331

Design of High Performance Missile

Advanced Corn pos i te Materia I
S t ru ct u res Uti I izi ng
Technologies
J. R. Esslinger, R. N. Evans, and G. W. Snyder
Propulsion and Structures Directorate,
Missile Research, Development and Engineering Center
U.S. Army Aviation & Missile Command, Redstone Arsenal, Alabama
ABSTRACT
The U.S. Army Aviation and Missile Command (AMCOM) has demonstrated the ability to develop and
utilize advanced composite material technologies for the design and fabrication of hypervelocity kinetic
energy missiles for the next generation of Army air defense and anti-tank applications. Future kinetic
energy missiles must be small, fast, lethal, and maneuverable, which requires the delivery vehicles to
operate in a severe loading environment. Innovative designs and manufacturing techniques have been
developed to provide an avenue for enhancing propulsion system performance while significantly reducing
the missile size and mass requirements. Propulsion units with high strength-to-density ratio filament
wound composite motorcases are stronger, stiffer, and more readily producible than their metallic
counterparts; however, these structures are susceptible to manufacturing variability and are more easily
damaged during handling and storage. This paper will discuss the AMCOM motorcase fabrication
approach and its applications as well as development efforts in the area of embedded sensor technology for
in-process monitoring, structural characterization, damage detection, and service life monitoring of
filament wound composite motorcases. The advanced composite material applications have enabled major
improvements in System Applications for Hypervelocity Missile concepts and integration to multiple
lightweight launch platforms.
SYSTEM DESIGN AND DEVELOPMENT CONSIDERATIONS
The goals and factors influencing future U.S. Armed Forces stress the need for rapidly deployable
continental United States (CONUS) based forces to engage regional threats promptly in decisive combat on
a global basis. Size and weight are paramount factors for weapon systems supporting this future force
structure. Hypervelocity kinetic energy (KE) missiles offer a highly viable means of maintaining weapon
effectiveness at substantially lower weight and reduced length while achieving essentially double the range
of KE tank gun projectiles. These characteristics are particularly important for missiles fired from both
armored vehicles and air vehicles (helicopters). Some of the systems technology requirements and
developments to achieve the required reductions in weight and size are briefly addressed. The weapon
system development objective is directly linked to a potential future lightweight armored vehicle weapon
system that utilizes a hypervelocity kinetic energy missile system as opposed to a gun launched KE
projectile for its primary kill mechanism. It is important to emphasize the need for well planned and
executed system development efforts which start with coordinated technology advancements in all
supporting disciplines; however, the major thrust of this paper is the utilization of advanced lightweight
composite materials technology for the development of next generation hypervelocity missile concepts.
Lethality
The primary lethality challenge is to demonstrate the perforation of advanced tank armor, such as
composite steelkeramic armor covered with increasingly sophisticated explosive and nonexplosive reactive
armor. An additional challenge is to establish or prove the lethality of a range of reasonably sized Kinetic
Energy Penetrators impacting targets with more than 25 MJ of kinetic energy. The tradeoff between
penetrator weight and impact velocity has a profound effect on the total missile weight as these are the
primary variables influencing the design of the propulsion sub-system.
Propulsion ,
Solution of several propulsion technical challenges are crucial to developing future operational
hypervelocity missiles which would represent significant advances over current state-of-the-art. The desire
0-7803-5489-3/99/$10.00 01999 IEEE.
332
for small takeoff weights and volume, drive the need for high specific impulse and energy density, while
maximizing the propellant weight fraction (PWF). Very short bum times and high mass flow rates are
required to compete with the minimum range of tank-launched kinetic energy penetrators and to decrease
velocity loss due to drag. Hypervelocity missile solid rocket propulsion research and development has
focused on simultaneously achieving four goals which are widely perceived to be mutually conflicting.
The four goals are:
1) high specific impulse (>250 Ibf-sllbm)
2) very high bum rate propellants (-3 incheshecond)
3) non-detonable propellants
4) minimum smoke propellants
Structures
The challenge to provide increased kinetic energy lethality against advanced tank armors, at minimum and
extended ranges, requires a high performance propulsion unit and a control system able to survive the
hypervelocity boost and coast phases. Filament-wound carbon-reinforced clomposite motor cases using high
strength to density ratio fibers and high performance propellant technology provide a baseline for achieving
the desired MACH 6.5 velocity at a range below 500 m. in 0.6 seconds. Remarkable advances have been
made with carbon reinforced materials in filament wound or braided motor cases. Propellant Weight
Fractions (PWF) in excess of 80 % have been demonstrated in a motor which provides 30,000 pounds of
thrust for 0.6 seconds. Even greater PWF designs appear to be feasible for these high pressure rocket
motors. A major challenge is to increase the maximum service temperature of processable resin materials
from the neighborhood of 190 "C up to the neighborhood of steel (400 "C). Success would significantly
reduce the amount of thermal protection material in the centerbody case, thus reducing total missile mass.
The composite motor PWF is also enhanced by using lightweight composite nozzles and/or nozzle inserts.
\
I PROPULSION SYSTEM OBJECTIVES
'
The U.S. Army Aviation and Missile Command has developed multi-mission kinetic energy missile
concepts which impact their targets with 4-6 times the energy of conventional tank fired projectiles. These
kinetic energy missiles hlfill a close combat mission role, which generally includes line of sight targets at
ranges from 200 meters to 5000 meters. AMCOMB kinetic energy missiles reach a peak velocity of over 2
km/s at a range less than 500 meters, and can be launched from multiple light platforms. Peak velocity
goals are based on maximizing the penetration performance of continuous long rod kinetic energy
penetrators. The additional energy and improved penetration performance provides increased hole volume
in armored targets, which relates to higher system lethality from the behind armor debris spallation and
collateral damage to the vehicle.
i
The kinetic energy mission pushes propulsion system design to the limit. High chamber pressures (>3000
psi) combined with short burn times (<lsec) improve performance, but ]place significant stresses on the
structure. High strength composite materials offer the potential for surviving the severe operational loading
environment while reducing the inert mass. The minimization of inert mass is critical for kinetic energy
missiles so that propulsive energy can be placed into lethal mechanism impact energy rather than into
carrying parasitic weight that adds little or no effect to lethality. In addition to being high performance, line
of sight kinetic energy propulsion systems must have minimum signature and must be non detonable to
meet insensitive munitions requirements.
The effectiveness and feasibility of the. hypervelocity kinetic energy concept was conducted as part of an
AMCOM Missile Research, Development and Engineering Center technology demonstration program for
the Advanced Kinetic Energy Missile (ADKEM). ADKEM utilized a four-clustered booster concept in
which boost motors were discarded upon burnout, and a low-drag penetrator delivery vehicle was guided to
the target under coast. A flight test of the ADKEM concept is shown in Fig. 1.
333
Fig. I. Advanced Kinetic Energy Missile (ADKEM) Concept
MOTORCASE OPTIMIZATION
In developing the propulsion units for the ADKEM, AMCOM selected the ambitious design goal of a
reduced smoke solid fueled motor with a propellant weight fraction (PWF) of 0.85. PWF is the ratio of
propellant weight to total propulsion system weight and is an important measure of motorcase design
efficiency. For meeting PWF goals and operating at a nominal chamber pressure of 3400 psi, a filament
wound composite case utilizing carbon fiber and an epoxy matrix offered the best material solution.
Attachment and interface structures present a challenge to achieving an efficient motorcase design.
AMCOM investigated methods to eliminate or reduce the weight of nozzle and motor closure attachment
mechanisms. AMCOM has adopted the practice of integrally winding a composite nozzle insulator to
eliminate an aft interface structure and reduce nozzle weight. Head closures for tactical composite
motorcases are traditionally mechanically fastened inside a ful l diameter opening at the forward end of the
case. In previous AMCOM filament wound motorcases with full diameter forward openings and integrally
wound nozzles, the highest PWF obtianed was 0.80. The ADKEM design replaced the traditional forward
joint with an integrally wound polar boss. The resulting 3.75 inch diameter unitary motorcase design,
shown in Fig. 2, achieved a PWF of 0.84.
Fig. 2. ADKEM Motor Design Layout
The fabrication techniques developed for ADKEM are unique in that they provide precision alignments
about the centerline of the motor and eliminate post processes such as application of internal insulation and
joining. The issues of tooling for the closed geometry of ADKEM was addressed through an expendable
filament winding tool and a collapsible tool for propellant casting. Kevlar filled polyisoprene was selected
for use as internal insulation between the propellant grain and carbodepoxy case. The insulation was
applied to the mandrel before winding and was co-cured with the motorcase. The case was fabricated using
90 degree hoop layers to carry radial pressure and 40 degree helical layers to carry axial loads and to retain
the forward polar boss and the nozzle insulator. Fig. 3 shows insulation application, the winding of a helical
layer over the polar boss, a compression molded silica phenolic nozzle with non-eroding insert, and the
integration of the nozzle with the case structure.
334
~ ~~-
Fig. 3. ADKEM Motorcase Fabrication
INNOVATIVE MATERIAL SOLUTIONS
Filament wound composites offer design flexibility unattainable with conventional materials. AMCOM has
used this flexibility to implement innovative approaches that address critical issues related to tactical
missiles. One of these critical areas is the improvement of missile and launch platform integration by
reducing the missile envelope to increase the number of stowed kills, the: number of missiles that can be
stowed on a given launch platform.
Since tactical missiles are likely to be subjected to various environmental and handling extremes and
composite structures face the effects of manufacturing variability, another critical area is service life
monitoring. The Army is currently researching the use of embedded fiber optic sensor arrays for
monitoring filament wound structures from manufacturing to final use.
Annular Motorcase Development
In an effort to mitigate certain risk areas and more efficiently package the ADKEM, the UNICORN
alternate propulsion unit was envisioned. The 4 ADKEM boost motors were replaced with a single motor
with a rod and tube propellant grain configuration. Fig. 4 shows a sketch of'the UNICORN missile concept.
UNICORN offers several advantages over the clustered ADKEM configuration. The missile base diameter
was reduced from 10.6 inched to 8.6 inches, representing a 33 percent reduction in missile frontal cross
sectional area and an increased number of stowed kills. The unitary booster concept also reduces the effects
of thrust misalignment and aerodynamic instabilities associated with the original four cluster booster
design. In ADKEM there were also concerns with simultaneously igniting four motors; however, the
UNICORN single booster concept eliminates this issue.
-
\T--------f
Fig. 4. UNICORN Alternate Propulsion Concept for ADKEM
The UNICORN rod and tube motor configuration, shown in Fig. 5, consists of outer and inner structural
shells with an annular nozzle throat. The ADKEM lethal centerbody is submerged within the inner shell
and egresses from the motor after boost. For solid-fueled motors, a rod and tube grain offers performance
characteristics that are advantageous for systems that require high burn rates. In the past, these advantages
have been offset by the lack of an efficient means to support the inner grain inside the motor chamber.
AMCOM addressed this problem by developing an inner shell support structure at the nozzle throat.
The UNICORN motorcase incorporates many of the fabrication techniques used in ADKEM. Both outer
and inner shells are filament wound using carbon fiber and an epoxy matrix. The outer shell utilizes a silica
phenolic nozzle and an aluminum forward polar boss that are integrally wound with the motorcase. The
inner shell presented significant design challenges because it is subjected to external pressure combined
335
with the large axial force resulting from pressure acting on the inner portion of the annular nozzle. The
primary risk areas for the inner shell were in designing a lightweght composite structure to withstand the
external buckling loads and in developing effective forward and aft joints. The forward joint is an integrally
wound stainless steel cylindrical adapter with locking grooves. The aft joint is accomplished via an external
version of the integrally wound nozzle concept. The silica phenolic nozzle components, shown in Fig. 6,
have integral supports that maintain alignment between the outer and inner shells.
Fig. 5. UNICORN Motor. Fig. 6. UNICORN Flightweight Hardware.
The UNICORN motor was designed to a 4700 psi maximum expected operating pressure, a 7050 psi design
burst pressure, and a 350 ms bum time. A successful static firing of the UNICORN motor demonstrated
that the concept could meet the ADKEM propulsion requirements.
Structural Health Monitoring
The small size of optical fibers and fiber optic based sensors make them ideal candidates for building
embedded sensor networks within a filament wound structure. The Army is currently sponsoring research
through a Small Business Innovative Research (SBIR) agreement with Technology Development
Associates, Inc. The research focuses on several critical areas related to embedded fiber optics in filament
wound structures. These areas include automated embedding of sensor arrays, development of
ingredegress techniques, and assessment of the effects of embedded sensors on structural integrity.
The issue of automated embedding is being addressed by utilizing a modified carbon fiber delivery eye that
locates the optical fiber directly beneath the carbon fiber tow as it contacts the part. The modified fiber
delivery, eye is shown in Fig. 7. During the early phases of the program several fiber optic based sensors
were investigated; however, Bragg Grating sensors offered the most promising results. Multiple Bragg
Gratings can be applied to a single fiber. Multiplexing techniques can then be used to query the various
gratings along the fibers to obtain strain and temperature measurements. Sensors may be automatically
embedded along both helical and hoop directions. Fig. 8 shows a 5.75 inch diameter pressure vessel with
embedded fiber optic sensors and surface mounted strain gages for correlation of strain measurement data.
PrwmMoptrcal rhabye prqrrp/optral Fba hr ~ r r ~ o ~ c r ' Eye
Shoum hy ltdslf shnnrwrth o p t ~ a l Flb.rlwh
Fig. 7. Automated Embedding of Fiber Optics. Fig. 8. Instrumented 5.75 inch Bottle.
Hydrostatic testing of pressure vessels with embedded optical fibers has shown that the embedded fibers
have little effect on the structural integrity of the pressure vessel. In order to demonstrate the capabilities of
the fiber optic sensor array, the sensors were used to monitor the vessel during cure and hydrostatic testing.
Fig. 9 shows strain measurements during a typical 150 OC cure cycle. Strain peaks can be seen during
matrix polymerization and mechanical cross-linking. The residual strain present in the structure after cure is
336
readily evident. Fig. 10 shows a high correlation between Bragg Grating and surface mounted strain gage
data taken during a hydrostatic pressurization experiment.
Fig. 9. Cure Monitoring Experiment Fig. 10. Pressurization Experiment
Results to date indicate fiber optic sensors offer a useful and practical tool for structural health monitoring
of filament wound composite missile structures. The Army's research in this area is an ongoing effort.
MATERIALS TECHNOLOGY FOR FUTURE MISSILE SYSTEMS
The AMCOM Missile Research, Development and Engineering Center is actively pursuing technology for
the Army After Next (AAN) initiative, which focuses on developing warfighting capabilities for the 2025
timeframe. One of the primary AAN goals is to create a highly mobile land force that can be rapidly
deployed across the globe. The Future Combat System (FCS) or Multi-Mission Combat System (MMCS) is
the yet-to-be defined compliment to the Legacy force for the Army After Next. The FCSMMCS will be
fast, lightweight and capable of engaging heavily armored ground vehicles. One possible scenario is to
reduce the vehiclek profile and weight by replacing the traditional cannon with both line of sight kinetic
energy missiles and beyond line of sight missiles that can defeat the next generation of armored targets.
The AMCOM envisions advancements of technology for the FCS requirements to include a missile concept
that represents the evolution of kinetic energy missile technology developed for ADKEM and UNICORN.
The Compact Kinetic Energy Missile technology program offers lethality against hardened and reactive
armored targets at a minimum range of 400 meters and a maximum range of 4 kilometers. The propulsion
unit and airframe act as the delivery vehicle for a long rod penetrator that is embedded in the motor
chamber. A line sketch of the CKEM Technology Testbed configuration is shown in Fig. 1 I .
-
'
'
,: ._...- " .pc -31
... b
I .
...._
.. ._ - .
u d = b
Fig. 11. The Compact Kinetic Energy Missile
I The system goals call for a robust propulsion system that is high performance, minimum signature, and
non-detonable. To best meet these goals a modification of the ADKEMLJ NICORN high rate reduced
smoke propellant has been formulated..To enable a large number of missiles to be stored inside a low
profile ground vehicle, substantial restrictions on missile envelope and weight are necessary. Parametric
trade studies were initiated with the assumption that the overall missile length could not exceed 6 feet,
launch weight would be no more than 110 pounds, and missile diameter would be kept to a minimum.
,
~
I
Trade study results showed that an increase in the propellant burn time along with a reduction in the
payload weight results in a reduction in the motor length and weight. An increase in the motor diameter
yields a reduction in the motor length but results in an increase in the motor weight. Inert weight was
reduced by utilizing lightweight composite materials and by eliminating the weight of an inner
shellkenterbody by embedding the penetrator inside the motor chamber. Burn time was lengthened from
337
350 ms for ADKEM/UNICORN to 600 ms for CKEM. Longer bum times resulted in an inability to meet
minimum range requirements. As with ADKEM and UNICORN, the CKEM round is 6 feet long; however,
the missile base diameter has been reduced to 6.5 inches. CKEM offers a 62 percent reduction and a 43
percent reduction in missile frontal area as compared to ADKEM and UNICORN, respectively.
The CKEM motorcase consists of a filament wound T-1000 carbon/epoxy composite motorcase with an
integrally-wound carbon phenolic nozzle insulator and a pinned forward closure. The practice of integrally
winding the carbon phenolic nozzle reduces thrust misalignment and parasitic weight. The embedded
penetrator is supported at its forward end by the motor closure and at its aft end by a four-spoked silica
phenolic support structure. The motorcase forward opening is a near open end design to allow for
penetrator assembly. The composite lay-up in the forward joint region consists of a hybrid laminate
comprised of T-1 000 carbodepoxy and fiberglass/epoxy for bearing strength. The forward joint has been
tested to 10,500 psi, (72.4 MPa) which is 121% of the design burst pressure. The final flightweight design
resulted in a propellant weight fraction of 0.82. The configuration is shown in Fig. 12.
e6
I I I I I I I I
Fig. 12. CKEM Motor Layout. Fig. 13. Penetrator Support Integration.
The CKEM geometry requires a collapsible filament winding tool. MARCORE polyisocyanurate foam
tooling material developed by Lockheed Martin at NASA Marshall Space Flight Center was used as an
expendable winding tool. MARCORE foam is compatible with epoxy resin systems, is easily machined,
and is unaffected by typical oven and autoclave cure cycles. Fig. 13 shows integration of the penetrator
support structure with the winding tool. After cure, the foam is removed with a high pressure water jet.
The design point selected for the CKEM has given rise to critical design issues that are currently being
addressed. Concern has been raised regarding the effects of the high velocity flow region on the penetrator
support structure, penetrator support structure survivability, and nozzle performance. An extensive
experimental test program using hll-scale flightweight hardware, currently in fabrication, is planned for the
evaluation of the nozzle components, the penetrator support structure, and the motor performance.
CONCLUSION
The technical issues and challenges associated with demonstration and development of the next generation
hypervelocity KE missile at half the current mass and size, but with increased lethality characteristics are
difficult to solve and require cutting edge missile technology advancements. The solution of these technical
challenges should be accomplished in a missile system context. This should be done even if the entire
missile system will never be flown and will only be used to investigate the interaction of the components in
a virtual prototype. The tradeoff between hypervelocity missile component performance and missile system
performance and cost requirements is perhaps the greatest technical challenge of all. The pursuit of
component performance, independent of system constraints, is simply inappropriate. The U.S. Army
Aviation and Missile Command has utilized advanced composite materials, unique fabrication techniques,
and innovative attachments and interfaces to provide light weight, high performance structures to meet the
requirements of current and future missile systems. Innovative concepts developed by AMCOM provide
enabling technologies for significantly enhancing missile operational and life cycle performance.
Demonstrations of the propulsion unit relative to system constraints are the backbone for realizing the
potential for achieving the desired requirements of the next generation hypervelocity KE weapon system.