AIAA 98-3390

Small Motor Measurement Method for

Determining Burning Rate of Solid
Rocket Propellants
M. Milos, and V. Bozic
Faculty of Mechanical Engineering
Belgrade, Yugoslavia

34th AIAA/ASME/SAE/ASEE
Joint Propulsion Conference and Exhibit
July 13-15, 1998 / Cleveland, OH

For permission to copy or republish, contact the American Institute of Aeronautics and Astronautics
1801 Alexander Bell Drive, Suite 500, Reston, Virginia 20191-54344

SMALL MOTOR MEASUREMENT METHOD FOR DETERMINING BURNING RATE OF
SOLID ROCKET PROPELLANTS
Marko V. Milos*, and Vladica S. Bozic*
Belgrade University, Belgrade 11000, Yugoslavia
Abstract
A small-motor measurement method is presented
which has been developed for determination of the
instantaneous burning rate of solid rocket propellants at
different instantaneous pressures during one test. The
method is based on the pressure versus time trace
obtained by burning of a small cylindrical grain with
known development of burning surface, and employs
the nozzle as a mass flow meter. Analysis of this trace
permits the calculation of the burning rate. The
principles of the method and data reduction are given,
together with the description of the test motor and
measuring equipment. The most characteristic results
are also given together with possible sources of errors.
This method is convenient and at least accurate as more
classical methods, and uses a small amount of
propellant as in any other small-test-motor burning-rate
measurement technique. Compared with other methods,
it enables determining the quasi-steady burning rate of
solid rocket propellants in a wide range of pressures
during only one test at one initial temperature. The
results obtained from this method are close to those
from real rocket motors, which is presented on six full-
scale rocket motors.
Nomenclature
At = nozzle throat area
b = coefficient of pressure in the Saint-Robert’s law
of burning rate
Cig* = characteristic velocity of igniter
Cm* = characteristic velocity of examined propellant
db = grain bore diameter before the test
di = diameter of grain bore in the time ti
dt = diameter of throat
do = outside diameter of propellant in the grain
e = web of propellant
Ipi = pressure integral of ith segment in the interval
[i, i+1] where i= 0, n-1
Ipig = pressure integral of igniter
Ipm = pressure integral of motor based on action time
Ipp0 = pressure integral of propellant to the time t1
L = length of propellant in the grain
*Research Assistant, Faculty of Mechanical
Engineering, 27 marta 80. Member AIAA.
Copyright © 1998 by the American Institute of Aeronautics
and Astronautics, Inc. All rights reserved
American Institute of Aeronautics and Astronautics
AIAA-98-3390
mb = pre-fire motor mass
me = post-fire motor mass
mi = mass of burned propellant at ith segment
mig = mass of the igniter
mp0 = mass of propellant which is burned to the time t1
M = mass which is flown through the nozzle during
the action time
m& = mass flow rate through the nozzle
n = total number of segments
nbr = pressure exponent of burning rate in the Saint-
Robert’s law
pavi = average chamber pressure of ith time segment
pav m = average chamber pressure in motor
pc = pressure in combustion chamber
∆Q = standard deviation of the burning rate in
comparison with Saint-Robert’s law
r = propellant burning rate
ta = action time
tb = time of beginning of pressure integration
te = time of end of pressure integration
t1 = time of beginning of data reduction
tn = time of end of data reduction
ti = time in the ith instant
ρ = density of propellant
Introduction
The propellant burning rate is probably the governing
factor that is used in the calculation of grain ballistic
properties. As the burning mechanism is very complex
and involves a large number of chemical and physical
processes, the burning rate of solid propellants depends
on a number of parameters: on the pressure and on the
initial propellant temperature, cross-flow velocity,
propellant type, fuel-to-oxidizer ratio, and oxidizer
particle size in the case of composite propellants.
Numerous methods have been developed for burning-
rate measurements of solid rocket propellants in
different burning conditions.
The burning rate is usually measured in a steady-state
conditions. These are the conditions where operating
pressure and initial temperature are constant. As
burning rate varies with operating pressure and initial
temperature, data generated at various pressures and
constant initial temperature represent the propellant
burning-rate law at defined initial temperature. The
standard technique for measurement of burning rate in
steady-state conditions is the Crawford bomb1. It
1

consists of burning a small propellant strand in a vented
vessel under steady-state conditions. Burning rates are
measured by determining the instant of melting of each
of several fuse wires threaded through the strand at the
accurately known separate distances. In addition,
neutral burning ballistic test motors are used to
establish propellant burning rates2,3,4. Such motors
usually use a simple grain design with a known web
and has neutral burning to provide a constant-pressure
burning rate. Charges used in this test motors are
usually small. Burning rate is calculated as a quotient of
the web and burning time. The burning time can be
determined from the pressure-versus-time trace using
different methodologies. On these two methods,
experience has shown that small motors provide the
better approximation of actual full scale motor
conditions.
As only one pressure-burning rate data point is
obtained during one test with these methods, both
methods require a series of tests to obtain the burning-
rate behavior of a propellant at one incident
temperature. A trial to reduce number of tests using a
stepped grain configuration5 has not been satisfactory,
as accuracy is sacrificed for quantity. Better results are
obtained when the burning rate is determined by direct
computation of data obtained from static tests. This
method employs the nozzle as a mass flow meter to
determine instantaneous burning rate from the analysis
of pressure-time or thrust-time history together with
charge size data6, taking into account any non-neutral
burning geometry of a grain. First time published7 in
1950s, later similar methods8 have demonstrated good
reproducibility and small standard errors between this
and conventional ballistics test motor methods. Also,
good results have been attained using indirect
computation method9, by optimizing parameters in
burning-rate law to minimize deviations between
measured and computed pressure-time histories.
Beside previous methods, a group of methods exists
where the burning rate is determined by measurement
of the motion of the propellant burning surface during
combustion in different conditions. These can be
divided into two groups: laboratory-sample methods
and direct-motor firing methods. Laboratory-sample
methods can be used only on laboratory test motors and
include γ-ray10,11 and x-ray12,13, photographic14,15,16,
laser photodiode servomechanism17, ultrasonic18,19,20,
pressure pickup, probes21, capacitance variation
technique22,23, and microwave interferometry24,25,26,27.
Direct-motor firing methods can be used on real motors
although they can be used also on test motors. This
group involves methods of interrupted burning28,29,30,
conductivity probes and ionization probes31, and
AIAA-98-3390
thermocouple probes. Many of the above-mentioned
measurement techniques are complicated or require
expensive equipment.
The method presented in this paper belongs to the
group of methods in which burning-rate dependence on
pressure is calculated by direct computation from
pressure-time history. The method is based on the
analysis of burning of a grain of known geometry in a
small rocket motor from a pressure-versus-time trace
obtained from static tests. The pressure increase during
the test is stable and relatively slow, which enables us
to assume that the burning process is being performed
in quasi-steady-state conditions. This method enables
rapid determination of the burning rate of solid rocket
propellants at different pressures during one test in
conditions similar to those in real rocket motor. As the
burning rates are determined in a wide range of
pressures during only one test, the extensive testing
which is necessary when the Crawford bomb or neutral
burning motor method is used may be eliminated by
utilizing the method presented in this paper. The
method has been employed with success on both
composite and double base propellants.
Mathematical Model of the Measuring Method
The method is based on the following assumptions:
1. All experiments are performed in a test motor of
known geometry
2. Nozzle throat area is constant for all time of
performing the test, or it is changed with some known
law during the test
3. Propellant grain has cylindrical form with concentric
bore, and is inhibited from both heads and laterally.
The most important dimensions are (Fig. 1):
db = 36 mm, grain bore diameter
do = 60 mm, outside diameter of propellant in the
grain
L = 110 mm, length of propellant in the grain
Fig. 1 The propellant grain.
4. The burning occurs normal to the burning surface
and the propellant burns in parallel layers (line of flame
front is coaxial with axis of grain and motor). This

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 AIAA-98-3390
means that the internal channel is concentric to the Average chamber pressure in motor is calculated over
periphery. This assumption enables the calculation of the action time:
diameter of grain bore at each moment of motor work, Ip
where di is the internal diameter of the bore in the pav m = m (3)
ta
moment ti and is a function of time di = f (ti).
5. Grain is dimensioned so as to prevent influence of The characteristic velocity is defined as:
erosion (port/throat area ratio>6, and length/internal p A
Cm* = c t (4)
diameter ratio<4). m&
6. Characteristic velocity is constant during motor where nozzle throat area is defined as
operation, although pressure is changed. d 2π
7. The grain is ignited uniformly over its entire surface. At = t (5)
4
8. Mass of igniter and characteristic velocity of igniter As in this case it is not possible to measure mass flow
is known m& directly, the right-hand part of Eq. (4) is integrated
9. Density of propellant is known. over the time interval [tb, te]:
10. Grain has to be produced in one piece, and to be te
well-inhibited. Grains must be made without any ∫t ( pc At ) dt A = const I pm At
cracks, holes, roughness, and bubbles which might Cm* = b
te

t
→ Cm* = (6)
M
disturb burning surface. ∫t b
(m& )dt
The method is based on a pressure-versus-time trace Through integration of the mass flow for the time
which is obtained during static firing test (Fig. 2). It interval [tb, te], the total mass M which is flown through
means than n pairs of pressure-time [pc , t] points are the nozzle during the action time is obtained. This mass
obtained. From this pressure-versus-time trace, the can be determined as the difference between the mass
pressure integral of motor can be obtained using any of the test motor before the test mb, and after the
numerical method (for example, the trapezoid rule) completed test me:
from the following equation: M = mb - me (7)
te
These two masses can be determined by the direct
I pm = ∫ pcdt (1)
measurement. It is of prime importance for accuracy of
tb
data reduction that the nozzle throat area must be
where time tb is defined as the instant when chamber constant for all the duration of test measurement, i.e.,
pressure pc has risen to 0.2 MPa at the beginning part te
of pressure-time curve, while te is defined as the instant dt tb
= dt te
, i.e., At tb
= const (8)
when chamber pressure has fallen to 0.2 MPa at the If this condition is not satisfied, either the law by with
ending part of the same curve (Fig. 2). Under this the nozzle throat area changes must be known, or it can
pressure, the flow is no longer choked at the throat. The be assumed that the diameter of the nozzle throat
time interval between these two instants represents the changes linearly during the test.
action time ta: After that, it is necessary to define a time of
ta = te - tb (2) beginning of data reduction t1 and a time of end data
12 reduction tn at the pressure-time curve (Fig. 3.). These
points are determined arbitrarily, but they must not be
10 in transient portions of the curve. When these two
points are determined, it is possible to choose number
8 of segments for integration n. This enables
PRESSURE (MPa)

determination of the time width of segment ∆t:

6
t −t
∆t = n 1 (9)
4
n
When the values of mass of igniter mig and
2 characteristic velocity Cig* of the igniter are known, it
0.2 MPa
is possible to calculate the pressure integral of igniter
0
0.0 tb 0.2 0.4 0.6 0.8 1.0 te 1.2 Ipig using the right-hand part of Eq. (6):
TIME (s)
I pig At Cig* mig
Fig. 2 Typical pressure-versus-time trace obtained Cig* = ⇒ I pig = (10)
from one static firing test. mig At

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 AIAA-98-3390
From the equation (6), the general equation for the
d0 d1 mass of the burned propellant for each ith time segment
is equal to:
At I pi
mi = (18)
Cm*
PRESSURE

Using the same procedure from the equations (14) and

(15), the diameter of the central bore at the end of the
∆t
ith time segment is determined from equation:
4mpi
Ip0 Ip1 Ip2 di +1 = + di 2 (19)
πρL
t1 t2 t3 tn Web-e which is burned in each time segment (interval)
TIME
is:
Fig. 3 Description of the method. ∆d
ei = i , where ∆d i = d i +1 − d i . (20)
Pressure integral of transient phase (at Fig. 3 marked 2
with Ip0) is: Burning rate at the interval i and pressure pi is
t1 calculated as the quotient of the thickness of web and
I p 0 = ∫ pc dt (11) time width:
0 e
When a part of pressure integral of igniter is eliminated ri = i (21)
∆t
from the pressure integral of transient phase, it is This burning rate is valid for the pavi value of pressure
possible to calculate pressure integral Ipp0 of part of for the ith segment. At the end of the whole procedure,
propellant which is burned to the time t1: pairs of point burning rates of propellant-average
I p 0 = I pig + I pp 0 ⇒ I pp 0 = I p 0 − I pig (12) pressure [pavi, ri] are obtained for each ith segment. In
Mass of propellant mp0 which is burned to the time t1 this way, the burning-rate is obtained at different
can be calculated at the base of the known value of Ipp0 pressures during only one test. Based on obtained
using the equation (6): burning-rate/pressure pairs, it is easy to determine
I pp 0 At At I pp 0 burning-rate law.
Cm* = ⇒ mp0 = (13)
mp0 Cm* Algorithm
where value of Cm*
is obtained after calculation from A computer program is developed on the basis of the
the Eq. (6). At the base known geometry of grain described method, which calculates burning rate of
(where db=d0 is the grain bore diameter before the test propellant. Algorithm of computer program consists of
in the instant t0=tb and equation: five steps (Fig. 4):
π
mp0 = d12 − d 02 ρL
4
( )
(14)
it is possible to calculate internal diameter of the central
channel d1 at the moment t1:
4m p 0
d1 = + d 02 (15)
πρL
Integration of pressure can be performed for each
segment at the beginning of the defined time width Fig. 4 Algorithm of the computer program for burning
(Fig. 3): rate calculation.
t ( i + 1)
1. Form the matrix: pressure in combustion chamber as
I pi = ∫ pcdt , where i ∈[1, n − 1] (16) a function of test time.
ti 2. Calculation of the characteristic exhaust velocity of
Average pressure for each ith segment is calculated for propellant from the pressure-versus-time trace.
the base previous and equation (3): 3. Determine the time for beginning of calculation t1
I pi after visual analysis of the curve pressure-time. In
pavi = (17)
∆t addition, calculation of all parameters at the transient
process is performed. At the end of this step, mass of

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propellant mp0 is determined which is burned to the
momentum t1 and diameter of the internal channel d1 in
momentum t1.
4. Determine the time when the calculation is finished
tn. The pressure-time curve is divided into n segments
which have width ∆t in time interval from t1 to tn.
Number of segments, i.e. time width, is determined
arbitrarily. Minimal width of segment is equal to
acquisition time for test. From experience, optimum
number of segments is between 100 and 150, because
then the time for data reduction is short, as well as the
number of data points which are used, without any
important influence on the accuracy of obtained results.
5. After that, integration of obtained segments is
performed, so that average pressure at each segment
and appropriate burning rate for each segment can be
calculated. At the end of this process, pairs of burning
rate-pressure points are obtained, which enables
determining the burning rate law.
Experimental Rocket Motor
A schematic diagram of the experimental motor is
presented in Fig. 5. The basic element of the motor is a
combustion chamber, made of steel, capable of
sustaining a number of tests. The propellant grain has a
progressive surface spread, because it has cylindrical
shape and is inhibited at both ends and on the outside
diameter. This enables continuous burning of propellant
sample at different pressures with a ratio between lower
and upper pressure 1:2 to 1:4, depending on the type of
propellant. This propellant grain is placed into
combustion chamber. Since the duration of test is short,
this minimizes thermal losses to the chamber and
nozzle erosion. After ignition, the combustion product
gases generated from the propellant grain flow out
through the exit nozzle to the ambient conditions.
1. PROPELLANT GRAIN 7. FLANGE
2. COMBUSTION CHAMBER 8. END CLOSURE
3. HEAD CLOSURE 9. SAFETY MEMBRANE
4. IGNITER HOLDER 10. NOZZLE BODY
5. IGNITER 11. NOZZLE INSERT
6. SQUIB 12. RUBBER CORK
Fig. 5 The experimental motor.
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American Institute of Aeronautics and Astronautics
AIAA-98-3390
Convergent-divergent interchangeable exit nozzles
were designed to provide the desired combustion
pressure in the test chamber. All nozzles have
expansion ratio ε = 5, inlet half angle β = 45o and exit
half angle α = 12o. Nozzles are placed on the other
part of combustion chamber. The nozzle bodies are
made of copper because to its good thermal
conductivity. In order to eliminate completely the
possibility of ablation of the throat, a nozzle insert
made of molybdenum is placed into the throat. The use
of molybdenum ensures a fixed throat area during all
burning processes. Various nozzles, with throat
diameters from 5 to 16 mm, are used.
In order to facilitate ignition process in the
combustion chamber, a rubber cork is placed into the
nozzle throat. This cork serves as a membrane and
facilitates build up of working pressure in the
combustion chamber. Dimensions of the cork
correspond to the diameter of the nozzle throat. When
the pressure in the combustion chamber reaches
working conditions, the cork is pushed out of the
nozzle and motor can operate normally.
To prevent destruction of the entire motor in case of
high pressure during testing, a safety membrane is
connected to the nozzle. If the pressure in the
combustion chamber exceeds 20 MPa, the membrane is
destroyed and the nozzle is pushed out. In this manner,
the flow area is suddenly increased and the pressure in
the combustion chamber drops.
Motor ignition is performed with a ready-made
igniter. The igniter is activated by electricity from a
remotely controlled ignition circuit. The power supply
is switched to the igniter after a command from the
personal computer. The igniter consists of an electric
squib, black powder as a transient igniter, and small
pieces of highly aluminized propellant as a basic
igniter. The basic igniter makes possible simultaneous
and equal firing of the whole burning surface of the
propellant grain. During this, pressure peak from igniter
must not be greater than the pressure that the rocket
propellant grain will realize when it is fired. The igniter
is held in a stainless steel igniter holder threaded into a
flange attached at the head end of the combustion
chamber.
If the measurement of burning rate at a defined
temperature is desired, the whole motor is placed into a
temperature chamber which can achieve any desired
temperature.
Measuring Equipment
The pressure measuring system consists of piezo-
electric quartz transducers, charge amplifiers, and a
recording system. Pressure was measured with two

pressure transducers (Kistler Model 601A), with a
pressure range up to 25 MPa, at the places: in the front
closure after the igniter, and at the end of motor in front
of the nozzle. These transducers were equipped with
adapters (Kistler Model 6421 and 6501) and additional
copper tubing filled with silicon oil, which protected
the transducers from excessive heating by high
temperature gases. In this way, the transducers were not
mounted flush with the inner surface of the combustion
chamber, but were slightly recessed from it to provide
additional thermal protection. The electric charge
produced by a transducer, which is proportional to the
pressure signal, was carried by an insulated high-
impedance cable (Kistler Model 1651) to the charge
amplifier (Kistler Model 5006). There, it was amplified
and converted into voltage output proportional to the
pressure which was sent on the computer's disk where it
was recorded. The calibration of the whole system used
in experiments was performed periodically by
measuring a known pressure (using high-pressure air or
nitrogen).
A personal computer-based data acquisition system is
used in experiments. This consists of the pressure
transducers, charge amplifiers, elements for transfer of
signals, analog/digital convector, personal computer
(IBM PC or close compatible) with data-acquisition
board (Burr-Brown PCI-20000, or Jetsoft DAS-2000),
control section, and pyrotechnic device controller.
Complete control of a test, monitoring, acquisition
and data reduction are performed on the PC computer.
Appropriate programs for test control and data
acquisition are specially developed for this type of tests.
Possible Sources of Error
The described method is based, first, on the precise
measurement of characteristic velocity. The test cannot
be considered as regular, and measured data must not
be used for further determination of characteristic
velocity or burning rate when:
- propellant fails to start burning simultaneously on all
burning surfaces
- combustion products are not blowing only through the
nozzle, but also through other parts of the motor
- nozzle is pushed out due to membrane breaking
When the test is irregular, a repeated measurement has
to be made, with another propellant charge.
If the test is regular, the possible error in calculation
of burning rate is correlated with factors which are
connected with input parameters and initial
assumptions. Causes of this error can be different but
generally they consist of:
- error in determining characteristic velocity,
- error in measuring the propellant weight
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American Institute of Aeronautics and Astronautics
AIAA-98-3390
- error in measuring the igniter weight
- error in measuring the nozzle throat dimensions
- error in determining grain dimensions.
The initial assumption that characteristic velocity is
constant for all the motor firing is not correct for this
type of grain because it has progressive development of
burning surface and a large pressure ratio may exist
between the beginning and the end of burning. As the
characteristic velocity for the same propellant is
changed with the combustion pressure, in this case
characteristic velocity is constant during the entire time
of motor operation, because the pressure is also
changed. This means practically, that the characteristic
velocity which is determined from this grain represents
the value for the average pressure from the test,
because the beginning and ending values of pressure
are different from this value.
Possible error from this assumption is calculated
using the results of theoretical characteristic velocity
for different pressure burning. These theoretical
characteristic velocities are obtained from COMBUS
computer program32, as a basis for determination of the
internal combustion characteristics. Calculation has
shown that difference between characteristic velocity at
the beginning and end of the motor operation is not
great. From the dependence of propellant composition
and pressure ratio, it does not exceed 0.4% for non-
aluminized propellants and 0.8% for aluminized
composite propellants. This means that the error when
characteristic velocity obtained from whole diagram is
used at the beginning pressure as characteristic velocity
for this pressure will lead to the maximum error of 0.4%.
Other errors are also connected with exact
determination of characteristic velocity and involve
errors to accurately determine the time of beginning
and end of burning and pressure measurement errors.
Uncertainty of time mainly comes from the way it is
defined. The pressure measurement error is very
difficult to identify.
Errors in measuring the propellant weight, igniter
weight, and nozzle throat dimensions are also
connected with the value of characteristic velocity.
Their accuracies are connected with the accuracy of
appropriate equipment which is used during the
performance of the test. The weight of the propellant
which flows through the nozzle is between 300 and 500
grams depending on the grain bore dimensions and the
density of propellant which is used. Since for these
tests scale with a high accuracy of ±0.1 gram is used
for weighing the motor, errors in measuring weights
before and after the tests are minimal (below 0.1%).
The weight of the igniter is between 1.5 and 4 grams
depending on the type of propellant, grain, and nozzle
diameter and the type of the igniter. As the igniter is

measured on the scale with accuracy of ±0.01 gram, the
maximal possible error in measuring the igniter weight
is about 1%. As the mass of the igniter is small in
comparison with the mass of the propellant, this error
has a low influence on the accuracy of the characteristic
velocity.
The initial assumption that nozzle throat is constant
for all the duration of the motor firing can be
considered correct because the throat is made of
molybdenum. In this way, erosion of throat is
prevented because of short firing time of the motor and
proper nozzle design. Possible sedimentation from
metallic part in combustion products is also prevented.
Beside this, dimension of throat is checked before and
after each test and if there exists any difference, this is
included in the calculation.
The error in determining grain dimensions has an
effect on the initial data, which are used in determining
initial diameter d0 and the length of the propellant in
the grain L. As these dimensions are greater than 20
mm and are measured with a sliding caliper with an
accuracy of ±0.02 mm, errors in measuring these
parameters are below 0.1%. The main possible error
AIAA-98-3390
pressure range from 3 to 10 MPa at 293 K. Burning-
rate data from this method were correlated with burning
rates obtained by using the microwave reflection
interferometry method34. Results of burning rates
between these two methods have shown good
agreement. Test data for propellants with strong and
weak pressure dependencies are presented in Fig. 7. All
the data were correlated with Saint-Robert’s law
( r = b ⋅ p c nbr ). Redundant tests for two composite
propellants are shown in Fig. 8. Results of separate
tests are represented with different symbols. These
results have shown good agreement between different
tests for the same propellant.
The results of the burning rates obtained from this
method are used for the calculation of ballistic
properties for a few different grains with different grain
diameters. Data about all tested full-scale motors are
given in Table 1. Almost all grains have been made
from ammonium perchlorate as oxidizer and modified
20
SMALL MOTOR MEASUREMENT METHOD
MICROWAVE REFLECTION INTERFEROMETRY METHOD

which is very difficult to identify is error in measuring

BURNING RATE (mm/s)

grain bore at the proper location (off-set and oval bore).

This error is mainly connected with the manufacturing
of grain and does not exist if the grain is properly 10
9
produced. Grain thermal deformation as a function of
8
the actual conditioning temperature also can be
7
attributed to this type of errors.
All of above mentioned parameters are used for 6
determination the value of web which is burned before
5
the time t1 when calculation of the burning rate begins. 2 3 4 5 6 7 8 9 10 20
PRESSURE (MPa)
This parameter is correlated with almost all beginning
assumptions and directly influence on the accuracy of Fig. 6 Burning rate results measured for one typical
obtained results of burning rate. Deviation of 1 percent rocket propellant.
in determining the beginning diameter d1 will lead to 20
the 0.7 percent of error in calculation of burning rate.
Generally it can be concluded from all above
mentioned that results from described method have
BURNING RATE (mm/s)

10
accuracy greater than ±2-3 percentage, which is the 9
8
level other methods33 have. 7
6
5
Experimental Results
4
This method has been used for calculation of burning
3 PROPELLANT A, - - - - T=293, nbr=0.5866, b =9.436 10-7, ∆Q=0.66%
rate in over four hundred tests in which many different PROPELLANT B, _____ T=293, nbr=0.0951, b =1.322 10-3, ∆Q=0.77%
propellant compositions, both double-base and
2
composite, have been tested. Composite rocket 2 3 4 5 6 7 8 9 10 20
PRESSURE (MPa)
propellants based on ammonium perchlorate as the
oxidizer and modified polyvinyl-chloride as the binder Fig. 7 Burning rate results measured for rocket
have usually been the ones examined. Typical results of propellants with strong and weak pressure
burning rates obtained for one composite propellant are dependencies.
shown in Fig. 6. The burning rate was measured in a

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 AIAA-98-3390
Table 1. Full-scale motors data
diameter of grain (mm) grain configuration length/diameter ratio port/throat ratio
135 star 8.929 1.566
112 cylindrical 0.812 2.377
70 end-burning 3.643 /
125 end-burning 2.75 /
118 star 13.22 1.804
250 internal burning tube 2.26 7.035

30 16

14
25
PROPELLANT C
12
BURNING RATE (mm/s)

PRESSURE (MPa)
20 10

15 6

PROPELLANT D 4
TEST
PREDICTION
2

10 0
2 3 4 5 6 7 8 9 10 20 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
PRESSURE (MPa) TIME (sec)
Fig. 8 Redundant tests with two typical composite Fig. 10 Theoretical pressure-time curve with the actual
propellants. results of test for the cylindrical grain φ112.
16 taken directly from tests with small motors. Burning
14 rate is calculated including erosive burning effects
based on modified Lenoir & Robillard model (with
12
model parameters supplied or calculated theoretically),
PRESSURE (MPa)

10 and pressure gradient effects (modified Paul model).

Throat erosion is possible to calculate with two throat
8
erosion/ablation models: constant erosion rate or heat
6 flux dependent erosion rate. Nozzle losses (two-
4
dimensional, boundary layer, two-phase) are calculated
TEST by modified SPP model. Effect of motor size on
PREDICTION
2 burning rate is not be taken into account.
0 The predicted pressure-time curves from BALIST
0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6
TIME (sec)
computer program for these grains are shown in the
Fig. 9 Theoretical pressure-time curve with the actual following figures, together with measured values of
pressure-time history for each grain. The results of
results of test for the star grain φ135.
calculation of pressure-time curve for internal burning
polyvinyl-chloride as a binder, using specially star grain, outside diameter 135 mm, compared with
developed TEPVAC processing technology. Only grain results of real test, are shown at Fig. 9. The predicted
φ118 mm have been made from extruded double-base and measured pressure-time curves for a single-
propellant, which consists from nitroglycerin as perforation cylindrical grain for a booster motor are
nitrocellulose as main ingredients. shown at Fig. 10. The predicted pressure-time curve,
BALIST computer program35 is used for calculation together with the measured value of pressure-time
of ballistic properties for these grains. It performs one- history for end-burning grain configuration for
dimensional unsteady calculation of pressure trace sustainer motor for the same missile, are given at Fig.
(sudden ignition of whole surface), including pressure 11. The booster grain has outside diameter 112 mm,
and temperature drop along grain perforation (SPP while the sustainer grain has outside diameter 70 mm.
method). Value of characteristic velocity has been The predicted pressure-time curve, together with
measured values of pressure-time history for an end-

8
American Institute of Aeronautics and Astronautics
 AIAA-98-3390
burning grain with outside diameter 125 mm, are 10

shown at Fig. 12. This grain is used in two-phase

motor. Figure 13 illustrates the predicted pressure-time 8
curve together with the measured value of pressure-

PRESSURE (MPa)
time history for an internal-burning star grain, outside 6
diameter 118 mm. Also, the ballistic prediction for a
single-perforation cylindrical grain diameter 250 mm is
4
given at Fig. 14, together with the pressure-time history
obtained from an actual test.
As can be seen from the results, obtained on all of 2 TEST
PREDICTION
these figures, good agreement exists between results of
theoretical predictions, where burning rate results 0
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5
obtained by method described in this paper are used, TIME (sec)
and actual tests. From results obtained it can be
concluded that the method described is convenient and Fig. 13 Theoretical pressure-time curve with the actual
fast, and represents a reliable method for determining results of test for the star grain φ118.
burning rate of solid rocket propellants at different 12
pressures. 11

6 10
9

PRESSURE (MPa)
5 8
7
PRESSURE (MPa)

4 6
5

3 4
3
TEST
2 2 PREDICTION
1

1 TEST 0
PREDICTION 0 1 2 3 4 5 6
TIME (sec)
0
0 5 10 15 20 25 30 35
Fig. 14 Theoretical pressure-time curve with the actual
TIME (sec) results of test for the cylindrical grain φ250.
Fig. 11 Theoretical pressure-time curve with the actual
results of test for the end-burning grain φ70. Conclusion
16 The method is convenient and provides rapid
14 characterization of burning rate and characteristic
velocity: values necessary for calculation and designing
12
of rocket motor with solid propellant. The burning rate
PRESSURE (MPa)

10 of a propellant can be characterized with only one

motor firing, uses a small amount of propellant. If we
8
want to obtain the same number of burning rate data
6 from one test with this method, it is necessary to
4
perform many Crawford bomb tests or neutral burning
TEST ballistic test motors tests. The computations necessary
PREDICTION
2 to calculate the burning rate from the experimental data
0 are simple and short. Method has been applied to a
0 5 10 15 20 25
different propellant formulations. It is shown that the
TIME (sec)
burning-rate results obtained by described method can
Fig. 12 Theoretical pressure-time curve with the actual
be successfully used for fast calculation of the internal
results of test for the end-burning grain φ125.
ballistic properties of new solid rocket motors.

9
American Institute of Aeronautics and Astronautics

Acknowledgment
The authors would like to acknowledge Dr. Dj.Dj.
Blagojevic (director of JETSOFT Company) for
assistance during works on this method and help in
using his programs COMBUS and BALIST. COMBUS
is the computer program for theoretical calculation of
chemical equilibrium and rocket performance which is
based on modified and improved NASA-LEWIS
Gordon/McBridge computer program. BALIST is the
computer program for theoretical calculation of rocket
motor performance.
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