Vibrations produced during a rockets flight

vibrations or shaking can have a very powerful

effect on a rockets avionics, hardware, and any humans on
board. They come from such sources as the thrust of the solid
rocket motors or boosters at lift off and even during flight,
the burning of rocket propellant, and the sheer speed at
which the rocket travelsover four times the speed of sound.
The vibration that is produced by the burning of the
solid rocket propellant in the first stage booster is called
thrust oscillation. These vibrations or oscillations come in
the form of waves, which travel up and down the length of
the rocket like a musical note through an organ pipe. One of
the biggest challenges in any rocket design is developing
avionics (aviation electronics) that can function in this
vibrating environment.
Vibration is not just a rocket issue,
though. All electronic hardware is tested for its ability to
handle shock and vibration. An MP3 player, for example, has
to be tested for its ability to handle the vibrations from
someone walking or jogging while holding it, placing it on a
countertop, or accidentally dropping it on the floor
gathering data such as aerodynamic
data, stresses, strains, pressures, temperatures, and
vibrations is the most important part of the rockets mission,
and it will be used to make the Areas even better in design
and improving the dynamic performance.
NASA has been fighting the
vibration issue since Apollo. Then such longitudinal
oscillations caused by the burn out of the first stage booster
were referred to as the Pogo effect

Causes of vibration
Thrust oscillations
 Noise (pressure waves) due to the motor or engine (lift-off,
transonic, max dynamic pressure)
Pyro shocks(explosive bolts and such)
Fluid flow phenomena (aerodynamic stress)
Winds
Turbulence
Vortex shedding
Turbomachinery

Why do we care?
Human bodies have natural frequencies 5 to 10 Hz seems
particularly bad
Need to consider this for vehicles with humans in them
Ares 1-X vehicle was expected to vibrate such that the pilots
would not be able to read the displays (google for clever fix to
this)
Types of loads:
Gust loads:
The wind shears are at their worst only at high altitudes, so
probably can be ignored for low altitude flights providing your
vehicle is sufficiently aerodynamically stable. Gusts, however,
occur at all altitudes so have to be designed for. The highest
aerodynamic loads suffered by the vehicles airframe occur at
max q where q is dynamic pressure (see glossary), which
varies with the square of the vehicles airspeed. Typically, the
highest airspeed, and so the highest max q, occurs just at
burnout. If the vehicle is hit by a strong side-gust at max q,
then the aerodynamic loads caused by the gust can cause
structural breakup of the vehicle, if not designed for. The gust is
pictured as a horizontal layer in the sky that the vehicle
ascends into.
Airframe loads:
Both thrust and aerodynamic loads, which are treated
mathematically as forces externally applied to the vehicle, vary
in magnitude and direction, and are resisted only by the
vehicles inertia. This inertial resistance causes inertial
loads within the structure as it accelerates in response to the
external forces. The thrust is taken to act at the nozzle exit.

Axial loads:
To evaluate the effects of combined loadings at some airframe
cross-section which is distance x from the base of the vehicle,
all axial loads (thrust T, drag D) are simply added together The
sum is started from x0 (the aft end).
Worst loads:
Maximum Shear Forces (and therefore worst Bending Moments)
will often occur at the instant of maximum q times angle of
attack. This is where the aerodynamic loads are maximum, and
the lateral and rotational accelerations are also maximum
(maximum vehicle response), giving the highest inertial loads.
Add a gust and/or winds hear to your trajectory sim at max q to
cause a peak angle of attack at max q.
Normal loads:
The loads normal to the long axis of the vehicle, in contrast,
cannot simply be added together like axial load components.
The fuselage structure can be modelled as a cylindrical
beam, which is unsupported at each end (known as a free-
free beam). Using standard engineering beam theory, the
normal loads can be reduced to an equivalent system of
Shear Forces and Bending Moments, (see below) and these
equivalents can be simply added.
Propellant slosh loads:
We can ignore the inertial loads from the mass of waves
sloshing across the nitrous oxide tank in our HPR hybrids:
HPR vehicles are narrow enough that the slosh mass is a tiny
percentage of the vehicle mass.

Aerodynamic force
 is exerted on a body by the air (or some other gas) in which the body is
immersed, and is due to the relative motion between the body and the
gas. Aerodynamic force arises from two causes: the normal force due
to the pressure on the surface of the body.