conversations.from: human
conversations.value: What could be a title for a book about with the genre: Engineering & Transportation, Engineering?
conversations.from: assistant
conversations.value: A title for this book could be 'Rocket Propulsion Elements'
conversations.from: human
conversations.value: Do you know the first three paragraphs for this book?
conversations.from: assistant
conversations.value: Rocket Propulsion Elements
  Although several hazard categories are described below, they do not all apply to each propellant or to every bipropellant combination. Hazards can be different for each specific propellant and must be carefully understood before working with it. The consequences of unsafe operation or unsafe design are usually also unique to each propellant.
  Several propellants, such as nitrogen tetroxide, nitric acid, nitric oxide and/or hydrogen peroxide, can only be handled in containers and pipelines made from special materials. When any propellant gets contaminated with corrosion products, its physical and chemical properties may sufficiently change to make it unsuitable for its intended operation. Corrosion caused by expelled gaseous reaction products is most critical in applications where the reaction products are likely to damage launch or ground test structures and parts of the vehicle, and/or affect communities and housing near a test facility or launch site.
  Over time some propellants (e.g., hydrogen peroxide or nitromethane) can become unstable in their storage tanks and may even detonate under certain conditions, depending on local impurities, temperatures, and shock magnitudes. When liquid oxidizers (e.g., liquid oxygen) and fuels get unintentionally mixed together, detonation may sometimes result. Unusual flight vehicle launch mishaps or transport accidents have caused such mixing and subsequent explosions to occur (see Refs. 7–3 and 7–4).
conversations.from: human
conversations.value: Do you know five more paragraphs?
conversations.from: assistant
conversations.value: Polybutadiene | HTPB | DOA, IDP, DOP, DOA, etc. | Al, AP, KP | Booster, sustainer, or spacecraft; used extensively in many applications 
  Polybutadyene with HMX or RDX | HTPB | DOA, IDP, DOP, DOA, etc. | AP, Al, HMX, or RDX | High energy vehicles 
  Energetic binder (other than NC) | GAP, PGN, BAMO/ NMMO, BAMO/AMMO | TMETN, BTTN, etc. GAP‐azide, GAP‐nitrate, NG | Like polyether/polyester propellants above, but with slightly higher performance. Experimental propellant.
  The oxidizing potential of the perchlorates is generally high, which makes this material suited for high‐specific‐impulse propellants. Both ammonium and potassium perchlorate are only slightly soluble in water, a favorable propellant trait. All the perchlorate oxidizers generate gaseous hydrogen chloride (HCl) and other toxic and corrosive chlorine compounds in their reaction with fuels. In the firing of rockets, care is required, particularly for very large rockets, to safeguard operating personnel and/or communities in the path of exhaust gas clouds. Ammonium perchlorate (AP) is supplied in the form of small white crystals. Particle size and shape influences their manufacturing process and propellant burning rate. Therefore, close control of crystal sizes and size distributions present in a given quantity or batch is required. AP crystals are rounded (to nearly ball shape) to make for easier mixing than with sharp, fractured crystals. From the factory, they come in sizes ranging from about 600 µm (1 µm = 10−6 m) diameter to about 80 µm. Diameters below about 40 µm are considered more hazardous (e.g., can easily be ignited and sometimes detonate) and are not shipped; instead, propellant manufacturers take the larger crystals and grind them (at a motor factory) to smaller sizes (down to 2 µm) just before they are incorporated into a propellant.
  Burning rate is defined in Section 12.1; it is a strong function of the propellant composition. For composite propellants it may be increased by changing the propellant characteristics as follows:
conversations.from: human
conversations.value: Delete the last sentence.
conversations.from: assistant
conversations.value: Polybutadiene | HTPB | DOA, IDP, DOP, DOA, etc. | Al, AP, KP | Booster, sustainer, or spacecraft; used extensively in many applications 
  Polybutadyene with HMX or RDX | HTPB | DOA, IDP, DOP, DOA, etc. | AP, Al, HMX, or RDX | High energy vehicles 
  Energetic binder (other than NC) | GAP, PGN, BAMO/ NMMO, BAMO/AMMO | TMETN, BTTN, etc. GAP‐azide, GAP‐nitrate, NG | Like polyether/polyester propellants above, but with slightly higher performance. Experimental propellant.
  The oxidizing potential of the perchlorates is generally high, which makes this material suited for high‐specific‐impulse propellants. Both ammonium and potassium perchlorate are only slightly soluble in water, a favorable propellant trait. All the perchlorate oxidizers generate gaseous hydrogen chloride (HCl) and other toxic and corrosive chlorine compounds in their reaction with fuels. In the firing of rockets, care is required, particularly for very large rockets, to safeguard operating personnel and/or communities in the path of exhaust gas clouds. Ammonium perchlorate (AP) is supplied in the form of small white crystals. Particle size and shape influences their manufacturing process and propellant burning rate. Therefore, close control of crystal sizes and size distributions present in a given quantity or batch is required. AP crystals are rounded (to nearly ball shape) to make for easier mixing than with sharp, fractured crystals. From the factory, they come in sizes ranging from about 600 µm (1 µm = 10−6 m) diameter to about 80 µm. Diameters below about 40 µm are considered more hazardous (e.g., can easily be ignited and sometimes detonate) and are not shipped; instead, propellant manufacturers take the larger crystals and grind them (at a motor factory) to smaller sizes (down to 2 µm) just before they are incorporated into a propellant.
  Burning rate is defined in Section 12.1; it is a strong function of the propellant composition.
conversations.from: human
conversations.value: Do you know the last five paragraphs? End with the sentence ' Reference 21–15 suggests postaccident procedures involving rocket propellants.'.
conversations.from: assistant
conversations.value: Flight testing of the larger rocket propulsion systems is always conducted in conjunction with flight tests of their vehicles and other subsystems such as guidance, vehicle controls, or ground support. These flights usually occur along missile and space launch ranges, often over an ocean. If a flight test vehicle deviates from its intended path and appears to be headed for a populated area, a range safety official (or a computer) will either have to destroy the vehicle, abort the flight or cause it to correct its course. Many propulsion systems therefore include devices that will either terminate operation (shut off the rocket engine or open thrust termination openings into rocket motor cases as described in Section 14.3) or trigger explosive devices that will cause the vehicle (and therefore also the propulsion system) to disintegrate in flight.
  Flight testing requires special launch test range support equipment together with means for observing, monitoring, and recording data (cameras, radar, telemetering, etc.), equipment for assuring range safety and for reducing data and evaluating flight test performance, and specially trained personnel. Different equipment is needed for different kinds of vehicles. This may include launch tubes for shoulder‐held infantry support missile launchers, movable turret‐type mounted multiple launchers installed on an army truck or a navy ship, transporters for larger missiles, and track‐propelled launch platforms or fixed complex launch pads for spacecraft launch vehicles. Launch equipment has to have provisions for loading or placing vehicles into a launch position, for allowing access of various parts and connections to launch support equipment (checkout, monitoring, fueling, etc.), for aligning or aiming vehicles, or for withstanding the exposure to hot rocket plumes at launch.
  During experimental flights extensive measurements need to be made on the behavior of the various vehicle subsystems; for example, rocket propulsion parameters, such as chamber pressure, feed pressures, temperatures, and so on, are measured and these data are telemetered and transmitted to a ground receiving station for recording, monitoring and analyzing. Some flight tests also rely on salvaging and examining the test vehicle after the flight.
  In the testing of any rocket propulsion system there will invariably be failures, particularly when some of the operating parameters are close to their limit. With each failure comes an opportunity to learn more about the design, materials, propulsion performance, fabrication methods, and/or the test procedures. A careful and thorough investigation of each failure is needed to learn the likely causes in order to identify remedies or fixes to prevent similar failures in the future. The lessons to be learned from these failures are perhaps some of the most important benefits of development testing. A formalized postaccident approach is often used, particularly if the failure had a major impact, such as high cost, major damage, or personnel injury. Any major failure (e.g., the loss of a space launch vehicle or severe damage to a test facility) often causes the program to be stopped and further testing or flights put on hold until failure causes are determined and remedial actions have been taken to prevent a recurrence.
  Of utmost concern immediately after a major failure are the needed steps to respond to the emergency. These may include giving first aid to injured personnel, bringing the propulsion system and/or the test facilities to a safe/stable condition, limiting further damage from chemical hazards to the facility or the environment, working with local fire departments, medical or emergency maintenance staff or ambulance personnel, and debris clearing crews, and quickly providing factual statements to the management, the employees, the news media, and the public. It also includes controlling access to the facility where the failure has occurred and preserving evidence for the subsequent investigation. All test personnel, particularly the supervisory people, need to be trained not only in preventing accidents and minimizing any impact of a potential failure, but also on how to best respond to the emergency. Reference 21–15 suggests postaccident procedures involving rocket propellants.