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Copyright © 2005 by Raytheon Missile Systems. Published by the American Institute of Aeronautics and Astronautics, Inc., with permission.
AIAA JPC 2005-4171 July 8, 2005
Abstract
This paper presents an overview of the design concept and the sub-
scale component and static testing efforts that led to the flight testing that
culminated in two successful ballistic flights in Norway that achieved
hypervelocity flight with staging at the maximum velocity conditions in
November of 2002. This paper is the first in a series of seven papers that
will cover all aspects of the HATM design evolution, program history, its
purpose and objectives, choice of propellant and the system overview.
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Introduction
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History
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Partners
Alliant Techsystems
Alliant Techsystems (ATK) was selected to design, build, and test the
rocket motor, with the Kill Vehicle (KV) deployment system. At the time
this decision was made, ATK led the industry in developing an appropriate
insensitive munitions, energetic HTPE (hydroxyl-terminated polyether)
reduced smoke propellant for ESSM. In addition, ATK had refined a family
of high-energy, high-burn rate HPTB (hydroxyl-terminated polybutadiene)
propellants that would provide an alternative for meeting HATM
performance requirements. ATK, as the U.S. domestic leader in composite
case manufacture for tactical rocket motors, possessed the technical
expertise to design a light-weight propulsion module for operating in a
highly stressed, high temperature flight environment.
NAMMO Raufoss
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Atlantic Research Corp (ARC) was selected to design, build and test
an integral high density penetrator rod with divert and final boost propulsion
options for the tactical version of HATM. At the time this decision was
made, ARC had an extensive formulation selection, manufacturing, loading
and modeling capability for penetrator design, as demonstrated in the Army,
company IRAD and Penetrator HVR programs. As ARC was most
knowledgeable in divert system design and reduced smoke rocket motor
development and production, they were selected to develop one option for a
solid divert attitude control /base drag reduction system for our tactical
penetrator.
TRW, Inc.
Special Device, Inc. (SDI) joined the HATM project when they were
selected by TRW to develop and test the special high-burn rate propellant
formulations that would be required by the PTM. SDI had extensive
knowledge in the design and manufacture of small devices for tactical
systems that included flight actuators and safety/arming devices. SDI
enjoyed a special relationship with TRW in that they were working jointly
on a number of advanced technologies, including a Smart Energetics
Architecture to electronically network a large number of energetic functions
into a compact activation architecture. As our program progressed, SDI’s
role was expanded by Raytheon to include their participation in the
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Programmatics
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Penetrator/Motor
Separation NAMMO Alliant Alliant NAMMO NAMMO Alliant
Ignition System
Technology Alliant NAMMO Alliant NAMMO NAMMO Alliant
HTPE Propellant
Tailoring Alliant NAMMO NAMMO Alliant NAMMO Alliant
Bondliner/Insulation
System Alliant NAMMO NAMMO Alliant
Subscale - - - - Alliant NAMMO
Full Scale - - - - NAMMO Alliant
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and the penetrator retention/separation mechanism was mated with the flight
vehicle. In November 2002, two successful flight tests were conducted at
the Hjerkinn Test Range in Norway which verified all objectives of the
HATM Program, including attaining velocities in excess of Mach 6.5 at
burnout and successfully separating the penetrator from the booster.
In order not to detract from the major effort required to design and
develop the booster, TRW was independently given the task to design and
develop the Propulsive Torque Motor (PTM). TRW utilized the expertise of
SDI to support the propellant selection and tailoring. In turn, SDI turned to
Talley Industries to provide the full-up subsystem static testing. Further
development work was conducted at the Final Assembly and Checkout
(FACO) facility at Raytheon’s Missile System in Tucson, Arizona, with a
series of slug missile firings. The slug missile tests, though not completely
successful, demonstrated that with further development work, it would be
feasible to refine the PTM to provide the required spin to the missile during
the initial launch sequence.
Raytheon utilized the static test facilities of the Army Propulsion Lab
at the Redstone Arsenal, Huntsville, AL, in order to evaluate the
transmissivity characteristics of several boost propellant candidates (Figures
1 and 2). This step was necessary because the RF command link between
the launch platform and the missile needed to be operable during the entire
portion of the motor burn. During the heavy weight static firings at ABL,
the Raytheon team obtained valuable transmissivity data in support of the
program goals (Figures 3 and 4). Additional plume data was also obtained
during the series of static motor firings conducted by NAMMO at their
Raufoss test range (Figures 5 and 6).The program reached a successful
conclusion with the flight testing in Norway in the July/August and
October/November 2002 time period (Figures 7 and 8). In the August flight,
a missile was successfully launched from the four-tube TOW Missile
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Figure 1. Test configuration/setup for 2x2 plume test motor at AMRDEC Propulsion Lab in Huntsville, AL
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Figure 2. Static test of 2x2 plume test motor at AMRDEC, April 13, 1999
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Figure 4. FPC Static Test Firing at ABL Test Range, September 30, 1999
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Figure 6. Tactical Static Test Motor Firing at NAMMO Test Range, June 6, 2000
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Choice of Propellant
Both Alliant and ARC (now part of Aerojet) have mature minimum
smoke propellant formulations that merited consideration for HATM.
Alliant proposed its DOT Class 1.1 LOSAT Flight Motor propellant, GCY
(Ispo = 247 lbf-sec/lbm, rho-Ispo = 15.1 lbf-sec/cu.in). ARC proposed its
Class 1.3 EFOG-M Booster Motor propellant, Arcocel 440B (Ispo = 243.2
lbf-sec/lbm, rho-Ispo = 13.4 lbf-sec/cu.in). Other ARC Class 1.3 propellants
that merit consideration are Arcocel 446 (Ispo = 237.4 lbf-sec/lbm, rho-Ispo
= 13.2 lbf-sec/cu.in, a lead-free MS propellant formulation which uses
bismuth subsalicitate as a burn rate modifier, thus alleviating a toxicity
issue) and Arcocel 444 (Ispo = 247 lbf-sec/lbm, which has a slightly higher
burn rate characteristics than the Arcocel 440B in the higher 3000 to 5000
psi operating pressure regime). All four of these propellants can be tailored
to increase the burn rate and optimize the grain design towards meeting the
HATM performance requirements.
Both Alliant Tech Systems and Atlantic Research Corp are recognized
U.S. leaders in minimum smoke rocket propulsion, having developed an
unsurpassed capability in this area over the past thirty years.
Thiokol/Huntsville (now closed), by virtue of its development of Hellfire
and TOW during the 80’s, and Aerojet (Sacramento), by virtue of its more
recent development on the Follow-On-To-TOW (FOTT), were beginning to
make an entry into this area. The importance of the minimum smoke
propellant technology, with the more energetic nitramines, is the bridge it is
providing into a new family of insensitive munitions (Class 1.3) propellants.
State-of-the-art theoretical Isp values range from 230 to 248 lbf-sec/lbm.
Alliant developed its very reliable GCV propellant for the Air Force
in the late 70’s, spanning a whole family of propellants that have found use
in several production and promising development programs. Alliant
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currently produces Long Bow--Hellfire (GCY), LOSAT (GCU with
modified burn rate), and the TOW 2 Flight Motor (GCV). ARC followed
suite with its Arcocel 426 propellant for the Chaparral program and a
derivative thereof for the Javelin sustain motor. Thiokol/Elkton, in the mid-
80’s, tendered a minimum smoke propellant (TPQ-7042) for the second
source TOW 2 flight motor and a derivative thereof for the Hellfire boost
motor. Likewise, Aerojet reactivated the TOW 2 flight motor minimum
smoke propellant being developed in the early 80’s with a concerted effort
on the Follow On To TOW (FOTT) boost/sustain flight motor. At that time,
it was concluded that Aerojet’s and Thiokol’s high energy propellant work
would require further development in order to come up to the same level of
maturity that Alliant and ARC had established.
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State-of-the-art theoretical Isp values for reduced smoke propellants
range from 240 to 247 lbf-sec/lbm. The addition of metal substances, like
powdered aluminum, increases both the rho-Isp of the propellant (by
increased solids loading) and the Isp (by increasing the adiabatic flame
temperature yielding a higher C-star, i.e., combustion gas exit velocity);
however, the propellant is extremely smoky during its burn. Typical Ispo
values for high-energy composite propellants range from 252 to 264 sec.
The HTPE with the metal oxide additive (BiO) was chosen as the
baseline for the development program because it not only met the
performance requirements, but the technology had been successfully
transferred from ATK to NAMMO (who would be casting the flight
motors). The higher performance HTPB propellant and newer state-of-the-
art minimum smoke propellants would be available for any subsequent
development efforts initiated on the HATM Program.
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(1) Theoretical Isp and Density Isp reported for a motor operating at 77F, at steady state, at chamber
pressure of 1000.0 psia, expanding isentropically through nozzle with zero divergence angle .to exit
pressure of 14.696 psia
(2)
Bismuth Oxide (BiO) added to the propellant formulation to enhance the performance with increased
Density Isp
(3)
HTPE in an analog composite case behaves better in slow cookoff, frag and bullet impact tests
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System Overview
PTM
(SDI/TRW)
Booster Fins
(Raytheon)
To provide for the maximum propellant load and stay within the
length constraints, the kill vehicle was embedded within the propulsion
motor in a stowed configuration and the TOW canister was modified to
accommodate a 6.225 inch diameter missile. Upon a pre-launch signal, a
pyrotechnic device was fired to deploy the kill vehicle, allowing it to
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translate forward within the sealed sleeve in which it was housed, to the
deployed position where it was locked in place by a specially designed
retention mechanism contained in the forward ogive. This mechanism held
the kill vehicle throughout the powered flight, then released its mechanical
interlock due to the deceleration occurring during the latter part of the
propellant grain tailoff. After separation, the kill vehicle is tracked and
guided by the flight control system.
As the missile fully emerged from the launch tube, four curved fins
were deployed and locked into place. The tactical design included four
piston actuators that were simultaneously activated upon a command signal
to provide the required force to accomplish this event. In the ballistic flight
demonstration, passive compression springs were used to achieve this same
function.
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FIN CONE
PYROTECHNIC
CHARGE BOOSTER FIN
PENETRATOR
OGIVE KILL VEHICLE TUBE IGNITER AND NOZZLE
WEATHER SEAL
BRAKING AND
RELEASE
MECHANISM
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Propulsion Module
Propellant Formulation Class 1.3 reduced smoke HTPE based on ESSM propellant
Class 1.3 reduced smoke HTPB based on Maverick propellant
Total Impulse > 12,000 lbf-sec
Thrust Profile All Boost minimize unburned propellant
Motor Operating Time 0.5 to 1.0 sec action time (thrust above 10% rise/10% decay
point)
Maximum Expected Operating 4000 psi predicate on propellant burn rate characteristics,
Pressure case design
Factor of Safety 1.4 for pressurized components 100 % proof test at 1.15 MEOP
1.5 for non-pressurized components
Propulsion Section Envelope 6.225 in dia, max. x 50 in length, max. see appropriate drawing
Embedded Kill Vehicle Envelope 1.40 in dia max. x 25 in min. see appropriate drawing
Insensitive Munitions mandatory for all new weapons highly desirable at missile level
Signature minimize smoke, illumination, and RF
attenuation
Weight (loaded) 95 lbm , nom. maximize propellant loading, minimize inert
component mass
Functional Reliability 0.998 @ 95% confidence level
Service Life 20 years 22 years with storage and handling; no
maintenance
Ignition System 1.0 watt/4.0 amp all fire; 1 amp no fire
Separation System TBD mechanical system
Thrust Misalignment 0.1 deg
Moments of Inertia (pitch, yaw, roll) TBD
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Environmental
Operational Temperature Range minus 40 deg F to plus 145 deg F
Safety/Storage Temperature Range minus 65 deg F to plus 160 deg F
Acceleration during Boost 600 g’s, max (longitudinal)
(longitudinal, transverse, 10 g’s max (transverse)
rotational) 30Hz in 55 msec +/-5 msec (rotational)
Temperature in Missile Launch TBD deg F max. resulting combustion products
Canister
Pressure in Missile Launch Canister TBD psia
Launch System Interface through bulkhead electrical connector
External Surface Temperature not to exceed 1490 deg F for the duration of the rocket motor burn
Vibration Figure 2 operational
Shock TBD operational
Vibration TBD packaging, handling, shipping
Shock TBD packaging, handling, shipping
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42.2"
5.89"
Grain Parameters
Max Surface Area, inch2 555.0
Avg Surface Area, inch2 512.0
Web, inch 1.68 5.81"
3
Volume, inch 862.0
Mass, lbm 63.0
Volumetric Loading, % 82.0
Sliver Fraction, % 0.17
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Summary
Over the course of the four and one-third years that the HATM
Program operated from September 1, 1998 through December 31, 2002,
significant knowledge was gained in the design, development, and
manufacturing techniques that would be needed to qualify and operationally
deploy a tactical hypervelocity missile. Key objectives that were met
included attaining peak flight velocities in excess of Mach 6.5, separating
the kill vehicle from the booster after burnout, and integrating a robust
airframe capable of withstanding the severe structural and thermal
environments encountered during flight. The flight simulation modeling
tools provided predictions that closely matched the data acquired during the
various test phases.
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