Role of alloys in the thermal decomposition and combustion of ammonium perchlorate

Verneker, V. R. Pai; Deevi, S.C.

doi:10.1016/0010-2180(87)90149-0

Cited by 13 publications

(1 citation statement)

References 12 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…The Mg-Al propellants showed a greater burning rate enhancement than the Al propellants due to a lower ignition temperature for the Mg-Al agglomerates that ignite and depart the propellant surface at a lower temperature than pure Al agglomeratures. 6 Thus the Mg-Al agglomerates represent less of a heat sink siphoning energy from the AP/binder flames and possibly also provide more heat feedback than the Al agglomerates.…”

Section: Resultsmentioning

confidence: 99%

Influence of metal agglomeration and heat feedback on composite propellant burning rate

Brewster

Hardt

1991

Journal of Propulsion and Power

View full text Add to dashboard Cite

Comparing the two Mach number cases, observe that for the higher Mach number case the amount of deflection of angle /3, is less for a specific $ b than for the corresponding fi h in the lower Mach number case. Varying Freestream Mach NumbersIt will most likely be the case that when a hypersonic vehicle changes its flight Mach number it will also be changing its angle of attack, thus changing 6 t . The effect that changes in 0, have on ft at fixed M M is shown in Fig. 3b.First note the familiar result that at high M x the effect that a change in 0, has on ft becomes relatively independent of the flight Mach number. In addition, note the general trend that, at large B i9 a slight change in 0, has more of an effect on ft than for smaller 0,. It is also shown in this plot that, over all probable flight Mach numbers and all probable inlet deflection angles of a transatmospheric vehicle, the transmitted shock angle can vary by as much as 20 deg for ratio of specific heats, y, equal to 1.4. ConclusionsThis work has shown that whenever the inlet bow shock strikes the cowl bow shock near its stagnation region the transmitted shock angle will be very sensitive to small upstream variations. It was also noticed that, as the freestream Mach number increased, the shock/shock interaction exhibits a Mach number independence, in that the variations in the transmitted shock angle become less dependent on Mach number variations as the Mach number increases. On the contrary, at small supersonic freestream Mach numbers, small changes in the freestream Mach number and small changes in inlet deflection angle result in large changes in the transmitted shock angle.In order to minimize the motion of the transmitted shock angle over a large range of flight Mach numbers the inlet deflection angle should be as small as possible; at large inlet deflection angles, O i9 small changes in 0, have a strong effect on the transmitted shock angle.There remains a question as to the source of the unsteadiness associated with the type IV supersonic jet. This unsteadiness may be attributed to freestream disturbances or from the dynamics associated with the jet itself. This work suggests that upstream disturbances may be amplified in the shock/ shock interaction region, producing "apparent" unsteadiness, although it is probable that the jet unsteadiness is due to a coupling of these two effects.

show abstract

Section: Resultsmentioning

confidence: 99%