SEPTEMBER 1967 ENGINEERING NOTES 1267

ment encountered during the various phases of vehicle process-

ing. Maintenance data provided to the data bank consist of
vehicle and ground support equipment repair times and identi-
fication of success path processing re-entry points.
The sequencing of the 500 events is contained in the logic
section of the model. The model simulates the processing of
the vehicle, event by event, through the success path logic
flow defined on the time bar.
A major output or product of the model is Launch Vehicle
Availability (LVA), which is defined as the probability predic-
tion that the launch vehicle will be ready for launch within an
assigned lunar launch window. LVA is obtained by simulat-
ing a series of launch attempts into a specified-length launch
window. The ratio of the number of successful launches ob-
tained to the number of attempts is the LVA. LVA is used as
the primary measure of systems effectiveness and is the mea-
sure used for evaluating trade studies and the effects of sys-
tems or processing changes.
Other outputs of the model provide information for develop-
ing an understanding of the behavior characteristics of the pre-
launch system, in identifying potential problems, for formulat-
ing problem solutions, and for formulating recommendations
for system improvements. Equipment and event rankings
are used to identify potential contributors to vehicle non-
availability. Equipment operating profiles provide a record
of equipment operating times during each event and are useful
for equipment life evaluation. Sensitivity analyses indicate
how the system reacts to variations or changes in the operating
parameters, such as changes in the processing sequence or
changes in reliability or maintainability characteristics of
equipment, and are useful in providing information on where
corrective efforts should be concentrated to provide the great-
est increase in system effectiveness. Trade studies are per-
formed to investigate in detail potential areas where improve-
ment or optimization of the prelaunch system or processing-
may be profitable.
Reference
1
Snyder, J. E., Bemiich, E. R., and Lindsey, Y. H., "Imple-
mentation of advanced simulation techniques for predicting the
Saturn V launch vehicle systems behavior," AIAA Paper 67-205
(1967).
Fin Structural Design for High-
Performance Sounding Rockets
H. G. SEVIER*
Bristol Aerospace Limited, Winnipeg, Manitoba, Canada
D
ESIGN of the Bristol Aerospace "Black Brant" sounding
rocket family had, as its main objectives, provision of
vehicles of low cost, high efficiency, and low wind sensitivity.
These requirements resulted in use of relatively short burning
time solid-propellant motors, and acceptance of high-peak dy-
namic heads. In consequence, vehicle stability is significantly
influenced by aerothermal-elastic effects, and the more con-
ventional solutions to the associated problems of fin thermal
Presented at the AIAA Sounding Rocket Vehicle Technology
Specialist Conference, Williamsburg, Va., February 27-March
1, 1967 (no paper number; published in bound volume of papers
of the meeting); submitted February 28, 1967; revision received
May 23, 1967. The author wishes to acknowledge the work of
L. H. Ohman and R. C. Dixon, National Aeronautical Establish-
ment, the results of which are included in this paper.
[6.08, 6.12, 7.02, 7.08]
* Head, Vehicle Design Department, Rocket and Space
Division.
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THEORY
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WI ND TUNNEL D ATA
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200 K N/M
2
Fig. 1 Effect of fin structural flexibility on vehicle center-
of-pressure location for Black Brant III (body rigid, no
heating).
control and structural design were rejected. Instead, an
inexpensive form of ablative insulation is employed and
lightweight bonded sandwich structures were evolved.
Theoretical aeroelastic properties have been confirmed by
wind-tunnel and structural influence coefficient tests. The
design concepts were subsequently proven satisfactory during
the rocket development firing program.
Aerothermal Elasticity
The single-stage Bristol Aerospace Black Brant III is a
25.9-cm-diam, 5.5-m-long vehicle, which lifts a 23-kg useful
payload to a nominal apogee altitude of 170 km. To mini-
mize impact dispersion, a radial burning propellant geometry
was adopted, with a total burning time of 12 sec. Achieved
trajectory properties include a peak dynamic head (q
p
) of
900 kN/m
2
, coincident with a Mach number (M) of 5.5.
Superposition of the effects of fin elastic deflection upon
the decay of "rigid vehicle" fin, normal force coefficient slope
(Cna) with increasing M, and inclusion of the influence of
elastic modulus reduction due to aerodynamic heating, pre-
sented stability problems that dictated a new look at fin
thermal design. The more conventional heat-sink type gave
unacceptably high weight and planform area. Therefore,
it was decided to examine the application of an ablative in-
sulation to the load-carrying fin "blade."
To assess the aeroelastic characteristics, a flight-standard
fin was loaded by air bags simulating the pressure distribution
at q
p
. Measurements of lateral deflection were then inte-
grated to assess the effective C
na
erf the flexible fin, by use of
the simple relationship
(7
na
(Flexible) = C
(1)
where 7 = fin inverse stiffness (fin incidence change per unit
fin normal force), a = "rigid" vehicle incidence, and F =
fin normal force at incidence a. The theoretical data were
compared with wind-tunnel measurements, made on model
fins by the Canadian National Aeronautical Establishment
(NAE). In the latter tests,
1
C
na
was measured over limited
q and M ranges, using fins fabricated from steel, titanium,
and Scotchply plastic. It can be shown that, for a thin
elastic solid wing of arbitrary planform and slowly varying
thickness in a uniform airflow, the local aeroelastic rotation
is proportional to
- u
2
) qL*/Et* (2)
where E = elastic modulus of the fin material, v =
Poisson's ratio, t = root thickness, and L = a characteristic
dimension. Using the wide variation in elastic modulus
afforded by the three test fins, the wind-tunnel results were
extended to cover the q range of Black Brant III. The data
were then generalized (see Fig. 1) by a presentation of the
movement of aeroelastic center of pressure with q/M. Theo-
retical values based on Eq. (1) are superimposed, and excellent
agreement is noted.
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1268 J. SPACECRAFT VOL. 4, NO. 9
STEEL RI VET
Sect i on X ~X
Fig. 2 Black Brant V fin structural details.
structures. The fin thus comprises a shaped core of Truss-
grid (the honeycomb "grain" being suitably aligned with
respect to the mean spanwise flexural axis), to which are
bonded sheet aluminum skin facings and an aluminum nose
block. Thermal protection is identical to that of Black
Brant III, i.e., a titanium leading edge sheath and an Avcoat
ablative coating (see Fig. 2). This structural concept has
also been applied to the booster fins of the two-stage Black
Brant IV, which lifts a 23-kg useful payload to 1000 km. To
optimize the fin design of both Black Brants IV and VB,
numerous small photoelastic models were built, the resulting
stress and deflection data being reviewed in conjunction with
aerodynamic properties. It was thus possible to arrive at a
fin design that afforded maximum aeroelastic stiffness with
no meaningful loss in aerodynamic efficiency.
To confirm the predicted aeroelastic characteristics, the
NAE analyzed the results of influence coefficient tests on
full-scale Black Brant IV and VB fins.
2
The results are
shown in Fig. 3. K is a stiffness parameter, defined as
To provide adequate thermal control, various ablative
insulants were examined, both theoretically and by testing
in a high q, hot gas flow. Phenolic reinforced fiberglass was
thus selected. Initial flight trials indicated, however, that
the ablative process must not in itself influence the fin elastic
properties, which requires use of a low-modulus insultant.
Fiberglass was unsatisfactory in this respect, and therefore
Avcoat is now used.
Fourteen vehicles have been flown using fins of this final
design, demonstrating that neither apogee performance nor
roll history are affected by the ablation process. Low-alti-
tude, high q, roll-yaw resonance characteristics are also
satisfactory.
Bonded Sandwich Structures
The Bristol Aerospace Black Brant VB evolved as a logical
development of the older Black Brant IIA, and lifts a 114-
kg useful payload to an altitude of 365 km. Peak M is
9.0, and at the q
p
of 300 kN/m
2
, M is 4.0. It was decided
that the fin design should combine the now proven ablative
thermal insulation technique with a lightweight bonded
sandwich structure. This form of construction, although
dimensionally impractical on the smaller Black Brant III,
promised to provide significant over-all benefits due to the
sizeable decrease in both weight and weight/stiff ness ratio,
compared with that obtainable from relatively homogeneous
K =
(3)
10 20
' K ' _
a ) BLACK BRANT I V
O 0.8 -
0 ACTU AL ' K ' RANGE 0
- -
~ -
\^
\
\
\^ M= 2
3 10 20 30 40 5
1
K '
b) BLACK BRANT V
Fig. 3 Variation of fin aeroelastic efficiency with Mach
number and stiffness parameter K for Black Brant IV and
Black Brant VB.
Where b = fin span, and E and E
0
are the elastic moduli of
the heated and room-temperature structures, respectively.
The actual K range of each vehicle is also shown. Note
that the aeroelastic efficiency of the Black Brant IV fin re-
mains very high until about M = 4.5. Since the M at q
p
(400 kN/m
2
) for the latter is 4.5, no problem exists. However,
at still higher M, the tip Mach cone creates an adverse aero-
elastic condition, due in part to use by the Black Brant IV of
a very low aspect ratio, over-all constant thickness "slab"
fin. Postponing this stability loss to beyond the booster
stage operating Mach number envelope permitted the design
to take advantage of a separate cost-effectiveness study,
which had shown the drag penalty of "slab" fins to be neg-
ligible, whereas cost savings are significant. For the much
higher M single-stage Black Brant VB application, increased
aspect ratio, modified double-wedge aerofoil section, and
spanwise thickness taper were mandatory; therefore the
previous Mach cone effect is not experienced and fin aero-
elastic efficiency remains high.
In quantity production, the bonded sandwich structure
has posed few problems, while proving to be an economic
concept. For the "slab" Black Brant IV fin, Trussgrid is
purchased in the finished thickness, and rework is confined
to cutting the sheets to planform shape. The modified
double-wedge section and spanwise thickness taper of the
Black Brant VB fin is achieved by machining the Trussgrid
surface to approach the required thickness distribution, and
then crushing to the final over-all contour. When complete,
all fin "blade" surfaces are flat to 0.39 mm, thickness is
everywhere controlled to 0.13 mm, and root-to-tip twist
never exceeds 0.003 rad. A total of fifteen Black Brant
IV and VB rockets have been flown to date, and without
exception have demonstrated that fin design is satisfactory.
Both types of vehicles have been intentionally rolled, and
achieved spin rates remained close to the predicted values.
Roll-yaw resonance has been induced at low altitude and
relatively high dynamic head; no significant lateral accelera-
tion build-up occurred.
References
1
Dixon, R. C., "Black Brant III aeroelastic stability model-
wind tunnel data report," National Aeronautical Establishment,
National Research Council, Canada, Rept. 5 X 5/0001 (Septem-
ber 1964).
2
Dixon, R. C. and Ohman, L. EL, "An aeroelastic investiga-
tion of. three rocket fins at high Mach numbers," National
Aeronautical Establishment, National Research Council, Canada,
Rept. LR-447 (December 1965).
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