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.TOMIC3: 1Vbei gcrr-rleflt or other drawIings, 3--eCi-ficaticns or other data are u3ed for any px~osaother than in corm ation vith, a definitely relatedgov=a-ent p--ccur.ent operation,. t.!: U. S.C-ovrn.ent thereby mi=3 no reas=cnibility, ror anyobliation -qhataoeNver; and. the faet that the CGorer-=ent ray have fox=Lated, furniahad, or ia any ,Wasupp-lizd the said dxwn., slpecificaticns 7 oA- ot.-rdata is not to be r-Sed b7 implication or ot.ar-'iie as in any rannr licenzing the told r or =nyother rerson or corcoraticn, or conwrsyir.3 =7 ri,-,ats3or pez~ission to an ctruse or sell =7patented invention, that ~ in any 'way be relatedthereto.

2015410-0.. AD'/ISCAY GROU? FCa1 A-2CMAUMCAL AND ~~d.4

64 AUZZ DE VA-1NNE, ?ARIS '/lI

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NORTH ATLANTIC TREATY O?.GANISATION

REPOR.T 333

NORTH ATLA3TIC TREATY ORGANIZATION

ADVISORY GOPFOR AERONAUTICA RESEARCH AND DEVELOPMENT

A STUDY OF SOUNDING ROCKET SYSTEMS

by

K. M. Russ

This Report is one in the Series 375-397, inclusive, presenting papers, with discussions,given at the AGARD Specialists' M!eeting on 'The Use of Rocket Vehicles in Flight

Research' at the Kurnaus Hotel, Scheveningen, iHollaad, 13-21 July Ni61, sponsored bythe AGARD Mlid Py~ax'ics Panel

SUMIARY

This paper presents, for each of 18 existing sounding rocket systems.a short description, a sketch with overall dimensions, weight andmaximum acceleration data, and tzo performance charts - apogee altitudeversus payload for various launch angles, and altitude versus tine forvarious payloads at a launch angle of 88 degrees. The ai.m is to aid inthe preliminary selection of a vehicle for a specific payload Mi3sion.

551.501.7.

3glflc

ii

CONTENTS

Paga

SUMNARY

1. INTRODUCTION

2. AEROBEE 100

3. AEROBEE 150A 2

4. AEROBEE O 6

5. ARCAS 14

6. ARCON

7. EXOS 22

8. IRIS 22

-JAGUAR

10. JASON3,t

11. JAVELIN138

12. JOURNEYMAN 38

13. JOURNEYMAN B I4

46

14. LITTLE JOE 50

15' NIKE-ASP 54

16. NIKE-CAJUN 58

17. SHOTPUT 62

18. SKYLARK 66

19. STRONGARM 70

DISCUSSIONA-i

ADDENDUM: Complete List of Papers in Series

DISTRIBUTION

ill

A-STUDY OF SOUNDING ROCXET SYSTMS

K.M. Russ,

1. INTRODUCTION

The primary purpQse of this paper is to aid in the preliminary selection

of a vehicle for a specific payload mission. The flight performance data

presented show a very broad flight regime for each vehicle. Modifications

to the data have not been made to account for factors such as the launch

site, launcher elevation limits, range safety and vehicle payload

environment. Consideration of these factors usually results in limitations

being placed on the flight regime. Some limitations may be removed by

minor modifications while, in the case of range safety, the limitation ray

be. revised with no modification as the vehicle builds a gcod operaticnal

history.

tAcknowledgexent: The data accumulated for this study was acco=plisned under the NationalAeronautics and Space Ad3inistration Contract No. MI-1013. The cooporation of the numerous

organizations mentioned in the text is greatly appreciated. Special recognition is given to

the individuals in the Chance Vought Astronautics Division whose work on the contract made

this paper possible.

*Astronautics Division, Chance Vought Corporation, Dallas, Texas, U.S.A.

2. AEROREE 130

The Aerobee 100, also known as the Aerobee Junior. is manufactured by the Aerojet-General Corporation. Figure I sho,.Ys a sketch of the vehicle, staging weights. payload

weight range, and maximum acceleration. -Figure 2 shows the vehicl3 performance forvarious launch angles. Figure 3 shows a plot of altitude versus time for three payloads.

The Aerobee 100 is a free-flight spun vehicle. The roll rate is variable since thesustainbr fin incidncce can be adjusted, The liquid propellants used are inhibited

red funing nitric acid azid JP-4. Auxiliary thrust for launching is provided from a _solid propellant booster rocket. Three fixed fins spaced 120 degrees apart furnishaerodyanic stability during flight. Provisions for command shutdown durin.- flightcan be provided, but the weights associated with this system were not incorporated intothe performance calculations.

The Aerobee 100 is designed to be launched frc existing Aerobee launching-towerfacilities at Fort Churchill, Canada; White Sands issile Range, New Mexico; AirForce Missile Development Center, Alamogordo, ,Few Mexico; Eglin Air Force Base, Florida;and the portable tower used on the U.S.S. Norton Sound. The closed construction towerat Fort Churchill has a fixed rail 31.4 neters long, can be rotated 360 dagrees andallows a 10 degree tilt in azimuth. Four successful firings have taken place at FortChurchill. Two of the experiments were for ionosphere studies and t.o for Arcticmeteorological photographs. A budgetary recurring cost for a vehicle is 13,960 dollars

in lots of 10. not including payload.

DIr"MSIONS

DEIGlATIO1,l

1. Perf'ormance Weights LessPayload and Booster

Kilogramns

.38- Launch 356.0o

5.62. Payload Rinvge5.86 22. to 114. X0.ors,

3. 1cimXi= Accel~ration

AEOBEE 100 159I

BOOSTER

FiZ. I

AEEMOBEE 100

ou A .-. i.O I~T 'oefzr.

IV7-RI .:I....:.

.. P ..

eo 'p so e /o 2

Fig 2.

A~C32Z 100

~ . 2 . I7~Af~ a '4

2 [ I j I

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a.

3. AEROBEE 150A

The development of the Aerobee 150A was sponsored by the Goddard Space FlightCenter of the National Aeronautics and Space Aministration under a contract toAerojet-General Corporation. The vehicle is a four-fin version of the three-fin 150,also known as the Aerobee-Hi. Figure 4 shows a sketch of the vehicle, staging weights,

payload weight range, and naximum acceleration. Figure 5 shows the vehicle perfor-mance for various launch angles. Figure 6 shows a plot of altitude versus time forthree payloads.

- The Aerobee IDOA consists basically of integral liquid propellant tanks which also

act as the main rocket body, the aft structure which supports the fins and contains

the thrust chamber, and a forward skirt that contains the pres3urization system. The

fuel is a mixture of 65 aniline and 35 furfuryl alcohol. The oxidizer is inhibitedred fuming nitric acid (71 N02). The pressurizing gas is helium. Three tunnels or

shrouds are provided between the forward skirt and toe aft structure for the gaspressurization lines and instrumentation wiring. Mounted equidistant between theshrouds, fore and aft, are two sets of riding lugs which support the vehicle between

the rails in the launching tower. The four sustainer fins are spaced 90 degrees apartand may be canted from zero to twenty minutes. Auxiliary thrust for launching isprovided frcm a solid propellant booster. The booster fins are presently installed at"I degrees cant to impart a roll rate as the vehicle leaves the four-rail launchingtow e. The launching tower is at Wallops Island, Virginia; the rail is 48.8 meterslong. There have been eleven firings, of which ten were successful. A budgetaryrecurring cost for a vehicle is 28,950 dollars in lots of 10, not including the payload.

I%

1. Perfornance 'Veights I-ess Payloadand Booster

Launch 611.2iB. 0. lst Stage 132.9

7-32. Payload Range

4~5- to 136. Kilograms

3. ad-~ Acceleration

AER0BM 150A

BWTE

Fig. 4

1-320

* '~,inj.'tjjc ,$a#AA'~

Fi. 5

AT-O2:' 150A

- - 32 . . .P1 TI9c S.V.S7.,.4f..

*~~. -9 elm /(A 6* . w A ae

140

too

.80

a /00 zoo .soo 400a O s 00

75,cCo /vz,.s

F 1. 6

4. AE1WOEE 300A

The Aerobee 300A is manuf3ctured by the Aerojet-General Corporation. The configura-

tion is the same as the 150A with an added upper step solid propellant motor. Thethree-fin 150 and four-fin 150A with the added motor are designated the 3C0 and 300A,respectively. The 300 series are also knowm as Spaerobees. The performancecapability of the vehicles is similar. Figurd 7 shows a sketch of the vehicle, stagingweights, payload weight range, and maxinum acceleration. Figure 8 shows the vehicleperformance for various launch angles. Figure 9 shows a plot of altitude versus tinefor three p 3aoads.

The liquid fuel tanks can be held in a pressurized condition for extended periods

of time. The ignition of the second stage engine is signalled by a decrease in first

step chamber pressure.

The Aerobee 300A has been launched frcm Wallops Island, Virginia and the 300 from •

Fort Churchill, Canada. The only Aerobee 300A firing as of 1960 was on August 3.

1960. The objective was to ieasure the ionosphere ion density and electron tempera-ture. The flight was successful. The Aerobee 300 has been flo.n 19 tines, of whichfive were used in' the United States International Geophysical Year Atmosphere PocketOperations. A budgetary recurring cost for a vehicle is 33,340 dollars In lots of 10.

not Including the payload.

DIMNSIONS

YZIEOs

DESIMATICN

SU'A OW III

1. Perfor=nce Weights LessPayload and Booster

7.7 KilogramsLaunch 683.3B.O. 1st 205-1Firs 2nd 61.24B.O. 2nd 29.89

2. Payload F.3n-e9. to 46. xi cgr=

3. MsXii= Accisration57 g'

AMOBE 150A

BOOSTER

Fig. 7

E2,'- 300A

,.5 I7

. I 4. " ! t I . .

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; -I

3. AWCAS

The Arcas was develop'ed by Atlantic Research Corporation for conducting atzospherssoundings under sponsorship of the three services, as represented by the Office ofNaval Research. Air Force Canbrid-e Research Center, and the United States Ar-y SignalResearch and Development Laboratorie's. Figure 10 shoms a sketch of the vehicle,staging weights, payload weight range, and maximum acceleration. Figure 11 shows thevehicle performance for various launch angles. Figure 12 shows a plot of altitudeversus time for three payloads.

The Arcas has four fins spaced 90 degrees apart. The vehicle employs an end-burning solid propellant rocket. The structure above the motor consists of a nosecone, parachute container, and separation device. The nominal payload employs aparachute designed to lower an inqtrumentation package from 61,COO meters to 24,000meters at a descent rate permittiLg meterological measurements. The launcher is aclosed breech type using the cntrapped exhaust gases of the rocket to accelerate themissile by piston action. As of January, 1961, the Arcas has been successfully fired400 tines, which represents approximately 90% of the total firings. A budgetaryrecurring cost for a vehicle is 1.453 dollars in lots of 10, not including the payload.

nrzisiolis

DSICATIONT

1. Perfor~ance Weight3 Less Payload

KilogransLaunch308B.O. 1st 12.25

2. Payload PFange -

.7 to 8. Kilo&r=s

3. axm Acceleeration2.4 46 g's

..1

ARCAS

Fig. 10

A eAS

/ I I -- I- . .. . ..-. ....-- ...

V 7V

- ...... , . . -

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.* -- - .-- • . " -S ,, ,,-.,* - T - ' .. . . . . .. " .... ... . .. ,C 5 " - --

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4.

iPig. ix

Fig 12

6. A.ICON

Development work on the Arcon vehicle was initiated in 1955 by the Atlantic Research

Corporation for the Naval Research Laboratorj' a Rocketsonde Branch under a Bureau of

Ordance contract. Figure 13 shows a sketch of the vehicle, staging weights, payloadweight range, and maximum acceleration. Figure 14 shows the vehicle performance forvarious launch angles. Figure 15 shows aplot of altitude versus time for three payloads.

The Acron uses a solid propellant rocket motor with four fins spaced 90 degrees

avart welded on the aft section. A small solid propellant rocket is employed to

boost the Acron from its launcher. A four-rail mobile launcher 10.7 meters long,

trainable over 360 degrees azimuth and 90 degrees elevation by remote control, isused for launching. Three performance flight tests were conducted by the Naval Research

Laboratory in July of 1958. Six additional performance flights were conducted by theNational Aeronautics and Space acinistration, Goddard Space Flight Cente:, in the

summer of 1959. The first three NRL flights were unsuccessful and three of the lastsix NASA flights were successful. In the NASA series, pitch-roll coupling was

apparently responsible for the breakup of two vehicles, while the other experienced anozzle burn-through at launch. Accurate control of the roll rate is necessary beforehigh reliability of the Arcon can be achieved. Further development of the vehicle is

presently suspended. A budgetary recurring cost for a vehicle is 4.875 dollars in

lots of 10. not including the payload.

DflTSI~1SARO-

AROON 1. P-arfortance '-eight3.14 loss Payrlcad and Booster'

Launch 96.63-40B.O. 13t St~go 30.6

2. .Pa~ycad P.,ne.9. to 23. 'Ulo=-.

3. Illi Acc31axation.14~.6 g's

Fig. 13

ARcOII

I I ~. :-..1.! , II I ~ Ii.. I I

h-r- K-I.

~

I.*1

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Pig. 1 ...........................................................

ARC007

Li A 'r /1 177;'~ 7+ ICY6IE

I-% ll.lT.. , a!S l *l l h'i

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The Rios 7as manufactured by the University of Uichian with the cccper-,tion of theNational Aeronautics and Space Adnini3tratica under sponsorship of ths Air e.rceCambridge Pesearch Center. FiurD 1$ shows a sketch of the vehicle staging weijhts,

payload weight range, and maxinun acceleration. Figure 17 sho.vs the. vhicle perfor-*sance for various launch angles. Figure 13 sho.s a plot of altitude versus ti e for

three payloads.

The Exos uses three solid propellant rocket motors. The vehicle is free-flightwith fin and flara stabilization. The first step separates fro: the second stage atbu,-nout and the resainder of the vehicle coasts for 25 seconds. The second stage is

ignited by timer and batteries and at burnout the pressure drop signals third stageignition. Separation is effected by a blow-out diaphra;3. The EBos was launched

frcm a converted Honest John launcher which has a 3.68 meter guidance r3il. However,the Exos can be fired with minor modification frc x a simple ben launcher lith no

guide rail required. Such launchers exist at the NS Wallop3 Island, Virginia; ZalinAir Force Base, Florida; Atlantic 3issile Range; Pacific Ui33ila Ra-ne; and .TitsSands Proving Ground, flew Mexico. The Exos has been successfully fired t-ice frcaWallops I3land utilizing a short burning solid propellant Recruit =otor as the thirdstep. The vehicle as shown w s fired once frc3 B2"ln Air -brca Pae. n3 =nouc6ess-

ful flight wms believed caused by launcher intsrfernnce. A budgetary recurrinZ costfor a vehicle is 19,937 dollars in lots of 10, not including the payload.

I4

23

DIMSIM1SL S flT02S

DESIGNATIONS

YARDBRDM

.23 .

BXE-AJAX

JI ~.42 - - -

12.54 1. Perfornce Weights 13s3 Ps~load

L auch ,662.0,B.0. 13t 167. [

Fire 2nd 773.6B.O. 2nad 427.1Fire 3rd 13.18

ONEST B.0. 3rd 61.5-JOHN

2. Payload Range.58

18. to 46 Kilograms

3. aximum Acceleration

78 g's

Fig. 16

'.4

1~~PIAd/,iZo2 ~ r~zZf11 9~

* I . I

- q~. ~.

* .1 9 . 9 9

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'I...~- )~9.....99...........Lz....KjjjLIj9

9 I *

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.~ i I

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-- I V IFig. 17

7I17- 14

_ _ ~ _ASE

I Fig .

8. IRIS

Design studies and early work on the Iris motor develcpment were initiated for theNaval Research Laboratory by the Atlantic Research Corporation in 1956. Motor and.

vehicle developnent were ccmpleted for the National Aeronautics and Space Administra-tion, Goddard Space Flight Center, in 1960 and included a six-round motor qualificationtesting progra. Figure 19 shows a sketch of the vehicle, staging weights. payloadweight range, and maximum acceleration. Figure 20 shows the vehicle performance for

variofus launch angles. Figure 21 shows a plot of altitude versus time for three

payloads.

The Iris motor uses solid propellant and is an end-burner. Auxiliary thrust is

supplied by a unit consisting of seven solid rocket motors, 10.2 centimeters in

diameter and burning for 0.8 seconds. The booster is not mechanically attached to theIris and falls away after the rocket exits from the tower. The ignition system

incorporates a relay with a built-in time delay to insure that the booster iznites

before the sustainer. The Iris is designed to be launched frm the 43.8 meter, 4-railtower at Wallops Island, Virginia. Three performance flight tests Were conducted byGoddard Space Flight Center in late 1980 and early 1961. The first two firin s weresuccessful and no information is yet aviailable as to why the third flight Ta3

unsuccessful. Twelve additional Iris vehicles will be flown in the near future. Abudgetary recurring cost for a vehicle is 13,470 dollars in lots of 10, not including

the payload.

i.

1. Perfonance Weights Ias3 Payload

Kilcp=~Launch 550.7

32B.O. b~t 1.12.0Stage

2. Payload Range

314. to 91. Kilcgza=

6-05 3. I~imAccelaration

* 13-9 9's

Fig. 19

I or

4 10

AlI P lj' e I

[. to

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11. JAYELID

The Javelin, also known as the Argo D-4. is manufactured by the Aerolab Develo;=entCompany under sponsorship of the National Aeronautics and Space Acilnistration.Fig-jre'23 shows a sketch of the vehicle, staging .ei-hts, payload 7eight r,nge, andm.num acceleratian. Figure 29 shoWs the vehicle perfornance for various launchangles. Figure 30 shows a plot of altitude versus time for three payloads.

The Javelin has four steps, each using a solid propellant rocket mbtoi. Roll andstabilization are accomplished by fins on the first, second and third step. The rollrate is approximately one, six, eleven and ten revolutions per second during %.irningof the first, second, third and fourth stages, respectively. A reduction in roll ratedown to 2 revolutions per second occurs when the nose cone is ejected, soon afterburnout of the last stage. The first and second steps drag separate after motorburnout. Separation of the third step is accomplished by a blow-out dlaphragm 2hichis ruptured at fourth stage inition. A simple beam without a guide track issufficient for launching the vehicle. There have been nine firings of which sevenwere successful. A budgetary recurring cost for a vehicle is 42.6.n7 dollars In lotsten, not including the payload.

/

JAV UN

DD I.~TSic"s '1DTO2S

-ALTAIR

1. Performance Weights less Payload

NIKE-AJAX LAMNCH MICGRAMSlaunch 3353..42 B.O. Ist 2364.

Fire 2nd 1461.B.O. 2rd 1114.Fire 3rd 865.3B.O. 3rd 518.8Fire 4th 248.1B.0. 4th 37.65

14.852. Payload P=a,-

.42- *- 34. to 8o xil--_==

1 3. &%%dm Acceleration

36 g's

: .. o&

.58

Fig. 28

JXL~t1 A

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."0

14. LITTLE J0O

The Little Joe v7a manufactured by the HIis31e Division of North .lerican .. tiaticn,Inc. under contract to th3 National Aeronautics and Fpace Ad inl3:Atloa in conaactionwith a research and d2velc~ment prc-ram in support of ?roject Iercury. ?i;ure 37shows a aletch of thevehicle, staainz weights. payload-ei-ht r,33. and mlzll=uacceleration. Figure 33 shows the vehicle performance for various launch angles.Figure 39 shows a plot of altitude versus time for three payloads.

The Little Joe has four stabilization fins and eight solid prcpellant rocket motorswhich remain as a unit during flight. The vehicle is unguided. Tvo of the mainmotors and the four auxiliary, short burning, motors are fired initially. -she othert:o main motors are fired during the final burning of the first t-o main motors.The nominal roll rate is zero for this vehicle. The launcher provides four supportpoints at the base of the vehicle plus a zero-length type suprort at the fo.vard cndof the vehicle. This forvard support swings clear of the vehicle at take-off. TeLittle Joe was designed for the purpose of propelling full scale models of theMercury capsule and escape system to supersonic speeds at low altit.d3s for theobjective of proof testing ths escepe systam at high dyn=aic pres.jure. It alsodemonstrated. hi;h altituda capability during a test *here essentially zero dy_-_icpressure was required. Me manned capsule configuration has, therefore, been rnplzcedby a s!--Ple nose ccne suitable for the mjority of research eerinent3 =d 13 (reflected in the performance calculation. A budgetry r-cprin. Cost for a vic!:,excluding a nose cone and payload, is 335,CO dollars in lot3 of tan.

flZSIG-IC-S

1. P--roranca eights Lass Payload• Nl.Thrams

•.Iaunch I 633. •

B.O. 13t - 3Stage 4-0

2. Pcaoa22T. to 136l. !

52&0 8.j

F19:J37

52

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54

15. N13-ASP

The Ni.e-Asp, also known as the Aspan 150, is annfactured' by Cbcper Develcp:;iL, aDivision of the Marquardt Corporation. Figure 40 shows a sketch of the vehic2 ,sta4in3 eights, payload 7eight rmge, and smainL acceleration. Figure 41 shows thevehicle.performance for various launch .Agler: Figure 42 shows-a plot of dltitudeversus tine for three payloads.

The Nike-Asp has two steps, each utilizing one solid propellant rocket motor.Stabilization fins are attached to both steps. Spin tabs are positioned on the fin soas to i=part an approximate spin rate of 2.5 revolutions per second for the first stageand 4.5 revolutions per second for the second stage. After burnout of the firststage, separation is accomplished. by rupturing a connector ring by an jxplosive chargeset off by a squib which gets its si;nal frcm either a sensor or ground ccmmand. Thesecond stage then coasts until an atmospheric pressure seusitive firing circuit ignitesthe final motor. The Nike-Asp can be fired frca a simple beam launcher and does notrequire a guide rail, The vehicle waa fired frca 2hite Sands, New Uxlico; San NicolasIsland, California; and shipbvord during the International Geophysical Year. Additio-nal firings have taken place at !allops I3land. Virginia and Eglin Air Force Base,Florida. A total of 67 firings have been nade of 2hich 40 were successful. Abudgetary recurring cost for a vehicle is 14.831 dollars in lot3 of 10, not includingthe payload.

VI

DfTWS -ASP

DI FD GSIATS :"WZRS

'---'-

1. Perforn-ance Weights 1ass Payload 2

Kilogrms+-ASP I Launch 700.0B.O. 1st Sta.gSe 353..2,65 Fire 2nd Stage 1042.4B.O. 2rn Stage 370.

2. Paylcad PFanl

11 to 46. :mcgr=3. M -t-=m Accleration

49 g's

.42

NIIM-AJAX

Fig. .10

58

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iS. NEIX-CA.JU

The iie-Cajun is nanufactured by the University of :ichi~n under the sponsorshiprf 'the Air Force Canbrid;e Psearch Center and the National Aeronautics and Spac"Administration. Figure 43 shows a sketch of the vehicle, staging Weight3, payloadweight range, and maxinum acceleration.- Figure 44 shows the vehicle perfornancefor various launch angles. Figure 45 shows a plot of 0titude versus tine fur threepayloads.

The Nike-CaJun has two steps, each utilizing one solid propellant rocket =otor.Stabilization fins are attached to both steps. The nominal roll rate for the vehicleis zero. The first step motor is ground-fired and at burnout the step drag separates.The second stage ignites at scae prescribed ignition delay tine depending upon thepyrotechnic delay squib employed. The squib is izaited at launch. The Nike-Cajun canbe fired frc a si-ple bea launcher and does not require a guide rail. The vehiclewas fired frcm Fort Churchill, Canada; hit3 Sands, :ew Mexico; Guam, Mariana Islands;7allops Island, Virginia;" and shipboard during the International Geophysical Year.Additional firings hav taken place fre Elgin Air Force Base, Plorlda and 3llcpsIlanzd, Vir;inia. he firt Nikn-Cajun as successfull7 flo m in July of 1058 andsince then there have been over 20 additicnail fll;hts with a vehicle success recordof aproximately SO .. A budetary rfcurring cost for M vehicle i 5,030 dollars Inlots of 10, not- inqludin; te payload.

CAMT'I I-1. 'frZC Weigkzt3 te33 Payload

!.65 689.0

?FLM 258.2. - B*O. 2 41.2

2. ayload Pvia

11. to 246. mcur7 3. A X~ ccaemu~±ou17 09 62 913

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17. SIOT?'T

The Shotput wis developed by the Naticonal Aeronautics and Space Adinistration atthe Langley Research Center. Virginia, to lift and eject a 20.5 neter diameterinflatable sphere at suborbital speeds. Figure 45 shows a szetch of the vehicle.Staging weights, payload weight range, and na.ximt.n accaleratior:. Figure 47 shows the

vehicle performance for various launch angles. Figure 48 shows a plot of altitudeversus time for three payloads.

The Shotput has two steps and utilizes all solid propellant rocket motors. Thefirst step has one nain motor plus two short burning auxiliary notors whose nozzles are

canted through the take-off center of gravity of the vehicle. First step fins areused for stability and are canted to irpart spin to the vehicle. The vehicle passesthrough roll resonance at about 15 seconds after take-off. After burnout of the first

step nain motor the vehicle coasts for approximateoy 42 seconds at which time the nosefairifig is ejet-d.-To-idd'bne-half 'seconds later the-s-ond-stWg i-initially de-spun. Step separation is acccplished by releaging a ring cla-p. The second stepmotor is then fired and at burnout the payload is further de-spun; retro-mcketsseparate the epty motor case frem the payload. The vehicle can be fired frc asimple beam launcher, with no guide rail required. The shotput has been fired fivetines from Wallops Island. Virginia. On one vehicle the second stage did not ignite;all the other four were successful. A budgetary recurring cost for a vehicle is IS.207 dollars in lots of 10. not including the payload.

'II

63

DrZSIOTS

DSIG2IATICNIS

-oALTAIR

1. P--rf Or=.C* LW-i~ht3 1-333 Payload

Ktlogirms

TLal~mc 49,0.B.O. lat Stae 1523.FL-3 2::d cta,: 311.6

9*5 POLUX B.O. 2nd Stcap 101.1

2. P3-1cad Range

314. t.- 182. Kilograms

2 REC=IS

Fig. -46

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18. SXYLAR%

The Skylark was developed in Great Britain for use in the research progan of theRoyal Aircraft stablishnent. Figure 49 sho.s a sketch of the vehicle, stagingweights, payload weight range, and maxinua acceleration. Figure W shows the vehicleperforance for variouslhunch angles. Figure 51 shows a plot of altitude versus

time for, three payloads. The -kylark uses one solid propellant rocket motor and has

three fins spaced 120 degrees apart on the aft section for stabilization. The vehicle

is unguided. During the six trial flights at Woomera. Australia, four variations inthe basic nofor ere tried and two different fin configurations. The Raven II motor

flown in Flight 05 was used in this study and also G.0-25 fins, which were not used until.

subsequent flights. This motor has the highest initial thrust and maxinu totalimpulse. The G7-25 fins are light-weight and low drag ns compared to those used in

the initial firings. The roll rate for the Skylark is nominally zero, but experiencewith this vehicle has shown that-a random roll rate of about a half revolution per

second can be expected. The launcher tower located at Woomera is 20.5 meters high

and has three parallel guide rails. The to7er can be moved by remote control through

+ 15 degrees to - 5 degrees in elevation, and 1 10 degrees in azimuth. In the six

trial firings between February, 1957 and Uay 1953, all 7ere successful frc2 avehicle standpoint. In t-.o subsequent fli,'hts using GT-25 fins it 7as fairly wellestablished that pitch-roll resonance occurred 7hich greatly reduced the peak

altitude on one and was catastrophic on the other. I~provrsents in fin construction.tolerance and aligr.ent are expected to reduce the likelihod of this phecmeton.Seventeen Skylarls have been flo'm as of December, 1960. A s3i tandem boa3termotor called Clucloo was develcped for Skylart and adds scme 64 kilcaeters to the peakaltitude. A fully assembled vehicle with payload ready for firing costs aproxiately30.COO dollars.

67

DrMSIOINS*S DTCR

DESIGNATIONS

1. Perfor-ance Weights Lass Payload

KilogramsLaunch uC4.B.O.i3t Stage 273.5

2. Payload Pang--*22. to 114. ilogrxmms

3. I3im= Acelerationi0 g's

RAVENII

.46

F~z 19

63

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19. SIIO.NGARl'J

The Strongv.i' is administered by the University of Michigan under sponsorship ofthe Ballisti: Research Laboratories of the United States Army, with design and launch

-assistance f -.m the National Aeronautics and Space Administration, Langley Research

Center. Figvre 52 shows a sketch of. the-vehicle, staging weights, payload weightrange, and r.axinum acceleration. Figure 53 shovs the vehicle performance for variouslaunch angles. Figure 54 shows a plot of altitUde versus tine for three payloads.

The Strongarm uses a solid propellant motor in each of its five steps. Fins on

the first three steps and flares on the upper two steps are utilized for stabilizationof the vehicle. The first step drag separates from the second stage. The secondstage ignites, from delay squibs, approximately two seconds after separation of thefirst step. Normal burning pressure in the second step motor unlocks a device whichprevents separation of the second step from the tird stage until after second stageburning. At burnout, the second step drag separates. Then followxs a coast period ofapproximately 15 seconds after which the third step motor fires by means of delaysquibs. Pressure decrease at burnout of the third stage triggers the ignition of thefourth stage and similarly the fourth step notor pressure drop initiates the laststage firing. The nominal roll rate for Strongarm is zero. A si--ple beam launcherwithout a guide rail is required for firing the vehicle. Five firing3 have been made,of 7hich the first was successful. A budgetary recurring cost for a vehicle is25,545 dollars in lots of 10, not including the payload.

71

DC6iSIONS

G INMIDRS

DESIG1I'TIO;S

'16 ,--

-#wMa-AJAX

1- Performance Weights Lasa Pay1cad

Iaxmch 3280.17-22 =j .o. ls 229.Fire 2nd 1391.

NIKE-AJAX B.O. 2n IC44.Fire 3rd 798.6.42- B.O. 3rd 452.1Fire 4th 212.1B.O. 4th 90 54Fire 5th 36.29B.0. 5th 13.40

2. Payload Rang

HONEST 2 to 12 Kilosams

58 JO-- 3. Maxi== Acceleration

73 g's

ig. 52

72

I-MOO

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DISCUSSION

J.A. .Hailton (U.X.',): Off all the tast vehicles described by M.r. Russ. only one islaunched from an aircraft. At the Royal Aircraft Establis ment 'we have a1a7s fought

shy of air-launching techniques because of the relatively ccmplex operational problemsinvolved. However, the system has certain attractions and it would be interesting toknow if any other groups hdve used air-launching with success.

Author's reply; A rocket vehicle system was tried on the B-58 Husfler aircraft, but

I do not know the degree of success it achieved. I should be glal t," try to obtain

further information for you.

J.G. Thibodaux (U.S.): In regard to airplane launching of sounding rockets, an air-plane launch presents many operational problems and provides no more performance thatcannot be obtained -ore easily and cheaply by the addition of another ground-launched

stage.

AutPor's rcply: I would like to say that many experiments are desired from wherethere is no launch site; therefore, the mobility of aircraft has thi3 advantagefor use as a first-stage and is wrth further consideration.

A-i

AIDDENDU2Z

AGARD SPECIALISTS' MIEETING

ON

"THE USE OF ROCXET VEHICLES IN FLIGHT RESEARCH"

'List of Papers Presented

Following is a list of the titles and authors, together with the AGARJ) Report number,

of twenty three papers presented at the above Meeting held at Scheveningen, Iblland, in

July 1961.

Techniques and Instruxentation Associated with Rocket l1odel 'eat-Transfer Investigations,

by C.B. Rumsey .... .... .... .... . ... .... Report 375

Techniques for the Investigation of Aerodynamic Heating Effects

in Free Flight,

by J. Picken and D. Walker .... .... .... ... Report 375

Techniques de V!esure de l'Echauffe-ent Cinitique 4 i'Aide du Ilissile

'Antares',by H.J. le Boiteux .... .... .... .... .... Report 377

.Measurements of Dynamic Stability from Tree Si.mplified Free-FlightYfodels of a Supersonic Research Aircraft (Bristol ER. 134) over theMach Number Range 1. 2-2.6,

by LJ. Turner ..... . .... .... .. .... Report 378

Aerodynamic Stability and Performance Characteristics Obtained fromAutopilot - Controlled Supersoni-c Test Vehicles,

by 2.T. Marley .... .... .... .... .... .... Report 379

Ifeasurement of Aerodynamic Characteristics of Re-Entry Configura-

tions in Free Flight at Itypersonic and Near-Orbital Speeds,

by R.L. Nelson .... .... .... .... .. .... Report 380

Emploi de Ilissiles pour les Essais de Vibrations en Vol Sibre,

by R. D&t .... .... .. .... .... .. .... Report 381

Sounding Rocket Experiments for tIeteorological Ileasure-tents,by William Nordberg .... .... .... .... Report 332

Rockets for Use in Upper Aiosphere Research,

by .iarren W. Bernin; ..... ... .... ... Report 383

Survey of Activities 'n Spzce Research by the Netherlands P.T.S.,

by L.D. de Feier .... .... ... .... . .. Report 334

Soxe Particular Aspects of the Use of Free-Flight .,odels in the

Netherlands,by G.Y. Fokkinga .... .... .... .... .... Repo'rt 385

Functional and Environmental Tes ting of Spacecraft,-.

by Harold I. Maxwell .... .... .... .... .... Report 386

Notes on the Design and Performoance of a Three-Stage A~cket Test

Vehicle for Aerodynaxic Research at Hypersonic Speeds,

by J.A. Hamilton .... .... .... .... .... Report 387

A Study of Sounding Rocket Systens,by K.M. Russ .... .... .... .... .... .... Report 338.

The Design and Operation of MuLti-Stage P.;cket Vehicles,by Hal F. Halsted ... .... .... .... .... Report 389

Aeroelastic Analyses of Mtulti-Stage Pocket Systems,-by J.S. Keith. J.W. Lincoln and G. Tarnower .... .... .... Report 390

Ascent Problems of Sounding Rockets,by N.L. Crabill .... .... .... Report 391

Efficacito de Diffirents Procids pour Rdaire la Dispersion des

Missiles Expirizentaux,by M. Bismut .... .... .... .... .... ... Report 392

Rocket .odel Research Ins trunmentation,

-by Prancis.8. Smith .... .... .... .... .... Report 393

* •Data Han diing and Processing of Rocket .odel Research Data,

* by Paul F. Fuhrmeister .... .... .... .... .... Report 394

Pressure Probes in Free Molecule Flow,by K.R. Enkenhus, E.L. Harris and G.N. Patterson .... .... Report 395

Special Rockets and Pyrotechnics Problems,

by J.G. Thibodaux .... .... .... .... .... Report 396

The Recovery of Flight Test Payloads,by Anthony H. Snith and Robert P. Peck .... .... Report 397

AD7ISCRY GROUTP FOR .YTAMOICM AL 2 SYCH -AND D=021 iTOr-anisation du Traite de l'Atlantique Nord

Q4, rue de Varenne - Paris 7 eme

July 1982

AGARD Distribution List -t

Category II: "Not for Sale" Publications

COUNTRY ADDRESS NO. OF COPIES

BMGIUM Centre National d'Etudes et 25de Recherches Aeronautiques11, rue d'126ont, Bruxelles

CANADA T.I.L.-Mini3try of Aviation 30Leysdown RoadUottin#=London, S.3.9Attn: Ur. F. G. iWaite

DMDLARX Danish Defence Research Board 10Osterbrogades KaserneCopenhagen 0

FRU1C ONMA (Diroetion) 9025, avenue de la Division LeclsroChatillon-sous-Bagneux, (Seine)

GXR1AM Deutsche Gesellachaft fur Plugwissen- 90schaften

Zentralstelle fur Luftfahrtdokumenta-tion und Information

lunchen 64, FlughenAttn: Dr. H. J. Rautenberg

GR23C3 Greek Nat. Def. Gen. Staff 10B. EOAthens

IC XNID Director of Aviation 3c/o FlugradReykjavik

ITALY Ufficio del Generale Ispettore del Genio 85Aeronautico

Ministero Difesa-AeronauticaRoma

L U. URG obtainable through Belgium

I1E_ LIDS Netherla-ds Delegaticn to AGA2 35"ichiel d3 Ruyterweg, 10

Delf t

NOYR'AY Iorway Defence Rsearch 7stablishzent 22Xjeller per LillestromAttn: Mr. 0. Blichner

PORTUGAL *Direccao de Servico de Material da Forca 5Aerea

Rua da Escola Politeenica, 42LisboaAttn: Coronel Joao A. de Almelda Viana

TURMXY Ministry of National Defence 30AnkaraAttn: AGARD National Delegate

UNITZD KINGDCM1 T.I.L. 120Uinistry of AviationLeysdown RoadllottingbamLondon, S.3.9Attn: Mr. F. G. 71aite

UNlITED STAS National Aeronautics and Space 4C0Admini3tration

Langley Research CenterLangley Field, VirginiaAttn: Report Distribution and

Storage Unit

AGARD 64, rue de Varenne 45Paris 7 eme

"lNetherland3 meets derands of SH.iPE Air Defence Technical Centre.

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