TECHliICAL NOTE TN-SM-83-12 

TEST REPORT 

FOP, 

NSFC TEST &o. 83-2 

PRESSURE SCALED WATER IMPACT TEST 

OF A 12.5 INCH DIAMETER MODEL OF 

THE SPACE SHUTTLE SOLID ROCKET BOOSTER 

FILAMENT NOUFJD CASE 

AKD 

EXTERtiAL TVC PCG 

SEPTEF.13ER 1983 

P 

Y 
TECHNICAL NOTE TN-SM-83-12 

Y 

TEST REPORT 

FOR 

XSFC TEST #83-2 

CONTRACT NAS6-35017 

. PRESSURE SCALED WATER IMPACT TEST 

OF k 12.5 INCE DIAMETER MODEL OF 

THE SPACE; SHUTTLE SOLID ROCKET BOOSTER 

FILAMENT WOUND CASE AND EXTERNAL TVC ?OD 

SEPTEMBER 1983 

Prepared by : 

STRUCTURES AND MECHANICS DEPARTMENT 

CHRYSLER CORPORATION 

ELECTRONICS PRODUCTS DIVISION 

ENGINEERING OFFICE 

KICHOUD ASSEMBLY FACILITY 

P.0. BOX 29200 

NEW ORLEANS, LDUISIANA 

For: 

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION 

GEORGE C. IARSHALL SPACE FLIGHT CENTEE? 

HUNTSVILLE, ALABAMA 

I 
FOREWORD 

This report represents results of Pressure Scaled Water Impact Test, using a 

i2.5 inch diameter model of the Space Shuttle Solid Rocket Booster (SRB) 

configured to represent the Filament Wound Case (FWC) and Trust Vector 

Control (TVC) Pod. 

The tests were conducted in May/June 1983 by Chrysler Corporation, for 

NASA/MSFC at the Hydroballistics Facility of the Naval Surface Weapons 

Center? White Oak, Maryland. 

Results include local surface pressures in the model aft skirt/motor case 

region, simulated nozzle actuator force moments? and overall vehicle 

acceleration dynamics. 

ii 
TAELE OF CONTENTS 

SECTION 

NUMBER 

I INTRODUCTION 

11 MODEL D&SCRI?’XOK 

IZI ELECTRICAL 1NSTRUMEE:TATIOh’ 

IV TEST FACILITY 

v PHOTOGRAPEIC iNSTRUHENTATI9N 

VI TEST FROGRAK 

VI I TEST OPERATIONS 

VI11 TRANSDUCER DATA REDUCTION 

REFERENCES 

APPENDIX 

PRESSURE, FORCE, AND ACCELERATION 

DATA TIEE HISTORY PLOTS 

PAGE 

NUHSER 

32 

36 

37 

46 

75 

76 

iii 
TABLE 

NUKBER 

LIST OF TABLES 

I INSTRUKENTATION LIST 

I1 TEST PROGRAK 

111 TEST NUXBER MATZIX 

Z'J ?€iOTOGRA?EIC DATA 

PAGE 

NUMBER 

9 

39 

41 

44 

iv 
LIST OF ILLUSTRATIONS 

FIGURE 

NUMBER 

Model Overall Configuration 

Aft AssemSly (Barrel21 Model Geo!netry 

YVC Po? Configuration 

fto,odel Instrumentation 

Model Instrumexation 

Model Instrumentation 

Model Instrumentation (Ring) 

Model Instrumentation TVC Pod 

Accelerometers 

io Actuator Transducer Locations 

11-19 Model Instrumentation Photographs 

20 

21 Model Axis Systes 

Nczzle Force Balance Axis System 

22 Sign Convention anU Arrangement of 

Actuator Transducers 

23 Hydroballistics Tank Building 

24 Sectional View of Hydroballistics Tank 

25 Inside View of Hydroballistics Tank 

26 Launcher 

27 Hodel Loaded in Carriage Dolley Clamp 

28 Carmage Dolley Clamp 

PAGE 

NUMBER 

4 

5 

6 

13 

14 

15 

16 

17 

18 

19 

20-28 

29 

30 

31 

33 

34 

35 

50 

51 

52 

V 
LIST OF ILLUSTRATIONS (Cont'd) 

F I GURE 

LliMSEt? 

PAGE 

NVIBER 

23 Carriage Dollsy Clamp 53 

30 Clamps (Adjustment Side View) 54 

31 Clamps (Model Side View) 55 

3r Rear View of Horizontal Support Arm with 56 

Release Cam in Place 

33 Rear View of Release Cam Attached to Horizontal 57 

support seam 

34 Release Cam Removed from Horizontal Beam 58 

35 Release Cam Model Side View 59 

36 Adjusting Dolley Clamp to RsceFve Model for 60 

Angle Drop Test 

37 Aejusting Dolley Clamp 61 

38 Hanging Instrument Cable 62 

39 Model in "0" Horizontal Velocity Status 63 

40 Spool, Chain Drive Sprocket and Disc Brake Ass.$?. 64 

41 View Looking Down at Chain Drive Assembly 65 

42 View Looking Down 66 

43 Spool, Chain Drive Sprocket and Disc Brake Assay. 67 

44 View of Port Hole with Special Cover in Place 68 

45 Port Hole with Cover Removed 69 

46 Cover in Flace 70 

47 View of Tank Top 71 

48 

49 

View of Manhole from within Tank 

View from in Tank for **On Horizontal 

Velocity Test 

72 

73 

Vi 
FIGURE 

NUMBER 

LIST OF ILLUSTRATIONS (Concluded) 

PAGE 

NUMBER 

50 Lauixher Just after Release 

51 Data Sample Run #30 

74 

77 

vii 
.. - 

(THIS PAGE INTENTIONALLY LEFT BLANK) 
SECTION I - INTRODUCTION 

Water impact tests using a 12.5 inch diameter model representing a 8.56 

percent scale of the Space Shuttle Solid Rocket Booster configuration were 

conducted May/June 1983 at the Naval Surface Weapons Center, White Oak, 

Marylane . 

The two primary objectives of chis SR9 scale model water impact test program 

were : 

1. Obtain cavity collapse applied pressure diszributions for 

the 8.56 percent rigid body scale model FWC pressure 

magnitudes as a function of full-scale initial impact 

conditions at vertical velocities from 65 to 85 ft/sec, 

horizontal velocities from 0 to 45 ft/sec, an8 angles 

from -10 to +10 degrees. 

2. Obtain rigid body applied pressures on the TVC 

pod and aft skirt internal stiffener rings at initial 

impact and cavity collapse loacling events. In 

addition, nozzle loads were measured. Full scale 

vertical velocities of 65 to 85 ft/sec, horizontal 

velocities of 0 to 45 ft/sec, and impact angles 

from -10 to +10 degrees simulated. 

A total of 47 tail first drops were made during this test. Hodel entry 

conditions were Froude scaled vertical velocities of approximately 65 to 85 

ft/sec, With horizontal velocities up to 45 ft/sec and impact angles from 

-10 to +10 degrees. These tests were conducted at scaled atmospheric 

pressures (1.26 psia or 65 mm.Wg). 

This report contains a description of the model, test program, Last 

facility, test equipment, instrumentation system, &ata reduction proceaures, 

and test results. 

1 
SECTION I1 - MODEL DESCRIPTION 

3he model used for this test program was a 8.56% Froude aled rigid body 

simulation of the STS-1 configuration of the Space Shuttle 146 inch diameter 

solid rocket booster. It consists of a 12.5 inch diameter cylindrical body 

section 88.7 inches long and a short 18 degrees flared skirt for an overall 

nodel length of 102.5 inches. 

The forward end of the model is closed with a flat bnlkhead and the aft end 

has a hemispherical bulkhead with a 3.9 to 1 area ratio nozzle. Figures 1, 

2 and 3 illustrate the model geometry and principal dimensions. This 

configuration represents the SRB with the nozzle extension jettisoned. 

The model was fabricate6 from 2219 aluminum with a skin tilickness of .08 

inches. The forward cylindrical body sections were rolled and welded with 

machined flanges and stiffener rings at the end of each component. The aft 

body section, skirt, bulkhead, bellmouth and nozzle were machined from 

aluminum billets. The frontal area, geometry, and location of aft skirt 

stiffener rings were simulated on the model. After installing 

instrumentation and ballast the model had the following mass 

characteristics: 

Weight ---_-------- 88.5 lbs 

Moment of Inertia - 27.3 slug sq.ft. 

CG Location ------- 45.9 fr3m base 

2 
The above measurements were made without the instr-dment cable attached to 

the model. The instrument cable was supported independently of the model 

prior to each of the 47 free fall drops, therefore no weight of the 

instrument cable is considered. 

3 
N + 

U 

I 

W = 

A 

m 

4 

i 
ELECTRONICS DIVISION 

n 13.771 

I 

NOZZLE LOADS 

BALANCE 

P 

- b 3.17 2 6.03- 

-50 

17.E 

FIGURE 2. AFT ASSEMBLY BARRELL) MODEL GEOMETR 4 

5 
W 

n 

h 

F 

M 

6 
SECTION I11 - ELECTRICAL INSTRUMENTATION 

The model was instrumented with 51 transcucers. These consisted of 5 

crystal type accelerometers, 38 piezoelectric pressure transducers, a 4 

component force balance which measured nozzle loads, and 4 uniaxial foil 

strain gage located on the actuatcrs to measure their bending moments. 

These transducers along with their location and function are listed in Table 

I and illustrated in Figure 4 through 19. 

Figure 9 shows model accelerometer locations. These consisted of axial, 

pitch, and yaw accelerometers. Three accelerometers were located at the 

model center of gravity and two on the aft bulkhead. Accelerometer sign 

Ccnvenzion is positive axial toward the model nose and positive pitch toward 

top centerline. 

The model nczzle and bellmouth were attached to the aft bulkhead through a 4 

cotcponent strain gage force balance. This balance encircled the bellmouth 

one inch forward of the nozzle throat and was of a moment cage design so 

that forces and moments are measurea by individual strain gage briages. 

This balance measured axial force, normal force, pitching moment, and yawing 

momewnt. All forces and moments are referenced to the balance moment 

center which is one inch forward of the nozzle throat and on nozzle 

centerline, 

7 
Fignre 20 shows the balance sign convention. Model instruments were water 

praofed with h combination of scotch Cast epoxy resin, RTV and silicone 

grease. To protect pressure transducers from thermal shocks, the diaphrams 

were recessed approximately 1/16 of an inch be:ow the model skin an6 covered 

with RTV. All instruments were bench calibrated prior to installation in 

the modei an8 were check calibrated through the model instrument system 

after ail wiring had been completed. 

Transducer signals were transmitted from the model through instrument cables 

tha: attached to model top centerline near the C.G. These cables were 

approximately 100 feet long. The instrument cables were made up of 20 

conductor and 12 conductor shielded, 20 gage tefion insulated wire an8 a 

power caSle. Ail instruments used a 5 volt common power which was 

connected to the individual transducers thrOCgh a terminal strip. Pressure, 

acceleration and strain gage outputs from the instrument cable were fed 

through appropriate couplers or signal conditioners/amplifiers intc two, 28 

channel, FX tape recorders. Data was recorded at 30 IPS, wide band, (108 

KHZ center frequency). IR16”B” time was recorded on channel 14 and 28 of 

each recorder. 

8 
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I4 

9 
1" 

10 

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ELECTFlONlCS OlVlSfON >- + 

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1Q 
STRAI 

SXRl. 

SXR2 

STUI 

SYZl 

STZ 2 

-.--- 

.N GAGES 

IN GAGES 

FIGURE 10 

ACTUATOR TRANSDUCER LOCATIONS 

19 





I 



____-- 

__I29 

z 

kl 

rm * 

VI 

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30 

SECTION IV - TEST FACILITY 

This test was conducted in the Hydroballistics Tank at the U.S. Naval 

Surface Weapons Center, White Oak, Maryland. This tank is 35 feet wide, 100 

feet long and 75 feet deep with a wiiter depth variable from zero to 65 feet. 

To preserve Water clarity the tank is lined with stainless steel and the 

water is continuously filtered. k two foot thick reinforced concrete 

honeycomb structure surrounds the tank and is designed to permit reduction 

of air pressure above the wazer for model scaling. Steam ejectors locaced 

on the building roof are usee to evacuate the rank for pressure scalea test. 

Depending Epsn water level, access tc the tank is obtained either through a 

door in the bottox of the tank, two personnel hatshes in the ceiling, or by 

removing one of nine 3-foot diameter gun ports located in the north wall and 

ceilir,g. Work inside the tank is performed from either a raft, a catwalk, 

or a movable bridge 6.5 feet high by 10 feet wide which spans the 35 foot 

width of the tank at the 61 foot elevation. For photographic or visual 

observations 16 inch diameter portholes are located 11 feet on center in the 

tank floorl walls, and ceiling. Figures 23, 24 and 25 are illustrations of 

the hydroballistics tank. 

32 

- . . . 

HYDROE3ALLlSTICS TANK . 

! 

Figure 24, SECTIONAL VIEW. OF HYDROBALLISTICS TANK 

I 

I 

I 

I 

i 

! 

, 

i 

I 

I 

I 

I 

I 

i 

! 

I 

-1 

34 
i 

-! 

Figwe 25, INSIDE VIEW OF HYDROBALLISTICS TANK 

35 
SECTION V - PHOTOGRkPHIC IISTRUMENTATION 

Photographic coverage for this test was provided by two high speed 16mm data 

cameras, an2 one 16mm documentary camera. The data cameras were set up in 

and perpendicular to the model pitch and yaw planss in port holes 504 and 

524 which were located ar the waxer surface. They were sighted so that the 

lens centerline was at the water sarface to permit split water lme viewing 

above and below water with eacl? camera. Both cameras ran at approximately 

250 PPS, used a 1/650 sec. exposure time, had a 60 CPS timing signal and 

were force processed one stcp. 

The documentary camera was located in port hole 624 which was 41 feet in 

front af and 11 feet above the model impact point. 

The tank lighting consisted of 7 banks of 12 bulbs each below the water and 

2 banks of 12 bulbs each and 4 ligfit bars with 2 bulbs each above the water 

line. All bulbs were 650 Watt. A blue vinyl back drop 25 ft. wide by 20 

feet long was snspended from the bridge to improve tank lighting. The west 

wall of the tank hac been previously covered with white vinyl. 

36 
SECTION VI - TEST PROGW 

Water impact tests using a 12.5 inch diameter scale model of the Space 

Shuttle SRB were conducted at the U.S. Naval Surface Weapons Center, White 

CaR, Maryland, from May 7, 1983 through May 23, 1983. These tests were 

conducted in accordance with Karshall Space Plight Center document "Test 

Requirements for the SRB 8.56% Scals Model Water Impact Test Program." 

(Reference 1 & 2). 

Dxing the test prograii a total of 47 drops were made. 44 drops were made 

at a Scala atmospheric pressure of 1.26 psia and 3 drops were made without 

Fressure scaling ac Pa = 14.7 psis. 

The model configuration was varieC as note6 in the Test Program (Tabie 11) 

to the following: 

CONFIGURATIONS: 

I Baseline - TVC Pod on lee side, actuators at 

225 degrees and 315 degrees. 

I/180 Baseline - Except instrumentation cable 

connector relocated 180 degrees to SDC 

I1 Pod Removed 
OR! 

OF 

This test program was conducted at Froude scale impact velocities simulating 

the full scale vertical Velocities of 05, 75 and 85 ftjsec. and horizontal 

drift velocLties of 0, 15, 22.5, 30, and 45 ft/sec. at impact angles of 0, 

5 and 1C degrees. Table I1 lists programmed model impact conditions by 

order of drop number an8 Table 111 lists the drop numbers as a function of 

model impact condition. Actual test conditions achieved are defined in 

Table IV as measured by the 250 FPS photographic data. 

The model test velocities were Froude scale values of fuli scale as shown 

below: 

DZO? TEST VELOCITIES 

VERTICAL XORIZONTAL 

VELOCITIES F?S VELOCITIES FPS 

FULL MODEL FULL MODEL 

SCALE SChLE SCALE SCALE 

65 19.02 15 4.4 

75 21.94 22.5 6-6 

85 24.9 30 8.8 

45 13.2 

38 
TABLE I1 TEST PROGRAM 

(MODEL SCALE VALUES) 

VERTICAL 

VELOCITY 

FT / SEC 

HORIZONTAL 

VELOCITY 

FT/SEC 

IMPACT 

ANGLE - 8 

DEGREES 

TEST 

NUMBER 

21.94 8.8 0 

21.94 . 

1 

2 8.8 0 

180 I 65 I 4.4 

4.4 

3 21.94 0 

4 21.94 

21.94 

+5 

5 4.4 -5 

4.4 

8.8 

4.4 

21.94 0 

21.94 

21.94 

.o 180 I 65 

-5 

9 21.94 8.8 +5 

21.94 

21.94 

0 65 

180 65 

180 65 

0 65 

0 

0 

10 0 

-5 

12 21.94 0 -5 

13 21.94 0 0 

14 21.94 0 +10 0 65 t 

15 21.94 0 -10 0 I 65 

16 21.94 -5 0 I 

21.94 

0 

I 17 8.8 0 0 65 

18 21.94 8.8 -5 

19 21.94 8.8 -10 

20 

. 24.9 0 

24.9 

0 

+5 

I 

21 0 0 65 

22 24.9 0 65 I 

24.9 

i-10 

- 10 

0 

23 0 0 65 

39 
OR) 

OF 

TABLE I1 TEST PROGRAM 

(MODEL SCgE VALUES) 

' TEST 

I PRESSURE 

nun. HG. 

65 

IMPACT 

ANGLE - 8 

DEGREES 

ROLL 

ANGLE - 0 

DEGREES 

180 

0 

VERTICAL 

CONF . NO. 

TEST 

NUMBER 

24 

I 

0 65 

+5 

25 

26 

27 

28 

29 

180 65 

21.94 13.2 +5 180 65 

19.02 0 0 

21.94 0 +5 

21.94 0 . +5 

180 

~ 

65 

180 7 60 

30 180 760 

31 21.94 0 +5 180 760 

19.02 0 -10 

19.02 0 -5 

32 

33 

34 21.94 4.4 0 

35 I180 21.94 I 4.4 I -5 

36 21.94 1 4.4 I +5 180 65 

37 21.94 I 8.8 1 +10 180 65 

38 21.94 8.8 -5 180 65 

39 21.94 13.2 0 180 

21.94 -6.6 0 

24.94 4.4 0 

40 

41 

42 0 

43 

44 

45 

46 

47 

0 

65 

65 

+5 

+5 

180 

180 

180 

180 

65 

65 

-5 

-5 

40 

w 

0 

42 
w 

Fr 

2. 

0 

W 

I 

B 

H 

a 

ar 

3 

a 

0 

04 

43 
1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

15 

16 

17 

18 

19 

20 

-_ 

21 

22 

23 

44 
TABLE IV PHOTOGRAPHIC DATA ---- 

VELOCITY 

ROLL 

ANGLE 

DEGREES 

% 

E 

z 

E-c 

m 

w 

- 

H 

24 180 

25 

26 

11111 

65 

65 I_ 

0 

180 

180 

- 

65 

27 65 

28 180 65 

760 

760 

760 

65 

65 

- 

29 

30 

31 

180 

180 

180 

1 80 

180 

32 

33 

34 180 65 

35 180 65 

36 180 65 

37 180 65 

3% 65 

39 

180 

180 65 

40 180 65 

41 65 

65 

65 

- 

180 

1 80 

180 

180 

180 

1 80 

188 

__ap__ 

42 

43 

44 65 

45 65 

65 

65 

P 

6 

7 

45 
SECTION VI1 - TEST OPEXATIONS 

This pressure scaled water impact test was conducted using the SRB model 

launcher (Figure 26) fabricated under the direction of Chrysler in 1974. 

For this test it was removed from storage at the NSWC, White Oak, ED, where 

it was refarbished, installed, and calibrated, by Chrysler personnel. The 

launcher’s two major components are the horizontal support beam and the 

model carriage release dolley. The structures were fabricated of 1.5 inch 

square 6061 aluminum tubing with a combined weight of approximately 400 lbs. 

Installation and assembly of the SRB model launcher was accomplished in 

April 1983 it was attached to the movable bridge within the tank with (4) 

I-Bcarils. The tank water level was lowered to the 24-foot elevation and =he 

gtlr, port hatch adjacent to the loading dock was removed for access to the 

tank. The horizontal support beam, model carriage, I-Beans, rails, work 

pla:forms, and dummy model were moved into the tank an8 placea on a raft. 

This raft was moved to center tank and tied below the bridge. The gun port 

hatch was replaced and tank pmps used to raise the water for ass.smSly of 

the launcher. This required approximately 8 hours. Calibration and 

testing started May 1st and ended May 23rd after 47 test drops with varied 

vertical and horizontal velocities. Vertical velocities were variell by 

changing the travel of the model carriage. The carriage dolley was 

propelled (on rails) along the horizonta Support beam tRrOUgh the release 

cam assembly, by means of a 426 lb, drop weight. The carriage dolley held 

the mcdel in a spring loaded clamp that opened when it contacted the release 

cam assembly, Figures 27 through 31. The clamp was alsc used for variation 

of model impact angle. The release cam assembly, Figures 32 through 37, 

46 
IG 

P 

was attached to the horizontal support beam with 2-2" nC8* clamps. Cam 

locations were pre-determined during cdlibration horizontal velocities and a 

model drop "free fall window1* was established. Calibration was 

accomplished using a dummy model for approximately 15 calibration drops. 

The drop weight was the only propelling force used for the launcher and was 

shackled to a 3/8 inch wire rope 12 ft. long with a 1/2 inch round dog on 

the end. The instrumentea model was initially loaded into the launcher 

through a port hale (in the top of the test facility) directly into the 

model carriage dolley clamps, using an overhead crane, located outside and 

above the tank top. The carriage dolley clamp was positionea under the 

port hole near the end of the horizontai beam. Once the model was 

initially loaded inside the tank the port hole cover was replaced. 

Subsequent loadings were accomplished using the same over head crane but 

with a cable that was lowered thru a small hole in the port hole cover. 

After model loading the line was removed and a cap placed on the hole. 

The model was held in the carriage dolley clamp by two launching lugs 

securee to the model sides, Figure 39. TO insure correct angle and tight 

fit (4) bolts on each clamp were used to snug the clamp around the lugs 

(Figure 30). When the model was secured in the dolley clamp, the aolley was 

then backed up along the horizontal beam a predetermined distance 

established €or the desired horizontal velocity. Once the dolley was in the 

proper location the release cam assembly was T" clamped to the horizontal 

beam at a predetermined calibration location. This release cam assembly 

was equippad with three circuits, including pencil leads on 2" centers. A 

knife type bl e on the dolley was used to break the leads, and circuits, 

47 
thus allowing the carriage horizontal velocities to be calculated. Three 

velocities were calculated; (1) prior to release, (2) at release, (3) 

after release. This circuitry was checked before closing the tank. With 

the cam assembly in place, the excess instrument cable was then hung on a 

drop arm located on the underside of dolley. This removed all weight of 

the cable from the model. (Figure 26 6; 38). It should be noted at this 

time that considerable problems were encountered during this test with the 

model rolling. A number of tests had to be rerun due to unacceptable model 

roll prior to water impact. Much of this problem was overcome by loading 

the instrument cable on the drop arm to create a spring effect to counteract 

the roll. A roll of 15 degrees was considered acceptable. 

The final loading procedure was to hang the drop weight. This was 

accomplished using a winch located on the underside of the tank top above 

the drop weight. The winch hook was lowered to pick up the drop weight, 

lifting it to allow the wire rope attached to the weight, (dog end) to be 

wrapped around and inserted into a hole in the spool, of the chain drive 

sprocket, and brake assembly. 

The spool, chain drive sprocket, and disc br were mounted on a 1-inch 

shaft, Figures 40 through 43. This assembly was used to drive the dolley 

along the horizontal beam tracks through a chain attached to the carriage 

dolley. The disc brake part of this assembly s used to hold the loaded 

drop weight, release the weight, and assist in the stopping of the carriage 

dolley after model release. Once the wire rope was wrapped the correct 

numbers of turns and the dog installed in the spoolp the weight was then 

lowered to hang from the spool by the wire rope, and held by the aisc brake. 

- 

48 
Two stop ropes were attached to the drop weight. One was used as a stop; 

to prevent the weighi from falling to the bottom of the tank, the other was 

a backup. When the disc brake was released the weight pulled on the wire 

rope wrapped on the spool thus propelling the dolley along the horizontal 

beam through the release assembly, dropping the model into the water within 

the free fall winaow (Figure 50). A retrieval line secured to the top of 

the model was used to raise the model from the water after pressure drops, 

before venting of the tank. This was accomplished with a second winch 

located inside the tank and operating remotely from the data control area. 

(Figures 47 and 49). 

Zero horizontal velocity test drops were accomplished without the use of the 

horizontal launcher. A solenoid release mechanism installed in the special 

porthole cover was used, Figures 44 through 46. 

The model was hung with a wire rope attached to a ring that was dropped from 

a pin released by the solenoid. Angles and velocities were varied by 

changing the length of the wire rope (model height) and the angle at which 

the model was held. A wood support (2x4) attached to the movable bridge 

was used to hold the cable drop arm, Figure 49. 

49 

























SECTION VI11 &-TRANSDUCER DATA REDUCTION 

The first phase of data reduction was accomplished at the KSFC computation 

Lboratory. The data tapes were demodulated, filtered with 5000 HZ low 

pass filcers, digitizec: at 10,000 samples per second an3 converted to 

engineering units. Digital tapes containing the data from each cest drop 

were forwarded tc the Slidell Computer Center for further processing and 

plotting. 

Transducer data in this report are presented in numerical order, 1 plot per 

page, for each test drop. Time zero on the plots is approximately .3 to .4 

seconds prior to release. The zera reference time differs for each run. 

ApFrOXiZiZtely 50 milliseconds 05 data at 10,000 sanples per second are 

presentee for each measurement. Each time slice is chosen to illustrate 

the largest magnitude load event. All transducers are biased to zero at 

time zero. Units on the plots are g's for acceleratims, psig for 

pressures, and pounds or inch pounds for actuator loads. 

It should be notea that the nozzie force data has not been corrected for 

balance interactions or for "9" loads. The interaction corrections are 

small, generally being less than l%, the ngw corrections, however, are a 

substantial magnitude and should be 

corrections are: 6.9 # normal/g 

c-- 

pitch/g pitch, and 8.988 in-# yaw/g 

Figure 51 presents a typical set of 

consiuered when using the data. These 

pitch, 6.9 # axial/g axial, 5.865 in-# 

axial. 

data for Run #30. The,AppenBix contains 

a complete set of all digitize& data plots for all valid test runs. 

c 

75 
REFERENCES 

1. Marshall Space Flight Center Document Test 

Requiremeni for SRE Filament Wound Case (FWC) 

Rigid Body Scale Model Cavity Collapse Water 

Impact Test Program larch 16, 19-83, ED 22-83-48 

2. Marshall Space Flight Center Document Test 

Requirements for SRB Thrust Vector Control 

(TVC) Pod Rigid Body Scale Model Water 

Impact Test Program, March 1983, ED 22-83-49 

3. Marshall Space Flight Center anpublished document - Test 

Requiremenzs for SRB Aft Skirt Segment Simulation 

Water Impact Test Program, January 1983. 

4. Chrysler Corp. Technical Note, TN-FT-75-58, Pressure-Scaled 

Water Impact Test of a 12.5-inch Diameter Model of the 

Space Shuttle Solid Rocket Booster (SRB), MSFC Test 

No. TMS-333 April 1975. 

5. Chrysler- Corp. Technizal Note TN-SH-82-3, Pressure-Scaled 

Water Impact Test of a 12.5-inel! Diameter Model of the 

STS-1 space2 Shuttle Solie fiocket Booster (SRB), KSFC 

Test 881 May 1982 

6. Chrysler Corp. Technical Note TN-SM-82-5, Pressure-Scaled 

Water Impact Test of a 12.5-inch Diameter Model of the STS 

Space Shuttle Solid Rocket Booster (SRB), MSFC Test 82-1 

May 1982 

7. Chrysler Corp. Technical Ncte TN-SM-82-9, Pressure-Scaled 

Water Impact Test of a 12.5-inch Diameter Model of the 

STS-1 Space Shuttle Solid Rocket Booster (SRB), WSFC 

Test 82-2 August/September 1982 

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