-3 4.3-4 4.3-5 4.3-6 5-1 5.1-1

Qualification Motor Vibration Vibration Criteria

Qualification Random Random

Temperature Criteria Criteria ----

Dynamics Test

2 octave/min

Vibration Shock Test

Setup

Criteria Control Equipment Test Stand Schematic

Pyroshock BSM

4-6 5-1 5-3

Six-Component Data

Ballistic

Definitions

LIST Figure 5.2-1 5.2-2 5.2-3 5.2-4 5.2-5 5.2-6 5.2-7 5.2-8 Delta Qualification Pressure vs Time, Pressure vs Time, Action Action Time Time Time

OF ILLUSTRATIONS

(Continued) Page

2 Motor vs Time, Motor S/N

Performance Motor 1000738 Motor 100734 Motor Motor S/N

Summary

5-4 5-4 5-5

Chamber Thrust Chamber Thrust Web Web

S/N 1000738

vs Time, Motor S/N

1000734

5-6 5-7

Comparison, Comparison, Total Impulse

S/N S/N

1000734 1000738 Motor

(22.2F) (129.5F) S/N 1000734

5-10 5-11

Web Action (22.2F) Web Action

Comparison,

5-12 Time Total Impulse Comparison, Motor S/N 1000738 5-13

5.2-9

(129.5F)
.j

5.2-10

Pressure (22.2F)

at Web

Action

Time

Comparison,

Motor

S/N

1000734 5-14

5.2-11

Pressure (129.5F)

at Web

Action

Time

Comparison,

Motor

S/N

1000738 5-15

5.2-12 5.2-13 5.2-14 5.2-15 5.2-16 5.2-17 5.2-18

Total Total Action Action

Time Time Time Time

Comparison, Comparison, Total Total Impulse Impulse

Motor Motor

S/N S/N

1000734 1000738 Motor Motor S/N S/N

(22.2F) (129.5F) S/N S/N 1000734 1000738 (22.2F) (129.51 =) S/N 1000734 (22.2F) (129.5F)

5-16 5-17 5-18 5-19 5-20 5-21

Comparison, Comparison, Motor Motor Thrust

Maximum Maximum Web Action

Thrust Thrust Time

Comparison, Comparison, Average

1000734 1000738

Comparison,

Motor

(22.2F) 5.2-19 Web Action Time Average Thrust Comparison, Motor S/N 1000738

5-22

(129.5F)

5-23

\
\

vi

LIST

OF ILLUSTRATIONS

(Continued) Page

Figure 5.2-20 5.2-21 6.1-1 6.1-2 6.1-3 6.1-4 6.1-5 6.1-6 6.1-7 6.1-8 6.1-9 6.1-10 6.1-11 6.1-12 6.1-13 6.1-14 6.1-15 6.1-16
Ignition Ignition Motor Motor Motor Motor Motor Motor Motor Motor Motor Motor Motor Motor Motor Motor Internal Internal S/N S/N S/N Comparison, Comparison, (22.2F), (22.2F), (22.2F), (22.2F), (22.2F), (22.2F), (22.2F), (129.5F), (129.5F), (129.5F), (129.5F), (129.5F), (129.5F), (129.5F), (129.5F), Motor Motor Pretest Pretest Pretest Posttest Posttest Posttest Posttest Pretest Pretest Pretest Posttest Posttest Posttest Posttest Posttest S/N 1000734 S/N 1000738 Forward Aft View Side View Forward Aft View Side View Case Internal View View View View (22.2F) (129.5F)

5-24 5-25 6-2 6-2 6-3 6-4 6-4 6-5 6-5 6-6 6-6 6-7

1000734 1000734 1000734

S/N 1000734 S/N 1000734 S/N S/N S/N S/N S/N S/N S/N S/N S/N 1000734 1000734 1000738 1000738 1000738 1000738 1000738 1000738 1000738

Forward Aft View

Side View Forward Aft View Side View Side View View of Nozzle/Closure View

6-8 6-9 6-9 6-10

Motor S/N 1000738 Interface Motor S/N 1000738 Interface BSM Motor

6-11 (129.5F), Posttest View of Nozzle/Closure 6-12 Details O-ring Ablation 6-13 6-14

Configuration

Summary

of BSM

Aft Closure

vii

LIST

OF ILLUSTRATIONS

(Continued) Page

Figure 6.3-1 6.3-2 6.3-3 6.3-4 6.3-5 6.3-6 6.3-7 6.3-8 6.3-9 6.3-10 6.3-11 6.3-12 6.3-13 6.3-14
Vulcanized Posttest Vulcanized Posttest Vulcanized Posttest Vulcanized Posttest Vulcanized Posttest Vulcanized Posttest Vulcanized Posttest Vulcanized Posttest Insulated Aft Closure, Motor S/N 1000734 (22.2F),

6-16 Insulated Aft Closure Motor S/N 1000734 (22.2F), 6-17 Insulated Aft Closure Motor S/N 1000734 (22.2F), 6-17 Insulated Aft Closure, Motor S/N 1000734 (22.2F), 6-18 Insulated Aft Closure, Motor S/N 1000738 (129.5F), 6-18 Insulated Aft Closure, Motor S/N 1000738 (129.5F), 6-19 Insulated Aft Closure. Motor S/N 1000738 (129.5F), 6-19 Insulated Aft Closure. Motor S/N 1000738 (129.5F), 6-20 (Demonstration Unit), Vulcanized Insulated 6-21 Unit), Sectioned, 6-22 Unit), Sectioned, 6-22 Unit), Secondarily Bonded 6-23 Unit) Sectioned, Secondarily 6-24 Unit) Sectioned, Secondarily 6-24

Sectioned, Unfired Aft Closure

Closeup of Unfired (Demonstration Vulcanized Insulated Aft Closure Closeup of Unfired (Demonstration Vulcanized Insulated Aft Closure Sectioned, Insulated Closeup Bonded Closeup Bonded Unfired (Demonstration Aft Closure of Unfired (Demonstration Insulated Aft Closure of Unfired (Demonstration Insulated Aft Closure

Vlll

LIST Figure 6.3-15

OF

ILLUSTRATIONS

(Continued) Page

Sectioned, Fired Vulcanized Insulated Motor S/N 1000734 (22.2F) Closeup of Fired, Sectioned, Motor S/N 1000734 (22.2F) Closeup Motor of Fired, S/N 1000734 Fired, Sectioned, (22.2F) Insulated Vulcanized

Aft Closure, 6-25 Insulated Aft Closure, 6-26

6.3-16

6.3-17

Vulcanized

Insulated

Aft Closure, 6-26

6.3-18

Sectioned, Motor S/N

Vulcanized (129.5F)

Aft Closure, 6-27 Insulated Aft Closure, 6-27 Insulated Aft Closure, 6-28 Insulated Bonded Bonded Aft Closure Insulated Insulated with Aft Closure Aft Closure 6-28 6-29 6-29

1000738

6.3-19

Closeup of Fired, Sectioned, Vulcanized Motor S/N 1000738 (129.5F) Closeup of Fired, Sectioned, Vulcanized Motor S/N 1000738 (129.5F) Sectioned, Closeup Closeup Fired, of Fired, of Fired, Secondarily Sectioned, Sectioned, Bonded Secondarily Secondarily

6.3-20

6.3-21 6.3-22 6.3-23 6.3-24

Vulcanized Insulator Performance Bonded Insulator Performance Aft Closure Insulator Thickness (129.5F)

Comparison

Secondary 6-31

Measurements Uninsulated Igniter Assembly,

6-32

Motor S/N 1000738 Posttest View 6.4-2 Motor S/N 1000738 Igniter 1000734

6-34 (129.5F) Adapter (22.2F) Igniter Assembly, Assembly, Posttest Posttest View Closeup 6-35 6-38 Isostatic ATJ Inserts 6-43 Igniter Assembly, Posttest Closeup 6-34 6-35

of Uninsulated Motor S/N

Motor S/N 1000734 (22.2F) Igniter of Uninsulated Igniter Adapter Igniter Assembly on Postfired

QC Report

ix

FOREWORD This report, presented in three volumes, provides the results of a two-motor for Delta Qualification into

2 program conducted in Booster Separation Motor Vulcanized-in-place New iso-static ATJ Adhesive Deletion Deletion Deletion EA 9394

1993 to certify the following (BSM) flight hardware:

enhancements

incorporation

nozzle aft closure insulation bulk graphite throat insert material for bonding the nozzle throat, igniter grain rod/centering insert/igniter case adapter insulator ring adapter/igniter case interface igniter retainer plate from threads. Quality Management new (TQM) throat

of the igniter of the igniter of Loctite above

RTV

from

The enhancements Team insert Testing

directly

resulted

(1) the BSM Total

initiatives to enhance and adhesive systems was completed to screen at

the BSM to replace both the

producibility, and (2) the necessity to qualify existing materials that will not be available. component (e.g., and motor levels. Component adhesive

testing and

was to

accomplished

candidate

materials

throat

materials,

systems)

optimize processes (e.g., aft closure insulator into the test motors. Motor testing --consisting

vulcanization approach) prior to their incorporation of two motors, randomly selected by USBI's on-

site quality personnel from production lot AAY, which were modified to accept the enhancements were completed to provide the final qualification of the enhancements for incorporation into flight hardware. addresses the motor level test results with summary discussions of the component

This report level testing Qualification

where appropriate. 2 testing. Volume Space Flight HI provides and plans

Volume I discusses the results obtained from the Delta II details the environmental testing (vibration and shock) Center (MSFC) to which the motors various supporting documentation the testing were subjected prior to to Volumes I and II, Qualification units.

conducted at Marshall static testing. Volume including the analyses

that governed

of the two Delta

Section

INTRODUCTION The Shuttle Booster reviews, of Separation demonstrated 11-year old Motor (BSM) flight has been success proven rate, series 1-7), to be a very of controlled further robust overtests, verified design. Not

only has the BSM component static testing robustness.

a 100% motors (see

but following which

the post-Challenger including the design

the BSM was subjected

to a thorough references

With the continued success Quality Management/Continuous ducibility. alone Some of these impact did not directly

of the BSM, the BSM TQM team has put forward Improvement (TQM/CI) initiatives for enhancing involved design and enhanced which production were readily and inspection implemented. 12% for BSM. streamline

several Total the BSM promethods which initiatives

initiatives the BSM

These

are estimated

to provide have

a cost reduction been identified however, these TQM/CI

of approximately which impact could the BSM further

Additional tion process. or process Process (1)

enhancements These changes. Changes

the BSM either

producmaterial

enhancements, Specifically,

design are:

and involve

enhancements

Vulcanize

the insulation

to the nozzle

closure

instead

of secondarily

bonding

the insulathe and

tion. This improves the bond strength, provides total bondline closure insulation re-work which has occurred with the secondarily potentially (2) eliminates the need for NDT of this interface.

contact, bonded

eliminates approach,

Delete the use of the silica-filled NBR insulator ring on the aft face of the igniter adapter due to the relatively low heat flux and large heat sink present in this forward dome area for the short motor action time. Delete interface Delete capture the use of an RTV adhesive protective low heat bead at the igniter charge case-to-igniter dome retainer case. adapter area. due to the thread due to the relatively the Loctite design feature flux present booster in this forward

(3) (4)

on the igniter

plate threads

of the igniter

adapter

and the igniter

Material (1)

Changes

Qualifying a new adhesive (EA-9394 epoxy) in conjunction with environmentally friendly cleaning agents for bonding the nozzle throat insert into the nozzle closure due to future unavailability of the present bulk graphite centering EA-913NA/L-3 bulk due ATJ insert epoxy ATI adhesive. nozzle throat material with an isodiscontinuance case and of the slurry-molded grain rod into the Replace the present slurry-molded graphite

(2)

static molded material. (3) Bond

to the vendor

the igniter

into the igniter

the igniter epoxy) using of the present

igniter centering friendly cleaning epoxy adhesive.

insert with agents due

a new adhesive (EA-9394 to the future unavailability

environmentally EA-913NA/L-3

1-1

In orderto introducetheseenhancements future ShuttleTransportation into System(STS)flights, qualification of theseenhancements througha seriesof componentandmotorenvironmentaland static testswascompleted.This test effort, designated Delta Qualification2, culminatedin the testingof two, randomlyselectedBSMs (one forward and one aft motor) from productionlot AAY. Thesetwo motorsincorporatedthe previouslymentioneddesign/enhancement changes. The Delta Qualification2 motorsweresubjectedto environmentalconditionscompliantwith the 10SPC-0067 specificationrequirements modified by USBI directionandsubsequently as static testedunder temperature conditionswhich were outside of the specificationlimits. This latter requirementeffectively providedan overtestof the enhancements a motor environmentand in providedadditionalconfidencein their acceptabilityfor incorporationinto future STSmissions. All testsweresuccessfully completed. he testswereperformedto verify, item by item, that the T design enhancements/changes would support motor function to all of the 10SPC-0067 requirements. This report documents resultsof the two Delta Qualificationenvironmental nd statictests. the a The resultsreportedhereinprovide the basisfor the qualification of andthe recommendations for incorporationof the BSM enhancements identified aboveinto STSflight hardware. Section 2 of this report presentsa summary of the verifications performed to justify the Certificationof Qualification(COQ)of theproposedconfigurationaccordingto therequirements of 10SPC-0067A. Verifications wereaccomplished meansof similarity, analysis,inspection, by demonstration andtest.Includedin Section2 is the BSM certificationmatrix, which providesa completesummaryreporton the formal demonstration conformance the BSM certification of to requirements. BSM certification requirementswere specified to include various test demonstrations which constitutea significant portion of the verifications summarizedin Section2. Section3 containsdetaileddescriptionsof the test motor configurations and conditionswhich provided certification test data. Section 4 presentsthe descriptionand summary of the environmentaltests,the detailsof which are providedin Volume II. Section5 presents resultsof the motorstatictestsandevaluates the their performance againstthe motorperformance requirements f the 10SPC-0067pecification.Motorperformance o s compliance with the specificationis mandatoryfor a valid enhancement qualification. Section6 presents anevaluationof eachof the enhancements well asof the overall motor and as of the sealing O-rings. The enhancementdiscussionsaddresseach TQM initiative under investigation,the successcriteria against which the performanceof each enhancement as w judged, the test resultsfor eachenhancement, conclusionsbasedon the test results/sucess the criteria and the recommendation eachenhancement. for Section7 providesthe top level summaryof conclusionsandrecommendations resulting from this Delta Qualificationeffort. 1-2

Volume II presentsthe test reportpublishedby MSFC documentingthe environmentaltesting of the two Delta-Qualificationmotorsat their facility in Huntsville, Alabama. Volume I1 presents seriesof appendicies a which provide additionalsupportingdocumentation for the efforts discussed VolumesI and II. in
Based included flight on the hardware. results Delta of the tests Qualification reported motors herein, are all of the recommended design/enhancement for incorporation changes in BSM

in the

1-3

Section DELTA The the Delta Qualification of involved 2 testing BSM End QUALIFICATION program Item has been Specification

2 2 SUMMARY successfully 2 activities completed Table are listed in accordance VII. 2-1. The with BSM

requirements

10SPC-0067A,

configurations

in the Delta

Qualification

in figure

I BSM

P/N

Motor 1000738 1000734

S/N

Nozzle WO442 10705

S/N

Igniter 5569 5568

S/N

Case 10511 IO705

S/N

B12000-13-01" B 12000-14-01t *Forward tAft motor motor

Figure Demonstration of compliance

2-1. Motor with specification

Component

Identification was accomplished by a combination and (5)

requirements

of five verification methods: (1) similarity, (2) analysis, test. These methods are defined as follows: Similarity. existing where The design. appropriate, enhancements In all cases, comparison identified above were were of the

(3) inspection,

(4) demonstration

considered similar

to be improvements design. with that of the original methods to further

over

the

the enhancements of the enhancements

to the existing

Therefore, design the validate

performance following

was used in combination with one or more acceptability of the specific enhancement. Analysis. Verification by analysis was

accomplished between

by

an

analytical

evaluation

of

the

enhancement or by an analytical comparison which had been previously verified. Inspection. observations to drawings configuration Verification indicating and specifications to be certified. Prior were vulcanized to by inspection which

the enhancement

and the original

design

was

accomplished involved been prepared

by

measurements program in accordance

and

visual

that the motor

hardware

in the certification

conformed

had previously

with the design

Demonstration. enhancements adhesive aft closure screening)

incorporation hardware

into which

motor conformed

for

verification to the proper

by

test,

selected (e.g., (e.g., (e.g.,

subjected insulator)

to demonstrations for the purpose

through

the use of standard obtaining

test specimens configurations database

or component

of either etc.)

an extended or optimizing

impact of external environments (e.g., vulcanized insulator) prior Test. Verification to motor level

such as fog, salt, to test.

for enhancing

the process

by test was accomplished environments, recording

by testing the results

hardware

in two BSMs

that were subjected those results to the

of the test and comparing

2-1

10SPC-0067 performance requirements. he scopeof this activity alsoincludesthe Engineering T analysisof the testdatato demonstrate complianceto the 10SPC-0067pecification.The results s of theseanalysesarereportedin Section4. Figure 2-2 providesa cross referencebetweenthe Delta Qualification enhancements nd the a verification methodsdescribedabove. Figure 2-3 provides a compliancematrix betweenthe requirements Specification10SPC-0067 the Delta Qualificationtest results. of and The applicabletest plansusedin governingthe Delta Qualification testingareas follows: Delta QualificationTest Plan,CSD 5597-93-1,Rev. B Mix Acceptance Motor Test,CSD SpecificationNo. SE0837,asmodified by USBI direction Copiesof thesedocuments included as Appendices andE, respectively,in Volume III of are D this report. All essentialBSM requirementsfor controlling the manufacturing,processingand testing operations thetwo BSM Delta Qualificationmotorswereverified anddocumented CSD's for by
Quality by NASA recorded Assurance were in CSD department. verified manufacturing In addition, books reports copies all Air Force mandatory These inspection documented center. with the two Delta to each motor III. points identified are by the local Govemment/QA which (NCRs) group. verifications

are on file in the QA data were processed showing

A total of 18 non-conformance Qualification is shown 2 motors. in Section 3.1 with

in connection

A summary

listing

of the NCRs

their applicability

of the NCRs

provided

in Appendix

J of Volume

Verification Method Enhancement Description Vulcanized aft closure insulator Delete igniter adapter insulator Delete igniter adapter RTV bead Delete Loctite on igniter booster charge retainer plate Qualify EA-9394 for throat insert bondng Qualify EA-9394 for igniter component bonding Qualify iso-motded ATJ for throat insert X X X X Similarity X X Analysis Inspection X X X X X X X Demonstration X Test X X X X X X X 93508-003

Figure

2-2. Enhancement

vs Verification

Method

x...j

2-2

Performance/ Design 10SPC-0067A 3.2.1 BSM Performance

r,

Certification Requirement

Certification Method/ Source

Ce_fication

Results

3.2.1.1 Propulsion

Ballistic performance as specified in paragraph 3.2.1 over bulk temperature range of +25 to +125F No debds shall be generated

Test two Delta Qualification 2 Performance met all specification motors ireduirements (see section 5, and subsections 6.1 and 6.2) Test two Delta Qualification 2 High-speed film and posttest inspections motors showed no debris generated (see subsection 6.3.3) Test two Delta Qualification 2 Sustained environmental tests (see motors Volume II) and static tests (see section 5); high-speed film showed no debris (see subsection 6.3.3) Test two Delta Qualification 2 Sustained static tests (see section 5); motors posttest inspection showed no hot gas leakage (see subsections 6.1,6.2, 6.4, 6.5, 6.6) Test _vo Delta Qualification 2 Sustained static tests (see section 5); motors posttest inspection showed no debris (see subsections 6.4 through 6.6) Test two Delta Qualification 2 Posttest thicknesses show minimim motors; measure factor-of-safety of 1.33 (see subsection thicknesses 6.3) Test two Delta"QualificationTemperatures were less than 290F 2 motors subsection 6.1)

3.2.1.2.1 Debris Protection

3.2.1.2.3.1 Nozzle Operational Loads

Preclude debris and withstand operational loads

3.2.1.2.3.2 Igniter Assembly

Preclude hot gas leakage

3.2.1.2.3.2.1 Igniter

Preclude debris generation

",,,...J
3.2.1.2.3.7 Insulation Thickness Factor-of-Safety 3.2.1.2.3.9 Maximum Case External Temperature 3.2.1.2.3.12 Cork Bonding 3.2.5.2 On-pad Stay Time Ensure posttest thickness meets 1.25 factor-of-safety

Verify maximum case external temperature is less than 290F during soakout

(see

Tensile bond strengths 50 psi Performance to all to

Porta-pull tests after case painting Environmental and static

Porta-pull tests on aft case successful (see subsection 6.1) Performance of both motors met all specification requirements (see Volume II and section 5) Performance of both motors met all specification requirements (see Volume IIand section 5)

requirements after exposure natural and induced environments Performance to all

;testing two Delta ;Qualification 2 motors

3.2.7.2.2.1 Right Vibration and Shock

requirements after exposure to environments from liftoff and boost phases Adequate strength and stiffness for all environments

Environmental and static testing two Delta Qualification 2 motors

3.3.6.9 Strength and Stiffness

Thermostructural analyses and environmental/static testing two Delta Qualification 2 motors

All margins of safety were posilive for design changes (see Volume III)

940689-001

Figure

2-3. with

Delta

Qualification

Test

Results

Compliance

Specification

10SPC-0067

Requirements

2-3

Section 3
TEST This section addresses 2 motors and results examinations. CONFIGURATIONS. that have been 3.1-5 which 3.1-2 static validated identify were shows testing test program through Figure and The enhancements by the adhesive the through noted Delta used in figure 3.1-1 test are the changes program 2 testing qualification 3.1-3 shows vibration and program. and motor of the the aft to the the were CONFIGURATIONS motor test configurations Specific in Sections AND and CONDITIONS test conditions to which and the static Delta test results

Qualification description of posttest 3.1 the TEST BSM

subjected.

discussion

of the environmental Section

are presented

4 and 5, respectively.

6 presents

qualification of the forward assembly cycling

vulcanization Figures system modified motor. testing 3.1-2

for certification tested

Qualification to establish and figure at CSD,

the configurations to provide the forward at CSD motor

and aft motors

components BSM. Both at MSFC, motor

the data to thermal

configurations

were subjected

and shock

as described

in subsequent

sections

of this report.

Each motor was subjected shield attached to simulate functioning. area design detailed
:=

to the environmental the nozzle exit cone provides a detailed incorporated aft end design

shock and vibration testing mass distribution experienced of the forward/aft two motors. enhancements. into these change Figure

with an aeroheat in an actual SRB igniter 3.1-5 adapter a provides

Figure

3.1-4

description

motor

change/enhancements of the motor

description

k._J
41

Process Changes Vulcanize insulation to the nozzle closure instead of secondarily bonding the insulation to improve bond strength, provide total bondline contact, eliminate closure insulation re-work which has occurred with the secondarily bonded approach, and potentially eliminate the need for NDT of this interface Delete use of the silica-filled NBR insulator ring on the aft face of the igniter adapter due to the relatively low heat flux present in this forward dome area Delete use of an RTV protective bead at igniter case-to-igniter adapter thread interface due to the relatively low heat flux present in this forward dome area

Material Changes Qualify new, environmentally friendly adhesive (EA-g394 epoxy) for bonding the nozzle throat insert into the nozzle closure due to future unavailability of the present EA-913NA epoxy adhesive

Replace present slurry-molded bulk graphite ATJ nozzle throat material with an iso-static molded bulk graphite ATJ due to the vendor discontinuance of the slurry-molded material Bond igniter centering insert into igniter case and igniter grain rod into igniter centering insert with new adhesive (EA-9394 epoxy) due to the future unavailability of the present EA-913NA epoxy adhesive

Delete Loctite adhesive on the igniter booster charge retainer plate threads due to the capture design feature of the igniter adapter and the igniter
case

93508-004

Figure

3-1.1.

BSM

Design

Changes/Enhancements

3-1

See detail A I (figure 3.1-4)] Forward O-rin-s ,--Aft closure _-"_ ,_

IAA_ Through-bulkhead

initiators (l"Bls)(2)

_'_ "_ II
_l

Iv===

/ l ' II
I] __. -_ Forward _ 31.00 In. Motor

II
II _

II

I
I

- I " _Aeroheat

I
"-

I
I I

.,.,.,.,

.....

Igniter /[ adapter-J [ 1.89 in. _

93508-005RS

Figure 3.1-2. BSM

Configuration

with Aeroheat

Shield

Thermal protectionsystem (TPS) (cork)

_: z:z

zz_

r-_

Aeroheat shield
93508-006RS

Figure 3.1-3. BSM Aft Motor

Configuration

with

Aeroheat

Shield

,,.j

3-2

_...i j

-...j

3-3

93508-008J

Figure The 3.2 nonconformance TEST reports

3.1-5.

BSM

Igniter motor

Disassembly are listed under which The in figure 3.1-6. and components identified in in the

(NCRs)

against

each

CONDITIONS. 3.1 were tested

The various

test conditions

the motor

of subsection figure

are described

in this subsection. drawing

configurations

2-1 were

tested according

to the controlling

or specification

as referenced

test matrix of figure 3.2-1. Figure 3.2-1 is a matrix description of the environmental test and physical test conditions. The sequence in which each motor was subjected environmental listing for each conditionin_testing motor. testing of Delta Qualification 2 motors, other than temperature Space and static testing is identified by the numerical

test, static to various sequence

All environmental prefire (MSFC). temperature

cycling Hight

and

conditioning

static

fLring, was performed

at the Marshall

Center

k._J

3-4

Nomenclature

Part No.

Serial No. A. Motor SIN 1000734

NCR

Comments

Motor assembly, final Motor case, loaded Case/aft closure Case/aft closure Adapter, igniter Nozzle assembly Nozzle assembly Nozzle assembly Nozzle assembly Closure, aft Anti-oxidant HX-752 Motor assembly

B12000-14-01 B12002-02-01 B12018-02-01 B12018-02-01 B12016-02-02 B12003-10-01 B12003-10-01 B12003-10-01 B12018-14-01 B12003-09-01 SE0724 SE0754 B12000-14-01-501

1000734 10705 10705 10705 5568 10705 10705 10705 10705 10705 L_ 20, all motors Lot 50, all motors 1000734 B. Motor S/N 1000738

D12181 D10909 B13616 B19943 D05044 Dl1910 Dl1923 D12186 D10070 D14417 D08388 D08262 D12394

(Superseded by B19943)

!VMRR 006184

i Motor case, loaded Case/aft closure Case/aft closure Adapter, igniter Nozzle assembly Nozzle assembly Nozzle assembly Closure, aft Anti-oxidant HX-752 Motor assembly

B12002-02-01 B12018-02-01 B12018-02-01 B12016-02-02 B12003-09-01 B12003-09-01 B12003-09-01 B12018-14-01 SE0724 SE0754 B12000-13-01-501

1000738 10511 10511 5569 W0442 W0442 W0442 W0442 Lot 20, all motors Lot 50, all motors 1000738

D10909 B13616 B19943 D0504 Dl1927 Dl1959 D10275 D14416 D08388 D08262 D12391

(Superseded by B19943) VMRR 006185 VMRR 006186

940689-002

Figure

3-1.6.

NCR Summary

3-5

Test Environment BSM P/N Serial numbers Temperature cycling" Liftoff vibrationt Boost vibrationt Vehicle dynamics vibrationt Vibration conditioning temperature Ordnance shock (ambient)t Prestatic test X-ray" Motor test at specified temperature (reference SE0837)* Closure UTttap test*
,=,

Forward B12000-13-01 1000738 1 2 2 2 125+5/-0 F 3 4 (130+5/-0F) 6

Aft B12000-14-01 1000734 1 2 2 2 25+0/-5F 3 4 (20+0/-5F) 6

" Conducted by CSD t Conducted by MSFC (Marshall Space Flight Center) Note: Liffoff, boost, and vehicle dynamics vibration may be performed in any sequence to save time and cost, and the motor S/Ns specified will be conditioned at the temperature shown. Numbers listed below each motor indicate sequence of test environments. 940689-003

Figure 3.2-1. BSM Delta Qualification

2 Motor Test Matrix

3-6

Section M.J ENVIRONMENTAL In order to qualify the BSM enhancements

4 DESCRIPTION into flight hardware, the two Delta

TESTING

for incorporation

Qualification 3.2-1. This detailed

2 motors were subjected section summarizes the presented in Volumes

to environmental and static tests as summarized in figure results of the pre-static test environmental testing with II and 11I. the planning acceptance records with respect to the

results

Appendices details Section 4.1 tested testing

A and B in Volume

111 provide

of the environmental 5 addresses

testing. of the static tests. Prior to conducting bonded This to the same vibration testing was the Delta and shock done Qualification adhesive environments to 2 was

the results

INERT

MOTOR

VIBRATION

TESTING. with components facility

environmental by MSFC as in the

tests, an inert motor at the Huntsville, for Delta Delta

with the new EA 9394

Alabama

test plan

Qualification Qualification

2 motors.

as a precursor

the f'mal assembled

2 motors. adhesive laboratory tests (see subsection to verify that, 6.7 in this after the survive before

This test was an extension volume and Appendix

of the EA-9394

H in Volume

11I). The

purpose

of this test was

adhesive EA 9394 had been chosen by qualification lab tests, the assembly the actual SRB/ASRM launch/boost/vehicle dynamic shock and vibration testing 4.2 live motors. CYCLING. were subjected The was initial environmental cycling. test Each to

bonds would environments

TEMPERATURE 2 motors

which

both

Delta

Qualification

temperature

motor

was temperature

cycled at CSD through three continuous cycles as shown in figure 4.2-1. Each temperature cycle consisted of stabilizing the motor at 133+3F for 24 hr, transferring within 5 rain to a cold chamber until stabilized at -13_+3F for 24 hr and then within 5 rain returning the motor to the hot chamber (approximately Both motors and stabilizing 70F). were again at 133_+3F for 24 hr for the start of the next cycle. cycle, the motors were allowed time to recover to ambient was temperature subjected provided cycling for the motors temperature III. temperature extremes cycling, both testing 7 days. as verified by the At the end temperature of the third cold conditioning

The total

successfully histories AND

to the required in Appendix SHOCK

cycles

recorded

temperature

A in Volume Following

4.3 VIBRATION motors at ambient The CSD motors

ORDNANCE (see Volume II).

TESTS.

were shipped temperature were

to MSFC

for vibration

testing

at temperature

and shock

subjected described

to combined in figures m.

forward/aft/SRB/ASRM 4.3-1 through 4.3-3 and with these

vibration in the

tests test

as specified in Volume

to in II

by USBI

and

plan provided

Appendix

C of Volume

III. Compliance

test requirements

is presented

and Appendix

B in Volume

4-1

Cycle 1
r--

Cycle 2

Cycle 3

I
i

I
1

11 II II
3"F 3"F

! I
3F

I
3"F

II ' II
3F

!I

70"F

I
2 3 Procedure

r
2

I
3

r
2

i
3

(1) Hold the motors at a atabllized average air temperature of 1333F for 24 hr minimum. (2) Subject the motors -133"F within 5 min of removal from the 133"F conditioning. Hold the motors at a stabilized average air temperature of -133"F for 24 hr minimum. (3) Subject motors 133,3"F within S rain of removal from the -13"F corKIItionlng. Hold the motors at a stabilized average air temperature of 1333F for 24 hr minimum. (4) After repeating steps (2) and (3) two more times (a total of three cycles), allow the motors to recover to ambient temperature (approximately 70F) prior to further procezmlng. The total temperature cycling period Is approximately 7 days. 93508-011 DD

Figure 4.2-1.
Radial Axis 20 55 200 280 200 to to to to to to 20 Hz at 55 Hz at 200 Hz at 280Hzat 1200 Hzat 2000 Hz at 2000 Hz at 0.017 +6 0.077 -11 0.022 -4.5 0.010 g2/Hz dB/oct g2/Hz dB/oct g2/Hz dB/oct g2/Hz

Delta Qualification

Motor

Temperature

Cycling

Radial Axis 20 200 350 1000 to 200Hzat 0.54 g2/Hz to 350 Hzat -12 dB/oct to 1000 Hz at 0.060 g2/Hz to 2000 Hz at -6 dB/oct to 2000 Hz at 0.015 g2/Hz Composite = 14.0 grrns Longitudinal and Tangential Axes 20 to 800Hzat 800 to 2000 Hz at 0.24 g2/Hz -4 dB/oct

Composite = 6.9 grms Longitudinal and Tangential Axes 20 to 20 Hz at 0.016 g2/Hz 75 Hz at +3 dB/oct

2000 Hz at 0.071 g2/Hz Composite = 18.4 grins 93508-013

75 to 1000 Hz at 0.060 g2/Hz 1000 to 2000 Hz at -3 dB/oct 2000 Hz at 0.030 g2/Hz Composite = 10.0 grins 93508-012

Figure 4.3-2. Boost Random Vibration Criteria -- 120 sec/axis

Radial Axis

Figure 4.3-1. Liftoff 60 sac/axis Criteria -- Random Vibration

I
I

2 to
10 to 5 to 2 to 5 to

5 Hz at

2.0 g peak"

i I I I

40 Hz at 3.7 g peak* 10Hzat 0.7 gpeak* Longitudinal and Tangential Axes 5 Hz at 10 Hz at 4.3 g peak* 0.7 g peak* 4.3 gpeak* 93508-0 lz

I*Design criteria Hzat 10 to 40 only

4-2

Figure 4.3-3. Vehicle Dynamics Criteria -- 3 octave/min Sweep Rate

The figure

test fixture 4.3-4 axes parallel was II). placed

and was

arrangement tangential motor accomplished

of instrumentation and long-itudinal by table rotating the axis (see Volume that was

for the

motor

vibration brackets

tests 90 on

is shown a slip axis

in and

for the radial,

test axes. motor/attach perpendicular

Testing

in the longitudinal radial driver axis testing, motor

tangential oriented motor Volume

table the (see

to the driver

II). To accomplish to the

on a horizontal

The two Delta 4.3-5 The 4.3-6. at ambient fixture, Shock

Qualification temperature. motor attached

2 motors The installed, to the

were subjected SRB aft motor

to ordnance thrust mount

shock was

tests as def'med used plate for motor as shown and BSM

in figure mounting. in figure length of was

with cord

was mounted 4.3-1 were backside of the

sideways plate

on a vertical to which

levels

per figure

achieved

by control

of the location the mounted

detonation attached.

motor

Volume II provides summarized above. following return

the detailed results Section 5 addresses motors

of the environmental the results of the to CSD from MSFC.

testing conducted at MSFC and static tests which were completed

of the loaded

-_._j

4-3

4-4

Ordnance Shock Response Spectrum (Q = 10) 50 to 50 Hz at 100 Hz at 24 g peak +12 dB/oct

100 Hz at 94 g peak 100 to 4000 Hz at +6 dB/oct 4000 to 10000 Hz at 3750 g peak Shock spectrum tolerance: +6 dB 93508-016

Figure 4.3-5.

Shock Test Criteria

4-5

|K

4-6

Section DELTA Following completion QUALIFICATION of the environmental MOTOR

5 STATIC TEST RESULTS 4, the two BSMs in Section 1, were

tests at MSFC

described

in Section identified

from production Lot AAY, which returned to CSD for static testing. Appendices static Both ST-3 testing D and E in Volume The

incorporated

the enhancements

III provide results

the

detailed

test procedures

and

planning

for the

of the motors.

of the static

tests are reported

in this section. conducted in test bay test stand illustrated

static firing tests in the BSM Delta Qualification at the CSD Coyote Facility in San Jose, CA using 5-1. conditioning was accomplished transferring to ensure

2 program were the six-component

in figure Motor

temperature

by preconditioning the motor that the motors

the motors were

to the specifiied and completing mean

conditions

for a minimum

of 24 hr, then

to the test stand

static testing within the time period required bulk grain temperature at time of test.

at the desired

calibration

_k

25K

test motor

5K

Motor support cradle

Motor _.

500 Side calibration

93508-017JH

Figure

5-1.

BSM

Six-Component

Test Stand

Schematic

5-1

Thermal analyses (see Appendix which were used to establish temperature. Motor weights were taken

F in Volume IIT) were conducted the "time out of conditioning"

to provide to achieve

parametric the desired

plots test

both prior

to conditioning

and

after

static

firing. The objective enhancements

5.1 CERTIFICATION CRITERIA FOR STATIC of the static testing of the two Delta Qualification identified could in Section 1 of this report for incorporation enhancements all motor to representative in BSM flight be qualified for these to meet

TEST motors motor hardware. the motors

PERFORMANCE. was to subject the environments

so the enhancements

In order required

to be validated, performance motor sec

used

for their

qualification

were

ballistic

parameters performance

as defined acceptance

in USBI criteria

specification had to be met:

10SPC-0067. Maximum Minimum Maximum Maximum Minimum Maximum Minimum Ignition The 5.2

Specifically, web action

the following time of 0.805

web action time total impulse of 14,000 lb-sec pressure at web action time of 2,000 psia total time of 1.050 sec action thrust web interval time total impulse of 29,000 lb action time average 0.030 ballistic between of 15,000 thrust lb-sec lb

of 18,500 sec.

sec and 0.100 parameters

definition STATIC at

of the above TEST

is provided motor

in figure

5.1-1. was temperature-condiconditioned at 20F

RESULTS. and

Delta motor

Qualification S/N

S/N 1000738 temperature

tioned

130F

(+5/-0F),

1000734

was

(+0/-5F). Based on the actual temperature conditioning data, the "out of conditioning" thermal analysis (see Appendix F, Volume HI), the prevailing ambient conditions at time of test, and the selected out of conditioning time, the bulk temperatures of the propellant were 129.5F for motor S/N 1000738 and 22.2F for motor S/N 1000734. The selected "time out of conditioning" requirement performance was fired was of 30F parameters assessed based and on obtaining above. analysis of the test data and bulk grains at time of test

propellant

temperatures not lead

outside

of the specification of the motor

120F but within identified

a range

that would

to violation Motor

performance

acceptability to previously method with similarity, pre-production which (IEWA

by (1) engineering test (LAT)

(2) by similarity The For LATs _x..j AAW. primary were the

lot acceptance performance

motors. analysis to that wherein 10SPC-0067. obtained AAR mandrels for the through under the

evaluation compared by

for motor the motor have 018333,

was by engineering requirements was the compared eight using Contract

results

the motor

performance performance

of Specification production Lots

analysis These

for the BSM BSM

lot 400-2907 been NASA

and

are the motors contract

manufactured Prime

the aluminum NAS8-36300).

the present

5-2

",,,.J
PcT!

Pc EWAT 2 o.u IT TT

k--

l::m
Time Where :

,,._d

pressure, pela PC _ chamber WAT = web action time (EWAT - BWAT), sec BWAT = beginning of web action time, sec EWAT = end of web action time, eec IT = Ignition time, sec TI'= total time, see AT - action time, EAT = end of action time,

sec

93508-018RS

Figure The high-speed debris 5.2.1 motion pictures

5.1-1. (1000

Ballistic fps) were

Data also

Definitions and verified the absence of any

reviewed

in the motor Motor

plume. by Analysis. The motor performance results based on engineering

Performance

analysis of the two Delta Qualification motors are summarized in figure 5.2-I. As shown, both motors demonstrated compliance with the specification requirements, even for the intentional "overtest" conditions achieved. 5.2-5 present detailed Qualification motors. ballistics with plots of pressure versus time and axial As noted in the review of this data, evident in either the pressure thrust versus both motors data.

Figures 5.2-2 through time for both Delta exhibited 5.2.2 units, satisfactory

no anomalies

or thrust

Motor CSD

Performance had completed

by Similarity. a pre-production

At the time batch

of testing BSM

of the two Delta production

Qualification through

and eight

lots (AAR

AAY) using the aluminum casting fired, one conditioned at 30+5/-5F

mandrels. Each propellant batch had two LAT motors static and one conditioned at 120+5/-5F, for acceptance of the proD in Volume III). All LATs were tested within 30 rain after

-,,.j

pellant removal

per SE0837 from

(see Appendix

conditioning. 5-3

Specification Parameter Web action time, sec Web action time total impulse, Ib-sec Pressure at web action time, psia Total time, sec Action time total impulse, Ib-sec Thrust, Ib Average thrust web action time, Ib Ignition interval, sec

Specification Criteria 0.605 maximum 14,000 minimum 2,000 maximum 1.050 maximum 15,000 minimum 29,000 maximum 18,500 minimum 0.030 to 0.100

SIN 1M738" (Temperature = 129.5eF) 0.612 14,600 1,886 0.781 18,455 24,199 23,874 0.034

SIN 1M734 (Temperature = 22.2F) 0.736 14,866 1,617 0.937 18,415 20,608 20,211 0.054

*Pre-test propellant weights, Ibm: S/N 1M738 = 76.7; S/N IM734 = 77.3 940689-004

Figure

5.2-1.

Delta

Qualification

2 Motor

Performance

Summary

2OOO

i..}.!-!.!..._.;. _..:...._i..'. _t_;_._:_:_;_r!_t_:_t_._:_t_`_:1``_:_;_t_r_;.;_:_;:1:;_:_:_ syrup= .

_.,--,.i-* -_--,.1-_..-,-_-.o-,-._...-w--*-;-4._.o ,._-,-9.._. -.,._..$.,.-_..wo.-_o -p4.o$.*..._-_*_-4. -$-

,i!!i; ;,; :;;, ;;;; ii!!:!l: i!ii:iit::i:i: iii;lii!!!!i!ii;t;iiiiii!;i!ili!; il;!! !!!l!!i!i! ii:i !i!liiiiiiiii!iil!iiii ti!ii!!i! !i::i
oq._ripUon
._.

i.!..!-!-..i...Li.-i.--i-!--i. .i-.i-!:-=.::i:!..i.i---i--!-i.-!- .!.i..!-!...!..i.!+ ..!.L,:_...,..:,.LL..,. ,.

1500

_'_

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:'. ;...;.._...t.;...;,._..._.l-.:..;...;.;. "_'i"i'i"'i"}'_"_"-!'!--i'i",,"-i'i"}-"i'i-'i'!'-i"i'i-'i---;-i'-i'i -i-'ii !'-'!'!'-i-i" i"}-i'_ . ... i.;...._:" f " " "'"" " ";''"':" 4..".... "_'''" " ";" !f!-i-'i'i--!'-i-i--i-'-!-!--i-!---;""'t"":"';'"f';"" "_";"'";'" ":";"t" " '1" "_';'" ;'J"t';'" !""" "t""":'""";"1" ";";'" t"" ";";'" i"! ._._...;.i..-'.'.-F_-4..-_-,:--.:-':-..-.'_-.;. -_---_--.'-._.,,'--:;.,.'.-_._..':.-i-i...:....;-..'--_-;..._-..:-;.-4-_.-_-.;...'-.,,'...L..'.._..:.;..;...'.._.._-i-.i _';i:_::i:i::l:i::_:J::i:t::i:i::i:!::[.i::i , .,.'-._.*:--_i::i:_::_:i::i:::::::::::::::::::::::::::::!::i:i::!:I:i:_:_:i:I:i::i:i::i:P:i::!:i::_:_::i;i_:i_I:i:i::!_!::_:i::i:i::i , ., _ -,:--!.!.-_ _.,;..!.!..._.._.,._.!..._._.._._....: ._.,:.._..._...,...:,._.._..._._..!._..,..:._.,;.._....._.._._..:..-...,._--..,..;.,;..!.!.-.!..!.,:.._..:._...,._..
" .L;..'.;..;.'.._.', ;.'..L;.,'.;'-._ .'.%.;.; A.$._ .,L.'.:.L'.;.L.:,.'..'.;.._.; .'. _._..;. ;...:.A.; ._

................
.':"-":';""*.";':";' "t'*.".*'f '' ':"t'f".'"

_-,:--1, ._..._J.,.'--._. -.;.=..-,_-,:., -f_.f-,_..-,=-f-,=-_.-..!...t._..=...=.,:.._.,.....,?._.,..._...._._...;.!...:._..,.,.._

";"."._'_"! "_ . . . " _

0.5

1.0

1.5 Time, sec

2.0

2.S

3.0

3.5 93508-020DD

Figure As a further analyses propellant evaluation

5.2-2.

Chamber

Pressure

vs Time,

Motor

S/N 1000738 motors, the engineering from the nine

of the performance motors was compared

of the two Delta with

Qualification

of these two batches. these

the performance

of the LATS

In assessing

comparisons,

it must

be recognized

that the two Delta

Qualification temperatures nominal and

motors slightly 129.5F

were intentionally conditioned to, and outside of the specification requirements actual vs 120F required nominal)

static tested at, mean bulk grain (22.2F actual vs 30F required an "overtest" condition

to provide

for the motors.

5-4

28,000 -

-.:.-----.-- ......._----.-...: ".-.-..-i........+.....:...... ..+-_....'.....,..._...+-_.- ...... . . .......'.........+..-......!......;....:.... . !-._.i.-4, ! "" _ .......i -.4...! ...... "-:.-...:" .......:...:.-..." _Te,iM_;,t, re;,l_;5 oF;i[2_i_ ._...-L.;.._ ........;..*..L_ ...... _.._.Li .......S-.._...L.i...... *.i-_. _ ...... *._._.-: ...... L i i i .......i. Li-.i ....
24,000 ._

...... 4---i---i....... ;...,x..4...;...... i-'_'-_'k; .......4---1-.-;...i...... ._---i---;---.; ...... ,'----_-.-;-..x...i.-.;...4..,i..._....... i---4--4---i....

r.:_ ....... ,-_

.. 2..._J;

..... _:

....... ...... .,*_ "_:'I

...... :' ! ! !

'

'

"

'

:''_1

'

'

'

'

"'''''''''''''_ ;*_ .... ......

....... _. .

'

'

....

.....-:.. ....... -_ _
20,000

......_-,_

-_ ...... .:L,-._,'_L_ -

.-_----;---;--._ ;---,---;..._ :::';..._...,...I ....... ...... ......._...;..-;...;...... _...i...i....;...,...i.-.-i...;...;...,...i....;...;...__ ' .......;..4 ..;..._... '! ! ! :' t
:---_----:---r.... :---,'--..t---_ . ...... :-.-,:---'--._ --4-":,.--'---.:...... "---:'--i----: ...... ;----:.--:---" . ...... :-.-:---:--.' ...... -'..-' -..'-..-: ... .

:s.
16,000,

__ _L:.. L_:I:::I::11 _.:_,_ ...... S.iLLI'iiLI

...... ...... .... ...... ..

! ! ! ! :' _..., _1_. ! ' !

! i i : , : ..' .: _ , : : : : I !

Lii.;ILsLi

...........
: : : :

....

'_"':"':'": ...... P'",_'";"':'"'"':'";'"+'"i

..... 4---i'-- ,_---i ...... 4---'---',--4---I---'----i.--i---_.--I---,:----b.-i..._-.-I...i..-....:..-: , .... :..:... ;...:....:....

!---!---i---!...... i.--,_.--i--.i .......i---!-+--i .......!---i--.*---i ...... *---;---;.---; ;.---;---;---_ i....:,...i...i ...... ...... ....... i...i...i...i....

i_ 12,000

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: : : : ...... s...-t..._-..f "--','---+"-._'--" 1...:*..._ , :...... : : : : ...... ,_..-t-.-_---._ : : : _...... i'"+"'!'"i .... ,---t---_---_ ....

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4OOO

.-----:-....-.:- i _ _ "........ ......s...,_,::._...L.r.S...L.L.....I...,*...L......: _ ! ! 1..._...s..._...: ! ! ! ! ......_...:--..:...-: ,:...'.._..._ ! -:._! - ! ! ! ! . ! ! A !......_....,:...L.... _ : : :.... "...: i _ _
.... .... -'.._,...;...4...... : : : ,* .... .... ..--,.-.... ....... ----.... .... _ : : : : ...... I----I_-*-I--.i

----"--- ...... ......b -:::-:: ..... ...... ...... .... ...... .._...._...:..._ ii......... i:::-::: _.-...--.._...: ....... ,...,..._..._ ......._..._ ....
".':_ ....._"_::::L:::_::_:::i:: :::.":::i:::k:i:::: _:::._:::""-" LL_._
_.-.&..4.--,' *..'1- - --| ---l---'l-

0 0

....{+H
........

I----:'---I---I .... |....:....;....:

.... ....

0.25

0.50

0.75

.00 Time, _ec

1.25

1.SO

1.7S

2.00

g3So8-02_ DD

Figure

$.2-3.

Thrust

vs Time,

Motor

S/_

1000738 of the motor subsections. web performance

The comparative evaluations, parameters identified in figure

which were conducted for each 5.2-1, are discussed in the following provide versus

Web Action Time. Figures 5.2-6 and 5.2-7 0NAT) for the two Delta Qualification motors Since both Delta limits Qualification (22.2F motors vs 30F and were

the comparison of the the LAT databases. conditioned it would and fired

action

time

intentionally

outside that,

of the for the

specification

129.5F

vs 120F),

be expected

web action time, the cold Delta Qualification database and the hot motor biased toward comparisons The web in figures action 5.2-6 and 5.2-7 show

motor would be biased toward the high side of the the low end of the database. Review of the data this to be the case. with the LAT database and is within family. lot

time for both motors

is consistent

It is also consistent with LATs 1000712 and 1000727, which AAY, the same lot from which the two Delta Qualification The web action time of the two Delta Qualification and motors

were the LATs from motors were taken. additional bed for

production

provides test

substantiation qualification

that of the

the two motors performed as planned enhancements identified herein.

provide

a valid

5-5

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i-,_-._.'_-.-G_-;.--. -.i-;..G;.--.'.'.-i-_--. _- --..'4.---:.- .'.'.4.';.__i" , "_'*_*_* "'_*'.;';"_" "i'_.'*_"_ "" "i*_*;"_" *'_';"_'_" "_''_*_'_,"

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:::::::::::::::::::::::::::::::::::::::::::::::::
ti!!! -i'-!-'.:--i"i-i"!'!" _-i-'!-!"i0 0.5 1.0 1.5 Time, 8ec 2.0 2.5 3.0 3.5 93508-022DD

Figure Web Action the Time weight pressure motors LAT the

5.2-4.

Chamber

Pressure

vs Time,

Motor

S/N 1000734 is a strong extent time. function that The two motors of the Delta and and

Total and trace

Impulse. is influenced and

The web action by the weights test therefore the

time total impulse only of web

propellant impacts SIN Qualification

temperature lb and weights

to the action

it slightly

"definition"

had propeUant motors action

of 77.3 propellant

76.7 lb for motors of the nine

S/N 1000734

1000738. 120F for

For reference,

the average was 76.5 time

30F LAT

the nine The data

Ib and 76.4 impulse

lb, respectively. (see figures 5.2-8 and 5.2-9) for the Delta

web

total

Qualification

motors

is consistent

with the LAT database

and supports

the conclusion

that the two

motors are acceptable hardware. Pressure at Web

test beds for validating

the enhancements

for incorporation

into BSM flight

Action

Time.

Figures

5.2-10

and 5.2-11

present

the comparative

data for the

pressure at web action time. As noted, the pressure for the motor tested at 22.2F is biased toward the low end of the database, while the motor tested at 129.5F is biased toward the high end of the database. In both instances this is consistent motors versus those with, and is a result of, the actual test conditions of the Delta Qualification of the LATs.

Again, specific comparisons of the two Delta Qualification units with their companion LAT units from Lot AAY show consistency in performance and demonstrates further the acceptability of the two units as validation test beds for the enhancements of interest. Total Time. Figures motors 5.2-12 and 5.2-13 provide the comparison of the total time for the two Delta

Qualification

and the production

lot LATs.

5-6

24,000
..;...A...._...; .... " ' ' ....... '

20,000

..!..i...i...i.-__,-*,-.'-.;-:-+.+...i...... . ..-:...i...i....!--.t.._...!...i.-._ .... ....... ........ _.-+.+.._ !..-.+-i

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..... "

_."...I... " :

-_.--4-.-.:--.-s..... *:-..;..._...._...... _--.._.-.' ....... . ...8-..; .... : : : : : : : : : Testtemnerature.22.2*F : : ".' '".""!'"'! ....... ";"';'"_'"'; ....... _""_ ............... " _=::'"'"" ....... :"":"',;'"_.....

,_...._..._',..._...._..._...._ : ; i "

...... : "

,_...._..._1..._,.... ...... ' " '

I ..._...._..._..._ "

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...... , '

I....;...._...,: '

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16,000

:i iii ...... iiiii i .... i ...... !i ....... :]....

12,000

....ii !
l: ; ; ; :: ; :_:_., ,. :

}iii i,iii,t :i,i

1.00 Time, sec 1.25 1.50 1.75 2.00 93508-023DD

8000 ...... _..._..._ _...;....';..._ ...... ................................. _..._..._....'; ....... "...._..._...& ...... "..._...i-._ i..._...i...i... ....... ................ ; : : ................. ..." L..-..-:...... :...-...:...: ..... :..._...:...:. ....... :....:....' :-...!... ...:....{...'...:...!....":...-" :...... .:... ........ ...:...:...

....................... _":'"" ._'"._"-.'-_"'.:+_ +"+"_.""-""""++ ""'T"r"r r"_":"r' ...... ....... -..*:.-.;-.._ ..... b._....[..._...... [...i...{...i..... ._...i...L..[...... i..-_...._ L..I.-.L._ ...... i....;...i-..;....... i...4...i...i... ......
400O

! .,_..._..._..._..... ..... ....... _...;..._..._...,..._._...._ LL]..._ [..._..._..._ ...... i....i...i...i L..i...i....:: : ...... !_____..._..._ .......

.,-..:...i...-,, .....L..:..._..._ ......i..._...:....i .....-...i.......i...t.._...i._...._...._...i..._' ._"_.: .:._.. ...... ...._...i.._ _ ....

0 0.25 0.S0 0.7S

_i-+-i--_ i---{--_.---i _---i---i-+-i ..... i---}-+-{ H++1-+i--{----_-- ....... ....... ...... _---_---:--

Figure

5.2-5.

Thrust

vs Time,

Motor

S/N

1000734 time also apply here. Qualification motors

The comments provided with respect to the comparisons for the web action The comparative data is consistent with the test conditions of the two Delta compared Action time to the test conditions Time total Total Impulse. of the of the LATs. Figures 5.2-14 and 5.2-15 motors action weight provide to that

the comparison of the LAT

of the action at 30F

impulse

two Delta

Qualification

databases

and 120F test conditions. impulse is a strong function only to the extent impulse calculation Examination consistent total impulse. Maximum for the cold motor Thrust. providing Figures

As with the web of the propellant slightly impact

time total impulse, the action time total and is a function of the test temperature of the action time upon which the

that it may is made.

the calculation

of the data in figures with he propellant

5.2-14

and 5.2-15

show

the motor

behavior of the

to be nominal web action

and time

weights

as summarized

in the discussion

5.2-16 motors lower

and and

5.2-17

provide thrust

the comparison lot LATs. The than its companion

of the maximum data is nominal motor

thrust with the

Delta

Qualification

the production maximum

a slightly

from lot AAY

(i.e., motor S/N 1000734 vs motor S/N 1000712), maximum thrust than its companion motor (i.e., Both data sets are consistent with

and the hot motor providing a slightly higher motor S/N 1000738 vs motor S/'N 1000727).

the test temperatures.

5-7

Web Action Time Average Thrust. Figures 5.2-18 and 5.2-19 provide the comparison of the web action time average thrust for the two Delta Qualification motors and the production lot LATs. The average thrust is a function of the test temperature and of the propellant weight in that the weight is a direct function of the grain length and hence the burn surface area. It is expected that the average thrust for the motor tested at 22.2F would be biased toward the low side of the 30F database, and the motor fired at 129.5F would be biased toward the high side of the 120F database. Examination of the data presented in figures 5.2-18 and 5.2-19 show that the thrust data for the two Delta Qualification motors is biased as expected due to the test temperatures for the Delta Qualification motors. As with the preceding parameters, the web action time average thrust conf'trms the acceptability of the performance of both Delta Qualification motors in qualifying the enhancements in flight hardware. Ignition Interval. Figures 5.2-20 and 5.2-21 present the ignition interval comparisons between the two Delta Qualification motors and the BSM LATs. Review of this data shows that the ignition interval for the Delta Qualification motor fired at 129.5F is the lowest achieved to date. The drop in this time interval is particularly noticeable when lot AAY LAT motor S/N 1000727 is compared with the lot AAY Delta Qualification motor S/N 1000734. This shortening of the ignition interval, while consistent with the higher than normal test temperature, is of particular interest in that it is the primary driver in establishing the erosion characteristics of the primary O-ring seal between the case and closure. The charging of the O-ring cavity and the seating of the O-ring takes place during the ignition interval (reference CSD Action Item 026, which is included in Volume III as Appendix K). The faster the ignition interval (e.g., the higher the grain bulk temperature), the shorter the ignition interval will be and the higher the flow rate into the O-ring cavity during charging until the O-ring is seated. The result of these events leads to the possibility that the O-ring erosion on the Delta Qualification motor S/N 1000738 fired at 129.5F will exhibit a bias to the high side in terms of the primary O-ring erosion. The results of the O-ring evaluations are discussed in Section 6.

5.3 CONCLUSIONS. Both Delta Qualification 2 motors performed to specification requirements. Pre-static test visual and propellant grain x-ray inspection identified no anomalous conditions. Based on the recorded motor data and review of the high speed (i.e., 1000 fps) movie films, the following conclusions with respect to the pre-static and static testing of the two Delta Qualification 2 motors are provided: Environmental testing of the two Delta Qualification 2 motors conducted at MSFC (see Section 4 and Volume II of this report) prior to their static testing was completed as required; all test deviations were properly documented by MSFC, were of minor nature, and did not impose unacceptable environments on the motors; no adverse impact on the motors was identified due to the imposition of the realized environments.

5-8

 The two Delta Qualification tests.

2 motors

were properly

temperature

conditioned

prior to static

The two Delta Qualification motors were static tested as planned at mean propellant bulk temperatures which were outside of the specification requirements, thus providing the desired "overtest" condition. Based on engineering evaluation of the test data, both motors met all static test specification performance requirements. Additional analysis by similarity by comparing the performance of both Delta Qualification motors to that of other LATs, further demonstrated that the two motors were typical BSMs and provided nominal performance consistent with the propellant bulk temperatures at time of test. Based on the evaluations of the Delta Qualification motors, they provided the proper performance for qualifying the enhancements evaluated herein (see Section 6) for incorporation into BSM flight hardware.

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Section 6 POSTFIRE EXAMINATIONS Sections 4 and 5 of this report addressed, respectively, the pre-static firing environmental tests and the static testing of the two Delta Qualification motors. As noted in those discussions, the motors were verified to have been subjected to the correct environments and to subsequently have met all motor performance requirements. As such they provide a valid basis for qualifying the design enhancements addressed herein for incorporation into flight BSMs. This section addresses the post-static test results and evaluations Subsections 6.1 and 6.2 address posttest motor visual inspection examination results, respectively. for each of the enhancements. results and the detailed O-ring

Subsections 6.3 through 6.9 describe the TQM enhancements incorporated into the Delta Qualification motors, identify the success criteria against which the performance of each enhancement was assessed, discuss the test results, and based on these results, provide conclusions and recommendations with respect to the qualification status and incorporation of each enhancement into BSM flight hardware.
6.1 VISUAL INSPECTION OF MOTOR ASSEMBLY. The motors were inspected stand before and after the static firings. There were no anomalies identified with either or with either their motor. installation There was prior to test. Posttest examination surfaces identified of the motor no external cases, no evidence of combustion gas leakage at any on the test the motors on There or

anomalies adapters

of the interfaces. igniter

was no evidence nozzle closures.

of any hot spots

on the external

The confined

detonating

fuzes (CDFs),

two each on each motor, functioned

properly.

It was noted on aft motor S/N 1000734, which was fired at 22.2F, that one of the CDF lines, when it was initiated, severed the thermocouple wire leading to the motor case and the thermocouple did not function during the firing. After the motors were removed from the stand, the through removed and all were found to have fired as planned. The pre- and post-static following subsections. conditions of both Delta Qualification bulkhead initiators (TBIs) were

motors

are documented

in the

6.1.1 Motor S/N 1000734, Test Temperature 22.2F. Figures 6.1-1 and 6.1-2 show forward and aft pretest views of motor S/N 1000734 (22.2F). Figure 6.1-3 shows a pretest side view of the same motor. This photograph was taken prior to motor installation into the test stand for clarity of the motor view.

6-1

C20933-23

Figure

6.1.1.

Motor

S/N 1000734

_(22.2F),

Pretest

Forward

View

C20933-22

L.Y

Figure

6.1-2.

Motor

S/N 1000734

(22.2F),

Pretest

Aft View

6-2 ORIGINAL OF POOR PAGE iS QUALITY

C20933-12

Figure Figures 1000734. 6.1-4 and 6.1-5 6.1-6

6.1-3. show shows

Motor

S/N

1000734 forward

(22.2F), and

Pretest

Side

View of motor S/N

comparable the motor

aft posttest As noted

photographs above, posttest

Figure

posttest

side view.

examination

of the motor found it to be in excellent condition. There were no indications hot spots or cork/paint anomalies. Figure 6.1-7 shows the internal condition 1000734 motor amount of char grain This, pattern. combined with the results of the motor performance analyses case. The figure shows the typical condition resulting from the motor tailoff and posttest

of any gas leakage, of the postfired S/N a small of the

with the liner totally intact, heat soakout, and indications

addressed

in Section

5, as

demonstrates discussed 6.1.2 6.1-11 show Figures

that this motor in subsections

provided

the proper

test bed for evaluation

of the enhancements

6.3 through Test

6.8 of this report. 129.5F. views Figures S/N 6.1-8, 6.1-9 and 6.1-13 noted. the closure with 6.1-10 show Figures

Motor

S/N 1000738, forward, show

Temperature and aft posttest

the pretest

aft and side views, forward of the sides provide The

respectively, of the motor. closeup

of motor There views

1000738 Figures

(129.5F).

and 6.1-12 posttest 6.1-15

of the motor. were

and 6.1-14

photographs and 6.1-16

no anomalies bead

posttest

of the RTV motor LATs

between

and nozzle this motor

subassemblies. configuration

"baking

out" of this RTV on all forward

bead was typical

of that associated to date.

as documented

conducted

_,,.j

ORIGINAL OF POOR

PAGE

IS

6-3

QUALITY

+++. .., ++
C20933-25

\
Forward View

Figure

6.1-4.

Motor

S/N 1000734

(22.2F),

Posttest

C20933-28

Figure

6.1-5.

Motor

S/N

1000734

(22.2F),

Posttest

Aft View

6-4

ORIGINAL OF POOR

PAGE

fS

QUALITY

C20933-24

Figure

6.1-6.

Motor

S/N 1000734

(22_F),

Posttest

Side

View

BSM DISASSEMBLY DEZTA QUAt _ klOTOl_ L'_l_Wtll_l_k S W 1000734 MCiTI2(_

FWlED At 22 _r4i # mlOVEIilIEI 4, 1flu

C20941-3

Figure

6.1-7.

Motor

S/N 1000734

(22.2F),

Posttest

Case

Internal

View

O_IGINAIS PAGE |S OF pOOP, QUa.LIT/'

6-5

C20933-10

Figure 6.1-8.

Motor S/N 1000738

(129.5F),

Pretest

Forward

View

C20933-16

Figure 6.1-9. "Motor S/N 1000738

(129.5F),

Pretest

Aft View

6-6 ORIGINAL PAGE IS OF POOR QUALITY

C20933-9 Figure "x...i This motor was also found, in conjunction the proper test with bed the motor performance analyses discussed addressed in in 6.1-10. Motor S/N 1000738 (129.5F), Pretest Side View

Section

5, to have

provided

for assessing

the enhancements

subsections 6.2 O-RING

6.3 through

6.8 of this report. As shown in figure 6.2-1, there are five sets of redundant O-rings

INSPECTIONS.

at every component interface in the BSM where pressure integrity must be maintained. Each set of O-rings in both motors was subjected to inspection to determine if any of the enhancements incorporated 6.2.1 0067 ring Success performance into these Criteria. motors had an adverse performance effect on the O-ring against performance. two criteria: against (1) the 10SPCBSM O-

The O-ring and

was judged

specification

requirements database.

(2) by similarity

comparison

the existing

OPJGINAL k.._j OF POOR

PAGE QUALITY

IS

6-7

C20933-6

Figure Specification ance": ballistic motor O-Ring to the natural

6.1-11.

Motor

S/N

1000738 Per specified

(129.5F), 10SPC-0067,

Posttest

Forward 3.2.7,

View "BSM after These must (firing). by similarity ground O-ring the Performexposure are the the enable

Performance and induced pressure

Requirement. environments motor. integrity To

paragraph specified 3.2.9 the

"The BSM shall conform requirements to maintain Database of the

to the performance meet these

requirements in paragraphs requirements,

herein

and 3.2.7." O-tings

during

the entire the O-ring

time of its functioning performance flown

Comparison. developed

In addition, from

was compared motors, that

to the existing test motors performance

database

inspections

of LATs,

and special

as discussed was consistent

below. These comparisons were done to verify with the test conditions and with the database.

6-8

C20933-3

Figure 6.1.12.

Motor S/N 1000738

(129.5F),

Posttest Aft View

C20933-5 Figure 6.1-13. Motor S/N 1000738 (129.5F), Posttest Side View

6-9

C20933-17

Figure 6.2.2 available combustion experienced rings

F" '

6.1-14. Posttest

Motor

S/N 1000738

(129.5F), showed

Post'test that,

Side

View based charged on the by the

Test

Results.

inspection closure

of all O-rings primary

as expected directly

database,

only the nozzle the ignition A summary

O-rings

in the cavity

gases during any erosion. below:

transient to ensure proper of the maximum erosion

seating and sealing of the O-ring on the nozzle closure primary O-

is provided

Motor S/N 1000734

Test Temperature 22.2 F

Ignition Time, sec 0.054

Maximum Erosion, in. 0.008 Char/erosion except

Comments
,,., , , r,

entire

circumference

between

20 to 30 entire circumference

1000738

129.5

0.034

0.023

Char/erosion except between 200 to 210

130 to 150 and

The OD small

clearance and the annular O-ring. 2).

between forward entrance charge the

the motor nozzle area

case

O-ring combustion

sealing installed gases

surface to fill

and

the nozzle case allows in the

closure the nozzle

insulation form the closure gases (see

closure for the and

lip when

in a motor which flow

intentionally

or "charge"

primary _,_ Reference

This area is open for the 360 circumference, O-ring minimizes circumferential

the combustion O-ring groove

to uniformly

6-10

C20933-1

Figure Posttest uniformly

6.1.15.

Motor

S/N 1000738 primary

(129.5F), O-rings which

Posttest confirms

View that the

of Nozzle/Closure O-ring cavities

Interface were localized charged areas

examination around erosion

of the

the circumference, are encountered. in ablation around

is the desired

approach.

Otherwise,

of high O-ring

The lack of variation

the circumference

makes

it difficult

to determine

the area

of maximum ablation, but 1000734 and 80 for motor angle). Review This is consistent of the primary

it appears to be at 15 aft looking forward S/N 1000738 with 0 (TDC) in the direction 1988 database Delta Qualification in motors figure

(ALF) for motor S/N of the nozzle cant (20 8). the erosion

with the O-ring

(see Reference shows that

presented

6.2-2

experienced expected. Qualification temperature the faster erosion.

on Delta Qualification In assessing the O-ring motor S/N 1000738 (129.5F The shorter into the O-ring than normal 5.2-21). the gas flow

motor S/N 1000738 appears to be higher than would be performance, however, one must recognize that Delta static tested per customer in a shorter the O-ring direction cavity at a higher ignition and O-ring charging This in turn results time, the quicker net result The than normal in the nominal

was intentionally vs 120F). cavity. the ignition

time (see figure

is an increase

Even for this overtest condition, and within the database.

however,

the O-ring

erosion

is consistent

with the test condition

6-11

C20933-2

Figure

6.1-16.

Motor

S/N 1000738

(129.5F),

Posttest

View

of Nozzle/Closure Program conducted

Interface in 1988 (see

The amount Reference Prior 0.056 one motor rings. pressure

of ablation 8) is less than 1988 Delta

seen here and in the Delta Qualification 10% of the O-ring Qualification fired pressure without port) damage diameter motors the

and is within had been (except

the design successfully

parameters. fired with up to there port was since any

to the motor

program, 8). During any

in. of ablation successfully

(see Reference recorded

1988 Delta O-rings

Qualification successfully fired

Program

primary

for the pressure with large tests.

data was being O-rings There (except

for the motor on any

firing), sealing

two motors successfully areas

fired without

and two motors

cuts in the O-

was no thermal the performance with the database.

in any of these

Therefore, consistent evidence 6.3

of O-rings in these Delta Qualification motors is acceptable There are no abnormal or deleterious effects noted and there on the O-ring performance. The present insulation process

and is no

of any effect

of the enhancements AFT CLOSURE

VULCANIZED investigations

INSULATION incorporation and improved

ENHANCEMENT. effort component of a vulcanized

method offers

of insulating on initial the potential

the BSM aft closure by CSD for enhanced

is a very labor-intensive in 1988,

and is therefore quality.

high cost. Based

producibility

M.J
6-12 ORIGINAL OF pOOR PAGE IS QUALITY

See detail A Igniter

and nozzle Forward O-rings

See detail B

-- .....................

Through-bulkhead Initiatom (TBIs) (2)

Igniter adapter

1.89 in.

31.00 In.

A.

BSM Motor

Configuration

(Aft Motor Shown)

Cll! Sat 1 t-SecnderY O'ring q O-ring --,_ -__ _== _-CDF Initiator - Primary O-ring Sars

L _--w
......_

Transducer

Secondary O-ring ]

Sets

Secondary O-rlng'_

Set 4

Case

__

,___
_- O.O02-in. Mylar disk L igniter case

Iilng

B. Detail B -- BSM Igniter O-ring Seals

C.

Detail A --

BSM Case to Closure Seals

93508-019JH

O-ring

Figure

6.2.1.

BSM

Motor

Configuration

Details the aft closure insulator to insulator to the aluminum part that is fully cured and

6.3.1 TQM Initiative Description. the aft closure involves secondarily

The present method of bonding bonding the silica-filled NBR is a molded

closure using a two-part epoxy adhesive. The insulator then mated with the closure several weeks later.

6-13

0.o61

0.05

0.04
i : O

"_
U

O.O3

"r, O 0.02

0.01 / Bed I v ,-,-,-,-u _r

191 137 144 184 182 163 171 168 159 367 410 301 457 480 451 473 462 469 233 226 222 234

2_

Pre-51L motors

_ <

!T!
Motors _ <

Motor S/N, IO00XXX

I Prf I I motors I

Iqualiflcatin I Lot AAH I

Racertm..on

ILotAAPI ._L( noFn_ L

_1._ _._ (no RTV) BV029 design (STS-26) i ,- I. _ Oesign v I.

motors (no RIV) Lot AAN, AAN, AAP

acceptance motors (no RTV) Lot AAH enhanced flight design

Note:ncreased due i erosion to short harging See c time. subsection fordiscussion. 6.2
q

240 r 24S 250 229 231 237 246 205 207 211 220 198 221 232 245 194 244 332 359 199 213 334

I
351 '38

Delta qualification vulcanization motors

93508-001JH

Figure6.2-2. Closure

Summary of BSMAft O-ring Ablation 6-14

Because instances "bondlines"

of the complex in which there time,

shapes

of the closure

and

the mating between

rubber

insulator,

there

have resulting

been in

is a significant and increased gives

mismatch costs.

the insulator

and closure

as thick as 0.300

in. This "mismatch"

of mating

parts can result

in significant

rework,

loss of production A vulcanized the closure Vulcanization eliminating The TQM

insulator with thin, provides hardware initiative bonded

the advantage

of providing and reducing for costly Qualification

a total match eliminates production

between unbonds. cost of

the insulator

and

high-strength the rejections included

bondlines, for

virtually the

potential

the closure.

closure

by

and the need in the insulator Delta

NDT

of the insulated was the

motors

replacement

of the

secondarily 6.3.2 perform page The

aft closure

with the vulcanized 10SPC-0067 that would requires degrade

aft closure

insulator. prevent paragraph the metallic and 3.2.1.2.3.7,

Success

Criteria. from

Specification temperatures

that insulation their (reference

components 22). success

reaching

mechanical

properties,

that function

with a factor-of-safety

of 1.25 on thickness

criteria

defined

in Test

Plan CSD-5597-93-1

(see Appendix

C, Volume

lid

for the

Delta Qualification 2 motors is: "Demonstrate ability to remain in place during static test and demonstrate ablative capabilities that show no more than one-half (90 mils) of the insulator to be eroded during the static test. Verification to be obtained with through comparison post-test 0-180 dissection development measurements of fired nozzle closure vulcanized insulator thicknesses." In addition and MSFC, Insulator to the Delta per direction, thickness Qualification additional insulation to sectioned

2 aft closure data

insulation

test data, CSD items: demonstration

provided

to USBI

for the following

measurements

for the six vulcanized

units

CSD

processed secondary bonding

prior to fabrication of the vulcanized Delta Qualification units Thickness measurements for ten (10) existing insulators that are used in the present bonding process Insulation thickness measurements for method for the aft closure insulation. database provided and the means for 10 fired LATs which used the secondary

This

completing

an

analysis

by

similarity

between

the

secondarily The results are provided 6.3.3 two Test

bonded

vulcanized

insulators. with the 10SPC-0067 requirements and analysis by similarity

of both the comparison below. Results. to the As noted Delta criteria

in subsection Qualification defined

6.3.2, motors

the performance was assessed (2) evaluation

of the vulcanized evaluation to the criteria

insulator of the

incorporated insulators

in the two

by (1) direct

in 10SPC-0067,

of Test Plan

6-15

CSD-5597-93-1,

and

(3) by similarity

comparison

to a database

developed

from

"as molded"

M../

secondarily bonded units, optimize the vulcanization values three based from the demonstration HI, Book L, Volume

and the six vulcanized development units process prior to fabrication of the two Delta vulcanization all greater acceptance factor value peel panels than 80 pli. (reference This gives

that were completed to Qualification units. The report greater in Appendix greater than than +4.8 x 1.4)

the interim

2) were of 9.84

a factor-of-safety is calculated

(3) for the minimum on a design where value

of 25 pli and The margin

a margin-of-safety

pli required.

of safety

as (80/9.84

- 1 = +4.8,

1.4 = design

of safety.

Following static testing, the motors were transported to Station 0485, where the nozzle closures were removed. USBI, NASA and CSD were in attendance for the disassembly inspection. Both closures were in excellent condition. Visual inspection showed the insulators to be bonded

and fully attached for the full 360 circumference no areas of abnormal ablation. Small variations rays in the motor bonded grain. This phenomenon secondarily insulators.

(see figures 6.3-1 through 6.3-8). There were in ablation were noted which aligned with the consistent with the performance for the

is also

C20941-17

Figure
L

6.3-1.

Vulcanized

Insulated

Aft Closure,

Motor

S/N

1000734

(22.2F),

Posttest

6-16

BSM

DISASSEMBLY

C20941-18

Figure

6.3-2.

Vulcanized

Insulated

Aft Closure,

Motor

S/N 1000734

(22.2F),

Posttest

BSP_'I

DISASR_,MBL

i i

C2094 I- 19

Figure

6.3-3.

Vulcanized

Insulated

Aft Closure,

Motor

S/N 1000734

(22.2F),

Posttest

6-17

C20941-20

Figure

6.3-4.

Vulcanized

Insulated

Aft

Closure,

Motor

S/N

1000734

(22.2F),

Posttest

BSM r)ELI'A QUAI S N

DISASSEMBLY 2 MOTOR 100073R COMPONENT MOTOR

C20941-7

Figure

6.3-5.

Vulcanized

Insulated

Aft

Closure,

Motor

S/N

1000738

(129.5F),

Posttest

6-18

BSM
DELTA

DISASSEMBLY

QUAL 2 MOTOR COMPONENT S,rN 1000738 MOTOR

FIRED AT NOVEMBER

129 DEG F 4. 1993

C2094t-8

Figure ,_.j'

6.3-6.

Vulcanized

Insulated

Aft Closure,

Motor

S/N 1000738

(129.5F),

Posttest

C20941-9

Figure

6.3-7.

Vulcanized

Insulated

Aft Closure,

Motor

SfN

1000738

(129.5F),

eosttest

6-19

= C2094 l10

,7

Figure
r':

6.3-8.

Vulcanized

Insulated movie layer and films

Aft Closure, (i.e., 1000 fps)

Motor verified

S/N

1000738

(129.5F), of exhaust

Posttest debris. were on the and

Review After heat

of the high speed removal of the char as expected

the absence the surfaces the areas (reference

by wiping were by abrasion

with a cheesecloth, In particular, to final prior

of the insulators the NCRs ridge D12391

affected

smooth.

where

insulators

had been

removed

assembly

D12394 in Appendix J, Volume III, Book 2) were had occurred. The ablation was very even across The OD RTV-102 repaired area on motor S/N

examined to determine if any uneven ablation that repaired area on both insulated closures. exhibited NBR azimuth The no unbonds rubber as the RTV to have "separation" instrument did not This provides after repair, the test and There was but on the been knife. motor though

1000738 same

ablated/eroded a "separation" upper 0.040 induced Due operation surface. to 0.050 prior to the

at the same approximately The

rate as the surrounding I_A in. long has sharp half to have insulation, lack middle at the edges

silica-filled and appeared by a sharp the

insulator.

"separation" the of the by the test and

a depth of approximately appears open to have during like an x-acto additional,

in. for to static

of its length. been caused however,

stiffness evidence ultrasonic post-static

separation edges.

as evidenced

of erosion

on the

unintentional, The could there pretest The were

of the high integrity and tap test inspections

of the insulated showed surface no

aft closure insulator/closure no unbonds

design. unbonds either insulated inspected. on either surface, Manual

closure.

test ultrasonic to the slightly 40

and tap tests ablated

showed not

in the areas that

be inspected.

Due

irregularities

on each

approximately

in. 2 of area

that could

be ultrasonically

6-20 ORIGINAL 9F POOR PAGE IS QUALITY

loading

of these

OD areas

supported

the conclusion

that no unbonds

were

created were

by the motor dissected (see

firings. In addition, these areas were inspected visually after discussion that follows) and were found to have no unbonds.

the insulators

The

nozzle

closures

from

the

Delta

Qualification

2 motors

were

sectioned

and

remaining require-

insulation thicknesses measured to determine ment of the 10SPC-0067 specification. Visual Inspection of Sectioned Insulated

compliance

with the

1.25 factor-of-safety

Closures.

This discussion

addresses

the results of the

visual inspection of the Delta Qualification sectioned insulated aft closures and compares their performance by similarity to the performance of the presently used secondarily bonded insulated aft closures. measurements Figures 6.3-9 The subsection that follows addresses the results taken in assessing the performance of the vulcanized through 6.3.11 provide views of the units. 6.3-9 of a sectioned, unfired, of the specific aft closures. vulcanized thickness

insulated preceded units and units.

aft the the of

closure "that was fabricated as part fabrication of the Delta Qualification Delta Qualification closure units, which the sectioned shown in figures

vulcanization demonstrations which Based on NDT of six demonstration of any unbonds, through 6.3-I 1 are typical

showed

the total absence

the characteristics of vulcanized

As noted in all three views, the vulcanized insulator does not exhibit any unbonds and provides for a very high strength, thin bondline throughout the interface with the aft closure.

C20941-32

Figure

6.3-9.

Sectioned,

Unfired

(Demonstration

Unit),

Vulcanized

Insulated

Aft

Closure

ORI_-INAI OF POOR

PAGE

iS

6-21

QUALITY

C20941-34

Figure

6.3-10.

Closeup of Unfired (Demonstration Vulcanized Insulated Aft Closure

Unit),

Sectioned,

C20941-35

Figure

6.3-11.

Closeup of Unfired (Demonstration Vulcanized Insulated Aft Closure

Unit),

Sectioned,

6-22

By comparison, secondarily

figures

6.3-12

through aft closure.

6.3-14 The

show unbond

the

same

views

for a sectioned, right hand

unfired, face in

bonded

insulated

shown

on the closure

figure 6.3-12 and shown in closeup in Figure 6.3-13 insulators. The bondline thickness variation as a function sets of photographs. Although a technical intensive the bondline compromise effort which variations to the can associated performance reduced

is typical of the secondarily bonded of location is also evident in the three

with the secondarily of the BSM, it does by incorporating bonded

bonded create

insulator

do not provide laborprocess. result of bonding

an unnecessary,

be greatly

a vulcanization are a direct

The bondline

variations

noted

with the secondarily

insulator

a fully cured, relatively inflexible insulator to a closure, both having very complex shapes. Slight variations in either or both components results in a mismatch which can result in a need to rework the insulated allows cycle, closure. On the other to conform any hand, vulcanization and of a partially contour providing cured insulator thin to and the aft closure insulator curing strong bondline. the insulator directly "mismatch" to the aft closure during the final

thus eliminating

a consistently

C20941-36

Figure

6.3-12. Secondarily

Sectioned, Bonded

Unfired Insulated

(Demonstration Aft Closure

Unit),

6-23

C20941-37 Figure 6.3-13. Closeup Secondarily of Unfired Bonded (Demonstration Insulated Unit), Sectioned, Aft Closure

C20941-38 Figure
L ....

6.3-14.

Closeup Secondarily

of Unfired Bonded

(Demonstration Insulated

Unit),

Sectioned,

Aft Closure

6-24

Figures 6.3-15 through 6.3-17 and figures 6.3-18 through 6.3-20 fired, vulcanized insulated aft closures from Delta Qualification 1000738, totally throughout As expected, respectively. intact with both insulated virgin As noted closures. material was found itself. did impart some localized at all with this locations finding in all of the photographs, detected. Posttest NDT no unbonds further

show sectioned motors S/Ns the absence

views of the 1000734 and remained of unbonds

both vulcanized verified

insulators

rubber

in the was

post-fired

insulators, of any

verifying localized Although

proper heating

closure

protection.

Consistent

the total absence

or melting

of the closure closures

the cutting

of the fired

chipping

of the graphite

and

spreading of the aluminum from the aft photographs and therefore can be determined of the motor the following the dissection" thicknesses. Figures bonded insulated (see firings themselves. In addition,

closure, this "damage" is readily visible to be an artifact of the sectioning process the insulator thickness measurements

in the and not in

discussed

subsection reflect the measurements was cleaned away, thereby giving

taken after the "closure metal spreading from a true evaluation of the post-fired insulation

6.3-21 through 6.3-23 show similar posttest photographs of a sectioned, fired, secondarily insulator. As with the vulcanized units, the posttest condition of the secondarily bonded aft closure is in excellent there condition. Although these units do unbonds exhibit pretest unbonds motor discussion above), has been no evidence that these are altered by a

C20941-26

Figure

6.3-15.

Sectioned, Motor

Fired, S/N

Vulcanized 1000734

Insulated

Aft Closure,

(22.2F)

6-25

C20941-27

Figure

6.3-16.

Closeup

of Fired, Sectioned, Vulcanized Motor S/N 1000734 (22.2F)

Insulated

Aft Closure,

k..j

C20941-28

Figure 6.3-17. Closeup

of Fired,

Sectioned, 1000734

Vulcanized (22.2F)

Insulated

Aft Closure,

Motor

S/N

6-26

C2094 |-29

Figure

6.3-18.

Sectioned, Motor

Fired, Vulcanized Insulated S/N 1000738 (129.5F)

Aft Closure,

C20941-30

Figure

6.3-19.

Closeup

of Fired,

Sectioned, 1000738

Vulcanized (129.5F)

Insulated

Aft Closure,

Motor

S/N

6-27

C2094 I-31

Closeup Figure 6.3-21}.

of Fired, Sectioned, Motor S/N 1000738

Vulcanized (129.5F)

Insulated

Aft Closure,

C20941-39

Figure

6.3-21.

Sectioned,

Fired,

Secondarily

Bonded

Insulated

Aft Closure

6-28

C20941-40

Figure 6.3-22.Closeup

of Fired, Sectioned,

Secondarily

Bonded Insulated

Aft Closure

C20941-41

Figure 6.3-23.

Closeup

of Fired,

Sectioned,

Secondarily

Bonded

Insulated

Aft Closure

6-29

firing. x,_,,,

The

lack of change

in the unbonds

is to be expected

since,

as with the vulcanized

units,

there is virgin material remaining strating the low temperature which The posttest verifies insulators process visual their inspection preference however, a potential

after firing penetrates sectioned noted.

for the secondarily the insulator, even vulcanized lack bonded and operation

bonded units, again demonafter post-fire soakout. shows them to be in f'Lring to their viewpoint. The vulcaniinsulators. the data

of the over

aft closures units from

excellent further Both zation function

condition

with no anomalies

The

of unbonds

both prior

to and after

secondarily during motor

a producibility soakout. bonded summarizes

provide, provides

comparable producibility

acceptable

performance and post-firing

with respect

of protecting

the aft closure

advantage

over the secondarily Figure 6.3-24

Thickness

Measurements

of Sectioned

Insulated

Closures.

obtained from the vulcanized insulator of the vulcanized insulator by similarity The definition the thickness of the measurement measurements reported

thickness measurements and evaluates the performance to the performance of the secondarily bonded insulators. (i.e., 1, 1A, 2, etc.) were taken is shown in figure either 6.3-25. All of This 6.3-24 by sectioning the insulator

stations in figure

itself if it was not bonded to an aft closure technique allowed the taking of most accurate Figure 6.3-24(A) which presents were a listing of pretest prior

or by sectioning an insulated aft closure. and direct measurement of the insulators. thickness measurements units. of a series These

of vulcanized vulcanized

insulators

fabricated

to the Delta

Qualification

seven

insulators were manufactured as part of the proofing of the vulcanization Delta Qualification testing. These measurements were taken from dissected M_J Figure 6.3-24(C) shows the same are used for the present secondary were Figure taken by dissecting provides insulators a graphical

process leading to the insulated aft closures.

measurements for a series of ten fully cured insulators which bonding method of aft closure insulation. These measurements that were not yet bonded of the data to aft closures. averages from 6.3-24(A) and 6.3-

6.3-24(F)

presentation

24(C). This illustrates that the pretest insulator insulators are comparable. This is to be expected Since, however, it is known that aft closure but that the vulcanized the two "fitting" Figure motors. insulators the fired

thicknesses for the fully cured since both parts are made from

and vulcanized the same mold.

the fully cured insulators units do, some variation to the effects

do not provide a close mating to the in thickness measurements between of the final vulcanization process in

"designs" is to be expected due the insulator to the aft closure. 6.3-24(B) Similarly, provides figure the posttest 6.3-24(D)

thickness provides

measurements posttest

for the two for

Delta

Qualification bonded

measurements

secondarily

from a series of static test motors. Both insulated aft closures and taking direct shown shows Figure in figure the 6.3-25. plot

sets of measurements were taken by dissecting measurements of the insulation thicknesses at

the six locations Figure insulator for both 6.3-24(E) types. types

composite shows

of

both

sets

of

posttest

insulator data insulator

thickness for both thicknesses

measurements.

6.3-24(F)

a comparison

of the average

of the posttest

As with the pretest of insulators

data shown

on the same

plot, the posttest

are judged

to be comparable.

6-30

Measurement Station DesignaUon Vulcanized Vulcanized Vulcanized Vulcanized Vulcanized Vulcanized Oemo 1 Demo 2 Oemo 3 Demo 4 Demo S Demo 6 1 0235 0251 0236 0.220 0242 0.230 0.230 0.236 0.011 1A 0.231 0261 0.228 0.235 0.236 0213 0214 0.234 0.016 2 0.191 0.198 0.181 0.191 0.199 0.188 0.190 0.190 0.008 3 0.186 0.222 0201 0.172 0.206 0.198 0.200 0.198 0.017 4 0.172 0201 0201 0.181 0.174 0.168 0.183 0.183 0.015 6 0,231 0259 0.231 0.233 0.223 0.224 0.220 0.232 0.014 DesignaUon MFGA # 02136/1 MFGA # 92136/2 MFGA # 92139/1 MFGA # 02139/2 MFGA # 92140/1 MFGA # 92140/2 MFGA # 92140/3 MFGA # 92141/1 MFGA # 92141/2 MFGA # 92141/3 1 0.224 0.221 0.230 0.228 0.221 0.225 0220 0.231 0.230 0.228 0.226 0.004 0. 0. 0. 0. 0. 0. 0. 0. 0.

Early vulcanization Average Standard devlaUon

O.

A. Pretest

Vulcanized

Insulator

Thickness,

in.

Average Standard deviation

Measurement Station DesignaUon Delta qual motor S/N 1000734 Delta qual motor S/N 1000738 0.071 0.091 0.145 0.165 0.180 0.135 1 0.076 1A 0.110 2 0.154 3 0.185 4 0.161 5 0.148

C. Pretest

Secondarily

Be

B. Posttest

Vulcanized
0.25

Insulator

Thicknegs,

in.

0.2

Legend: e IO736/1000695/I -I-K415/1000577F -k K178/1000643F t3 W482/1000590F

,:

0.15

IO667/1000712 A K135/1000644 IO855/1000644 W483/1000605 eK205 _K150 _S/N 1000734 --S/N 1000738

0.05

-- Bnd Post-test

0 1 1A 2 Station
E.

Posttest Thickness Measurement Vulcanized and Secondarily

Comparisons, Bonded

Measurement Station
2 3 1 5 7 I 3 0 8 0 8 5 3 0.190 0.195 0.195 0.192 0.195 0.190 0.192 0.192 0.195 0.193 0.193 0.002 3 0.185 0,190 0.190 0.190 0.191 0.193 0.184 0.190 0.190 0.190 0.189 0.083 4 0.195 0.195 0.192 0.193 0.186 0.185 0.195 0.180 0.190 0.192 0.190 0.005 5 0.230 0.228 0.228 0.230 0.225 0.225 0.228 0.225 0.233 0.231 0.228 0.083 DesignaUon IO736/1000895A* K415/1000577F K178/1000643F W482/1000590F 10667/1000712 K13F,/1008644 10885/1000644 W483/1000805 1(205 K150 Average Standard devlaUon Average/standard devlaUon 1 0.095 0.066 0.088 0.083 0.096 0.080 0.106 0.090 0.105 0.100 0.081 0.012 7_B3 1A 0.075 0.094 0,083 0.085 0.083 0.086 0.076 0.070 0.084 0.092 0.076 0.007 10.857

Measurement 2 0.160 0.165 0.169 0.172 0.155 0.160 0.149 0.154 0.171 0.170 0.163 0.088 20.375

StaUon 3 0.197 0.175 0.187 0.148 0.160 0.155 0.171 0.190 0.203 0.199 0.182 0.018 10.111 4 0.149 0.160 0.154 0.155 0.178 0.171 0.153 0.140 0.190 0,154 0.160 0.015 10.667 5 0.128 0.144 0.126 0.133 0.140 0.148 0.151 0.140 0.175 0.148 0.143 0.014 10.214

ded Insulator

Thickness,

in.

"Closure S/N/motor SiN

D. Posttest

Secondarily

Bonded

Insulator

Thickness,

in.

0.25

0.2

0.15 0.1

0.05

""

1A

2 Station

1"6" Pretest Secondarily Bo_d_d._?:Posttest

Second_fily

Bonded 0_,P_test

Vul_n!zed

,_Posttes}_vu/canize

F. Comparison

of Average Insulator Pretest and Posttest

Thickness,
93508-026JH

Figure 6.3-24.

Vulcanized

Insulator

Performance

Comparison 6-31

with Secondary

Bonded

Insulator

Performance

1 1A

, I
Figure The regions 6.3-25. Aft Closure insulators flow) flight Insulator subjected

\ \
Thickness to the by visual the a further of the most Measurements severe environment and are those
93508-025DD

of the aft closure 1 and figure and high mass from insulator from

defined
_..j"

as locations

1A (figure 6.3-24.

6.3-25). Therefore,

This is due to the severe posttest assessment 1 and shows to assess

flow conditions inspection

(i.e., high the posttest the was made.

gas flow velocity measurements vulcanized Using bonded

as evidenced hardware,

acceptability

of incorporating of this region

into the BSM figure 6.3-24,

the data insulation

a comparison vulcanized

1A thicknesses that for these

for secondarily randomly chosen

performance

with

insulation

specimens the performance Qualification 2 insulators and 1.38 for the hot design and minimum thickness mold of 0.236

of the insulation is equivalent and, in addition, that both of the Delta meet the factor-of-safety requirement with conser.'ative values of 1.33 cold figure motors, 6.3-24(A). respectively. in. Using and These the factors maximum are calculated vulcanized thickness using the thickness of 0.220 average pretest insulator of 0.25 These Also, of

in. from

the actual

pretest

in. results in factors-of-safety of 1.39 and 1.43 for the hot and cold motors, respectively. values are representative of the actual pre- and posttest vulcanized insulator conditions. when compared to other and fired units as shown in the table, the vulcanized insulated insulator closure is within family 10SPC-0067. is considered to be acceptable to the requirements

performance

The

Chemlok

vulcanization through soak.

bond

gives

a durable, during

high-strength the BSM firing.

bond

unaffected

by the amount provided thermal system of the

of heat protection even nozzle

conducted to keep thermal voids closure with

the insulation Since There the bond

The insulator there was

the bondline

temperatures is no posttest

low enough system bond to ensure did not

to not degrade degrade,

the Chemlok maintained

no creation mechanical 10SPC-0067.

bondline properties,

or unbonds. at temperatures meets

requirement. no degradation 3.2.1.3.7

The insulation of Specification

low enough

of the aluminum

which

the requirements

of paragraph

6-32

6.3.4 Conclusions. Based on the analyses above, the following conclusions are presented with respect to qualification of the vulcanized aft closure insulator and its incorporation into BSM flight hardware. The test data demonstrates the compliance of the vulcanized insulators on the two Delta Qualification motors with the requirement of the minimum safety factor of 1.25 defined in Specification 10SPC-0067 (minimum safety factor calculated to be 1.33). Analysis by similarity of the vulcanized insulators to the performance of secondarily bonded insulators shows that the performance of the vulcanized insulators is within and consistent with the database for post-f'tred secondarily bonded components Detailed examination of the posttest condition of the vulcanized insulators shows: - A significant amount of virgin material still in place after the test - An insulator/closure bondline that is still totally intact - An aluminum closure that shows the total absence of any heat or gas flow effects - Even ablation/erosion which indicates uniform material removal. The vulcanized insulated closure provides enhanced product integrity. Post-f'Lre tap tests show that the entire bondline was intact. The secondarily bonded design had variable thickness bondlines and less than 100% bonded areas (although it still had positive margin-of-safety due to the low bond strength actaually required during motor operation). Peel test data documented in the Vulcanization Interim Test Report in Appendix L, Volume III, Book 2 show the vulcanization process yields increased strength over the EA 913NA secondarily bonded insulator method. Therefore, the margin-of-safety is increased, enhancing the product quality. Also, the vulcanized bondline is more resistant to high temperatures. In order to remove a secondarily bonded insulator during normal production, it is heated to 210"F and peeled from the closure. It has been demonstrated that a vulcanized insulator cannot be peeled from the closure at this temperature. Consistent, low thickness bondlines, higher peel strength, and more temperature resistant bonds have improved the closure bonding design. The vulcanized insulated aft closures met all of the success criteria with the exception of the 0.090-in. maximum erosion requirement. (See NCRs D14416 and D14417 in Volume II, Book 2, Appendix J.) All erosion margins of safety were positive and the vulcanized insulator design is acceptable for qualification and inclusion into BSM flight hardware. 6.3.5 Recommendations. on the Delta-Qualification approved for incorporation Based on the demonstrated performance of the vulcanized insulator static tests, it is recommended that the vulcanized insulator be into BSM flight hardware.

6.4 UNINSULATED IGNITER ADAPTER. The present design for the igniter adapter requires that a thin, rubber insulator be bonded to the igniter adapter to "protect" the stainless steel component from the motor environment. This is a labor-intensive effort and appears to provide little added value to the quality or operation of the BSM. M.J

6-33

6.4.1

TQM

Initiative analyses

DescripUon. (see Appendix

The insulated G) showed and

igniter (1) that (2) igniter that

adapter

is located

in the forward adapter scenario operation

end flux.

of the BSM. Preliminary withstand "removal" create adapter 6.4.2 The TQM the

This is a relatively motor operating plating

stagnant

flow regime

in the motor under

and an area of low heat igniter worse motor case the during

an uninsulated adapter

would the would

environment,

of cadmium initiative

on the uninsulated in the Delta

a less severe insulator. Success

debris condition included

than that caused Qualification

by the aluminum motors was

in the BSM

propellant.

the elimination

of the igniter

Criteria. (1) absence

The

success

criteria melting

established

for qualifying adapter, material

the uninstdated as determined from

igniter ejection high

adapter were: either from speed motion 6.4.3 Test

of surface coating

of the igniter the igniter

and (2) lack of debris

the cadmium pictures. The color. showed

or from

adapter

Results. uniform

posttest

visual

examination of surface plating

showed on the

that the igniter 6.4-1, adapters uniformly films.

adapter 6.4-3

aft face

had when

minimal tested exhibit ejected

heat effects

and no evidence that

melting

(figures igniter

6.4-2,

and 6.4-4) and did not

and nearly

The cadmium

of both

motors,

with iridite, any flaking

the cadmium on the review

coating

was nearly

present

of the coating. based

This was further

confirmed

by the absence movie

of any debris being

by either motor

of the high speed

C2_941-13

C20941-14

Figure (129.5F)

6.4-1.

Motor

S/N Igniter View

1000738 Assembly,

Figure (129.5F) Closeup

6.4-2. Igniter

Motor

S/N 1000738 Posttest Adapter Igniter

Uninsulated Posttest

Assembly,

of Uninsulated

6-34

3ELTA

QUAL SIN

2 MOTOR 1000734

COMPONENT MOTOR

i_
-;

8SM DISASSEMBLY
_ i AT Z21_4 F &. llm:l

(_1-22

C20041-23

Figure 6.4-3. Motor _ 100734 (22_F) Igniter Assembly, Posttest View

Pigure

6.4-4.

Motor

S/N 1000734 Posttest Igniter Adapter

(22.21; ') of

Igniter

Assembly,

Closeup

Uninsulated

The uniformity it boils

of the posttest

cadmium rather

coating

indicates

that if any

of the coating

is removed,

off and uniformly

erodes

than coming

off in flakes. based on the posttest inspections

6.4.4 Conclusions. of the uninsulated The unmsulated soakout. The cadmium operation Deletion Deletion

The following igniter adapters: igniter plating adapter

conclusions

are provided

does not melt or erode adapter igniter stainless debris. does provides adapter adapter

during the BSM surface

operation

or posttest during motor or

on the igniter not create on the

steel not

does not flake impact BSM the

and does of the

any identifiable

insulator

adversely

integrity

operation of the BSM.

of the insulator igniter into BSM on the igniter adapter flight Based for hardware. on its compliance qualification of the and its uninsulated potential igniter for adapter with the the BSM igniter for enhanced criteria established producibility. The uninsulated and inclusion 6.4.5 success k,.j _ met all of the success for its qualification

Recommendations. criteria established

improving

producibility without compromising the product quality, adapter into the BSM flight hardware is recommended.

incorporation

of the uninsulated

6-35

6.5 DELETION OF RTV BEAD AT IGNITER CASE/ADAPTER INTERFACE. The present design requires the application of an RTV bead between the igniter adapter and the igniter adapter case. As with the igniter adapter insulator addressed in subsection 6.4, this is a laborintensive operation which appears to provide no added value to the BSM. 6.5.1 TQM Initiative Description. The RTV bead between the igniter adapter and the igniter case, like the igniter adapter insulator, is located in a very benign flow field area of the BSM case interior. Based on the same logic presented in subsection 6.4.1, the TQM initiative incorporated into the two Delta Qualification motors was the elimination of the RTV bead between the igniter adapter and the igniter case. 6.5.2 Success Criteria. In order for the deletion of the RTV bead to become qualified for BSM flight hardware, the igniter adapter and igniter case had to exhibit the absence of melting in the region where the RTV bead was eliminated. 6.5.3 Test Results. Visual inspection of the igniter adapter was completed of the igniters from the two Delta Qualification motors. following removal

The igniter case/igniter adapter interfaces showed no signs of degradation or melting where the RTV had been deleted from the design. There were no thermal effects on the thread relief area at the top of the igniter adapter threads. The pretest passivated surface f'mish of the machined 304L stainless steel igniter cases remained undisturbed after the firing for approximately IrA in. aft of this interface where the RTV was removed. The external surface of the igniter case aft of this l tA in. location that is sticking out into the combustion chamber and is completely uninsulated has never shown any signs of surface melting in over 50 previous disassembly inspections. When the igniter case was removed from the igniter adapter, the threads of the igniter adapter showed no signs of melting or gas flow, The roll pins used to index the case and adapter were present and showed no signs of melting. 6.$.4 Conclusions. Based on the posttest visual inspection on the igniter adapter and the igniter case in the region where the RTV bead was removed, the following conclusions are provided: There was no melting of any material on the igniter adapter. There was no melting of any material on the igniter case. The elimination of the RTV bead between the igniter adapter and the igniter case does not impact the performance of the BSM. The elimination of the RTV bead between the igniter adapter and the igniter case enhances the BSM producibility. The elimination of the RTV bead between the igniter adapter and the igniter case met all of the success criteria established for its qualification and inclusion into BSM flight hardware.

6-36

6.5.5 Reeommendalions. Based on the results of the two Delta Qualification motor tests, which demonstrated compliance with the success criteria for qualifying the elimination of the RTV bead between the igniter adapter and igniter case, it is recommended that this TQM enhancement be approved for incorporation into BSM flight hardware. 6.6 DELETION OF LOCTITE FROM IGNITER RETAINER PLATE THREADS. As part of the final subassembly operation for the BSM igniter, Loctite is applied to the igniter retainer plate threads to ensure that the retainer plate will not inadvertently "unscrew" during motor handling, transportation, launch, or operation. 6.6.1 TQM Initiative Description. The BSM igniter that Loctite be applied to the threads of the retainer with the igniter grain subassembly. In order to fully following description is provided with respect to the assembly, shown in figure 6.6-1, requires plate prior to mating of the retainer plate understand the basis for this initiative, the method of igniter assembly.

The igniter retainer plate (reference figure 6.6-1) screws onto the igniter grain rod after the propellant grain is cast onto the rod. A phenolic insert is bonded into the bottom of the stainless steel igniter case and the propellant grain/rod with the installed retainer plate is then bonded into the igniter case. The bottom end of the grain rod is bonded into the phenolic centering insert which was previously bonded to the igniter case. This end of the igniter grain subassembly is then firmly centered and located into the igniter case. As the igniter grain subassembly is installed into the igniter case, the retainer plate seats on a shoulder in the top end of the igniter case and prevents the igniter grain from further movement. When the igniter case subassembly is then installed onto the igniter adapter by screwing it in place, the retainer plate is captured between the aft face of the igniter adapter and the igniter case shoulder. With one end of the igniter grain rod bonded into the phenolic insert and the other end captured in place, the igniter assembly components are fixed by design and cannot "unscrew"or move. Therefore, the use of Loctite on the retainer threads provides no added value to the BSM. The TQM initiative incorporated into the two Delta Qualification motors was the elimination the Loctite on the retainer plate threads. of

6.6.2 Success Criteria. The igniter assembly must perform successfully after being subjected to all of the environments specified in paragraph 3.2.7.2.2 of 10SPC-0067. The environments are thermal cycling, shock and vibration testing and static firing at temperature. Specifically, (1) the igniter rod must remain in place through the static test as verified by posttest visual inspection, (2) the igniter is to exhibit no anomalous gas flow paths associated with the elimination of the Loctite, and (3) the igniter is to ignite the BSM main grain within the parameter limits defined in 10SPC-0067 as verified by post-test ballistic analysis.

6-37

en

6-38

6.6.3 Test Results. The following specific test results were obtained
Qualification igniter motors plate: of the disassembled igniters showed that the igniter with respect to the elimination of Loctite application retaining

from

the

two

Delta of the

to the threads

Visual

examination

retainer

plate/grain ring

rod and

interface functioned normally with no signs of structural or functional damage. There were no signs of gas flow through the interface between the igniter retaining the igniter Ballistic requirements rod or between analysis of both (reference Based the centering motors 5). as developed motors, through posttest visual Section insert and the igniter case. to the verified performance compliance

10SPC-0067

6.6.4 ballistic The

Conclusions. analysis removal

on the test results Qualification

inspection

and

of the two Delta of the Loctite of the igniters

the following retaining motors.

conclusions plate

are provided: the

from

the threads Delta plate

of the igniter Qualification and the igniter

did not impact

performance There interface

in the two retainer

was no evidence between

that removal

of the Loctite

compromised rod.

the integrity

of the threaded criteria

the igniter

The deletion of the Loctite from the igniter retainer plate established for its qualification and inclusion into BSM

threads met all of the success flight hardware.

6.6.5 Recommendations. Based on the successful testing of the igniter interface without the Loctite thread locking compound, it is recommended be approved 6.7 for incorporation EA-9394. for BSM throat centering insert insert into flight The present hardware. design uses EA-913NA/L-3

retaining plate/grain rod that this design change

ADHESIVE operations closure grain grain

epoxy

adhesive

for the

following The due ment 6.7.1 CSD Nozzle Igniter Igniter

assembly: bonding bonding into the aluminum into the igniter insert. nozzle case closure

rod into the igniter

centering

production of the EA-913NA/L-3 to environmental considerations. adhesive TQM is required. Initiative Description.

epoxy adhesive is being discontinued by the manufacturer In order to allow BSM production to continue, a replace-

Several

candidate Based Shuttle

replacement

adhesives

were

identified

by

and USBI for consideration of manufacturing adhesive adhesive

as replacements by the supplier. for other replacement adhesive

for the EA-913NA/L-3 applications, CSD

adhesive

due to its nearand the fact that to baseline

term cessation the EA-9394 to the EA-9394 Based in M.Y

on this list of candidates

was qualified

was directed material. (reference the EA-9394 and adhesive

as the prime

for the EA-913NA/L-3 test program similarity if

on the results III)

of a laboratory by to or greater

qualification by the

Appendix adhesive could

H be

Volume

conducted

CSD

to determine than that of

performance

was equal

EA-913NA/L-3

6-39

considered as a replacement bonding agent, the EA-9394 material was deemed acceptable for inclusion into the Delta Qualification motors as the replacement for the EA-913NA adhesive. The EA-9394 epoxy was used in the motor assemblies to replace the presently used EA-913NA/L-3 epoxy adhesive for the three component bonding operations identified in subsection 6.7. Preliminary acceptance of the EA-9394 adhesive was accomplished using an unloaded motor with the standard ATJ throat and igniter components bonded in place with the EA-9394 adhesive. This inert motor was then subjected to all of the Delta Qualification shock and vibration environments at MSFC. Posttest examination of this motor at CSD showed that the adhesive was not damaged by the shock and vibration environments. Based on these test results, Delta Qualification motors. Inclusion subjected adhesive. the EA-9394 adhesive was judged acceptable for inclusion in the

of the EA-9394 adhesive in the two Delta Qualification motors to environmental and static tests would provide the final qualification

which would be for the EA-9394

The TQM initiative incorporated into the two Delta Qualification motors was the replacement of the EA-913NA adhesive with the EA-9394 adhesive for the three bonding operations identified in subsection 6.7.
L

M....t 6.7.2 Success Criteria. Per Test Plan CSD-5597-93-1, the EA-9394 adhesive success criterion was: "Demonstrate ability to retain Nozzle Throat and Igniter components in place during static test such that their performance is unaffected. Pre and post-test visual examinations will verify throat performance. Pretest x-ray and post-test sectioning will verify Igniter component joint performances." 6.7.3 Test Results. The nozzle assemblies were removed from the motor cases for examination. The gap between the nozzle exit cones and the aft end of the nozzle throat inserts was maintained, which shows that the adhesive held the throat insert in place on each motor during operation and heat soak. The posttest throat alcohol-wipe test showed no cracks, which is also an indication that the throat inserts did not move down the tapered nozzle closure containment interface with the corresponding increase in compressive stresses that could cause compressive hoop stress failure. The sectioning of the nozzle closures resulted in two halves for each closure with the nozzle throats maintained in place. Sectioning of closures with the EA-913NA/L-3 adhesive sometimes results in cutting blade induced loads that cause the inserts to move due to the heat soak weakened adhesive bond. The conclusion can therefore be drawn that the EA-9394 adhesive provides a stronger bond and that it is less susceptible to heat soak degradation.

The igniter assemblies were pretest inspected by x-ray to ensure that all components were present and in their proper positions. Both igniter assemblies successfully passed this inspection. The posttest inspection showed no external anomalies relative to the bonding of the rod/centering insert/igniter case interfaces. There were no indications of uneven burning, erosion, or gas flow 6-40

that could x..../ purpose structural

be attributable of these bonds.

to unbonded

components the

after environmental in place

and static prior

firing. The main there are no

bondlines

is to hold

components

to firing;

6.7.4 Conclusions. (reference Appendix conclusions The The

Based on the test results of the laboratory H) and the test results from the Delta

adhesive qualification Qualification motors,

test program the following

are provided: adhesive adhesive requirements. met all of the success hardware. Based of the in subsection on the successful adhesive, 6.7, the EA-9394 testing of the two Delta that, be approved Qualification for the three for incorporation motors bonding into criteria established for its qualification and inclusion into is equivalent addressed pot life has to or superior herein and viscosity to the presently used EA-913NA/L-3 with BSM

EA-9394 EA-9394

adhesive

for the applications

for BSM. characteristics compatible

producibility The EA-9394 BSM 6.7.5 and flight

Recommendations. the performance

EA-9394

it is recommended adhesive

operations identified flight hardware. 6.8 ISOSTATIC

ATJ

THROAT

MATERIAL. from

The

present

ATJ

material

being

used

in the

BSM through lot ABA is no longer available graphite material is required for the BSM. CSD identified two new graphite materials

the manufacturer.

Therefore,

a replacement

that

are readily were

available, Stackpole's

in use 2020

at CSD, graphite

and and

could Union

be easily Carbide's Both used

qualified iso-static have

for BSM. These molded ATJ. been batch characterized check

two materials

materials

to some at CSD

extent

by CSD.

The Stackpole Carbide material

material is used

has been by CSD

in our ballistic

motors

and the Union

in our Titan staging motors, material has also undergone support 6.8.1 of the ATTACMs TQM Initiative acceptability the Union ATJ. Qualification

which is an application similar to that for BSM. The Union Carbide extensive characterization at Southern Research Institute (SRI) in program. Based material on the available (see Appendix was selected data, associated analyses that verified on Titan material

Description. Carbide

the material

for use on BSM

I), and the use of the material as the candidate replacement

and ATrACMs, for the original Each of the Delta

2 motors

incorporated inserts

a throat were

insert

fabricated

from the iso-static with the new epoxy

molded adhesive 6.8.2 "The x,../

ATJ bulk graphite. These throat EA9394 (see subsection 6.7). Success Criteria. shall and Paragraph

bonded

in place

3.2.1.2.3.1, at EWAT

page and

20 of 10SPC-0067 of debris, thrust during

requires The

the following: expansion shall be nozzle

nozzle

be designed particulate

to preclude plume

the generation

and to minimize tailoff.

of the gaseous

6-41

designed withstandall operationaloadsasdefinedhereinandto withstandwaterimpactloads to l to the extentthat no debrisis released." The success criterion, as definedin TestPlanCSD-5597-93-1,is: "Demonstrate ability to withstandenvironmentalandstatictestenvironments sevidencedby maintainingstructuralintegrity a (no cracks)andallowing loadedmotor to meetprogram ballistic requirements." 6.8.3 Test Results.The nozzlesandassemblies weresubjectedto the USB-specifiedenvironmentaltestsprior to the static firing tests(seeSection4). Visualexaminationof thepostfiredinsertsshowedthattheinsertsperformed normally (compared to presentslurry moldedATJ bulk graphitethroatinserts).The throat insertswereintact with no debrisgenerated. he exposedsurfaces T exhibiteduniform erosionandremainedin their original positionrelativeto the nozzleclosure.The gap at the aft end interface between the insert and the
exit cone After the did not change nozzle on each closures insert during were firing and postfire from the heat soak. an alcohol (see figure wipe insert inspection performance was was

removed

motors, were

performed performance acceptable 6.8.4

O J

and no indications presented all 10SPC-0067

of cracks specification

noted

6.8-1).

The ballistic

of the motors and allowed

in Section

5 shows

that the throat parameters

ballistic

to be achieved.

Conclusions iso-static iso-static ATJ material performance ATJ material and the bonding conditions. ATJ material flight met all of the success hardware. Based on the demonstrated performance of the iso-static AT/throat criteria established for its qualification and into BSM system that readily is equivalent to the present ATJ material. EA-9394 adhesive (see subsection 6.7) withstands the imposed environmental provide and motor a

The The

compatible operation The inclusion 6.8.5 iso-static

Recommendations.

inserts and incorporation

the material's compliance of the iso-static molded

with the success criteria established for its qualification, ATJ material into BSM flight hardware is recommended.

6-42

TECHNOLOGIES CHEMICAL UNII"ED SYSTEMS

REQUEST FOR INSPECTION

NO.

._ !;

L: ,-

N.o o_.e /

!{ lull3
Quantity
Material Locatlo_

Requestor I

Reason

z._,,,/,,_,, ,,/,/_ org No /IF-,l_,.,/_

rw-,
/a_?
Inspection Results

.t ]Date, .

I "t-qo_
Inspector Date

Char No

Inspection

Task

]Yo !_N Lz.-Ft"7"1o/_._ _

)VoT_-_ od /_/2oo 2"3, G

e

,,j,,i,_

. -_//t/_15.__ =3@ 7
!

Manhours

Exl:)ended

q. I"
2SD 14t3 5..

o:r:

.....

IDa V//

Figure 6.8-1. QC Report on Postfired lsostatic ATJ I_ns_m 6-43

Section CONCLUSIONS The forward and aft BSM motors AND addressed

RECOMMENDATIONS in this report had the following enhancements

incorporated

into their

configurations: nozzle aft closure throat insulation insert material igniter grain rod/centering insert/igniter case

Vulcanized-in-place New iso-static ATJ Adhesive Deletion Deletion Deletion

bulk graphite

EA-9394 for bonding of the igniter adapter of the igniter of the Loctite from

the nozzle throat, insulator ring case retainer igniter plate

adapter/igniter

interface

RTV threads. herein Motor. with each for of the enhancements that all of into incorporation as the the tested are qualified to be

It is the conclusion incorporated Based

of this report hardware

that all of the enhancements for the Booster Separation associated report,

into flight

on this conclusion in subsections

and the recommendations 6.3 through 6.8 of this motors Shuttle

presented enhancements manufacturing Although adhere

it is recommended

incorporated into these test of flight BSMs for the Space need guidelines: should

be approved program. at the same

all of the enhancements to the following general

not be included

time,

the program

should

Enhancement incorporation production schedule Enhancements all motors The lot(s) for must which in the production

be scheduled

in a manner

compatible

with

the lot(s); based

BSM i.e., on

be incorporated lot must enhancements

at the beginning contain are first

of the selected should

production be selected

the approved incorporated

enhancement(s) at the selected lot(s) should provide

hardware availability and the enhancement cost benefit to the customer.

incorporation

REFERENCES 1. 2. 3. 4. 5. 6. 7. Report Report Report Report Report Report CSD CSD CSD CSD 5596-87-2, 5596-87-3, 5596-87-7, 5596-87-6, "BSM "BSM "BSM "BSM "BSM "BSM O-Ring O-Ring Nozzle O-Ring Nozzle Design Booster Referee Referee Closure Tests, Tests, No O-Ring No RTV." Edge Unbond Referee Test." Configuration."

Insulation

Performance Closure

Evaluation." Bond Validation Static Static Motor Motor Test." Test."

CSD 5596-88-1, CSD 5596-88-2,

Insulation

Acceptance Separation

Verification Motor 8-Year

Report CSD TR 5596-89-1000, Demonstration."

Service-Life

8.

Report

CSD

5596-88-3,

"Booster

Separation

Motor

Delta

Qualification

Test

Report."

_._.j-