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Distribution authorized to U.S. Gov't.
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Administrative/Operational Use; JUN 1965.
Other requests shall be referred to Army
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AUTHORITY
USAMC ltr, 3 Jul 1967
THIS PAGE IS UNCLASSIFIED

McGILL UNIVERSITY
SPACE RESEARCH INSTITUTE I
MONTREAL
/ Prepared under U.S. Army Contract No.

DAIS - 001 - AMC-746(X)
and
Canadian DDP Contract No.

MM 91- 356, Serial 4MM4-34
.. S. ARMY
10
CANADA
ARREOP
REPORT
of the
MAY/JUNE 1965
TEST FIRING SERIES
PROJECT HARP
SRI-H-R- 10
Prepared by:
H.J. LUCKERT
In cooperation with the Staff of the
SPACE RESEARCH INSTITUTE

of
McGill University
and the
FREE FLIGHT AERODYNAMICS BRANCH

BALLISTIC RESEARCH LABORATORIES
U.S. ARMY
Prepared: , Approved:
Dr. H.DJ. Luckert Dr "
Director
Work performed under

U.S. Army Contract No.
DA18-001-AMC- 746 (X)
and
Canadian DDP Contract No.
MM 91-356, Serial 4MM4-34
44I
44)
A0
71 AIL-_!Vu
AAm
TAD
- ii -
ABSTRACT
This report is a review and analysis of results of the
eleventh test firing series of Project HARP with the Barbados
16.4 in gun. The test series consisted of twenty rounds which
were fired in the period 31 May to 12 June, 1965.
The general objective of this series was the gathering
of scientific data, specifically wind shear data, and the con-
tinuation of vehicle development and reliability tests.
Eleven rounds carried TMA release payloads for wind shear
measurements in synoptic firings during three nights. In three of
these rounds a 250 MHz telemetry package was carried with a temp-
erature gauge and a magnetometer for temperature and magnetic field
measurements. Modified Martlet 2C vehicles were instrumented with
1750 MHz telemetry and Langmuir probes, as well as with a magnet-
ometer and temperature gauges, for electron density measurements
in the upper atmosphere. Ejection tests with S-band chaff and
parachute-suspended telemetry were also included in this series,
and the structural performance of rocket grain at high launch accel-
erations was tested in two rounds.r .
The series was, in garneral, successful in meeting the set
objectives. The mechanical performance of the gun system proved
satisfactory, and the ballistic performance with M8M propellant

- iii -
confirmed previously obtained results. A record apogee of 444,000 ft
(135 km) was obtained in one round with a muzzle velocity of approx-
imately 6,100 ft/sec, a vehicle weight of 186 lb, a shot weight of
416 lb, and a breech pressure of 48,000 psi.
The performance of the vehicles proved good. In some cases
a large azimuth dispersion was observed which, however, was traced
back to a pusher plate and gun barrel problem; appropriate modifi-
cations eliminated the dispersion. In two Martlet 3B firings the
fins were stripped in the barrel; this could also be attributed to
defects in the barrel since, in later firings of these vehicles under
the same conditions in another gun barrel, no fin damage occurred.
In all eleven TMA night shots, trails and their photographs
were obtained, although cloudy weather conditions made the evaluation
of wind data in four of these rounds impossible. The tests with end-
burning type rocket grain, manufactured by Lockheed Propulsion
Company, were highly successful in that the grain survived acceler-
ations of about 9,000 g's intact and without any change, as shown
by X-ray photographs of a recovered motor.
Three test flights with the objective of demonstrating the
feasibility of the use of flux-gate magnetometers on HARP vehicles
showed that the magnetometers survived the launch and were able to
perform during the flight. The 250 MHz telemetry performance, however,
was poor, and the causes of the failures need to be explored. Rounds
with 1750 MHz telemetry and Langmuir probes, on the other hand,
iv
indicated that the transmitter couid survive the high launch accel-
erations. Good results were obLained from the Langmuir probes; the
electron densities obtained agreed well with those expected in the
D-layer of the ionosphere.
Ejection tests with the BRL-designed pyrotechnic fuze
] system were not successful and showed that the system in the present
form was not useable.
This report, following the pattern of the report on the
previous test series (SRI-H-R-9) contains brief descriptions of the
various vehicle configurations and their payloads, as well as detailed
performance data of all rounds. This is complemented by an analysis
of test results and instrumentation, discussions of ballistic per-
formance of the gun, presentation of tables and graphs of wind shear
data obtained in this series, and a compilation of the results of
the telemetry experiments.

vi
ACKNOWLEDGMENTS
The work described in this report was carried out as
part of the continuing HARP program. As such it has been a

joint effort between the staff of the Space Research Institute
(SRI) of McGill University and the personnel of the Ballistic
Research Laboratories (BRL), Aberdeen Proving Ground.
The assistance of Government agencies and contractors
who participated in the program must be acknowledged. In part-
icular, the support from Eglin Air Force Base, Space Instruments
Research (SIR), and Lockheed Propulsion Company, is most grate-
fully acknowledged.
I
_ _ _ _ __ _ _ _ _ _ _
-vi-
TABLE OF CONTENTS
Page
List of Illustrations viii

List of Tables xi
1.0 Introduction 1
2.0 Facilities and Equipment 5
2.1 Stations and Equipment 5
2.2 Discussion of Instrumentation 7
3.0 The Martlet 2A Series 9
3.1 Vehicle 9
3.2 Payloads 9
3.3 Aerodynamics and Predicted Performance 9
3.4 Firing Program 10
3.5 Detailed Flight Performance: Appius, Rufus, 15

Sparta
4.0 The Martlet 2C Series 38

4.1 Vehicle 38
4.2 Payload 38
4.3 Aerodynamics and Predicted Performance 39
4.5 Detailed Flight Performance: Marius, Nero, 47

Elagabulus, Fabius, Gracchus, Lucretia, Ovid,
Cicero, Diana, Pliny, Quintus, Hadrian
5.0 The Martlet 2C Mod 1 Series 132
5.1 Vehicle 132

I
- vii -
Pa&e
5.2 Payload 132
5.3 Predicted Preformance 132
5.5 Detailed Flight Performance: Ire, Brutus, Janus 136
6.0 The Martlet 3B Series 153
6.1 Vehicle 153
6.2 Payload 154
6.4 Detailed Flight Performance: Devils, Eagle 159
7.0 Analysis of Test Results 165
7.1 Muzzle Velocity Data 165
7.2 Maximum Breech Pressure 167
7.3 Gun Ballistic Performance with M8M.220 Propellant 169
8.0 Photographic Triangulation of THA Release Rounds and 177

Wind Shear Data
9.0 Results of Special Experiments 201
9.1 250 MHz Telemetry Experiments 201
9.2 1750 MHz Telemetry/Langmuir Probe Results 217
10.0 Summary and Conclusions 227
References 231
Appendix Al
- --- -
-viii-
LIST OF ILLUSTRATIONS
Figure Page
1 Cross-Sectional Drawings of the Martlet 2A 11

Mod 2
2 Martlet 2A Trajectories 13
3 Round #1 APPIUS: Strain Gauge Record and 18

Trajectory Curves
4 Round #2 RUFUS: Strain Gauge Record and 26

Trajectory Curves
5 Round #10 SPARTA: Strain Gauge Record and 33

Trajectory Curves
6 Cross-Sectional Drawings of the Martlet 2C 41
7 Martlet 2C Trajectories 43
8 Round #5 MARIUS: Strain Gauge Record and 49

Trajectory Curves
9 Round #6 NERO: Strain Gauge Record and 56

Trajectory Curves
10 Round #7 ELAGABULUS: Strain Gauge Record and 62

Trajectory Curves
11 Round #8 FABIUS: Strain Gauge Record and 69

Trajectory Curves
12 Round #9 GRACCHUS: Strain Gauge Record and 76

Trajectory Curves
13 Round #14 LUCRETIA: Strain Gauge Record and 84

Trajectory Curves
14 Round #15 OVID: Strain Gauge Record and 91

Trajectory Curves
15 Round #16 CICERO: Strain Gauge Record and 98

Trajectory Curves
16 Round #17 DIANA: Strain Gauge Record and 105

Trajectory Curves
-
"- ix"
Figure Page
17 Round #18 PLINY: Strain Gauge Record and 113

Trajectory Curves
18 Round #19 QUINTUS: Strain Gauge Record and 120

Trajectory Curves
19 Round #20 HADRIAN: Strain Gauge Record and 127

Trajectory Curves
20 Martlet 2C Mod 1: Cross-sectional Drawing 134
21 Round #4 IRE: Strain Gauge Record 138
22 Round #11 BRUTUS: Strain Gauge Record and 141

Trajectory Curves
23 Round #12 JANUS: Strain Gauge Record and 148

Trajectory Curves
24 Martlet 3B: Lockheed Test Configurations 156
25 Round #3 DEVILS: Strain Gauge Record 161
26 Round #13 EAGLE: Strain Gauge Record 164
27 Breech Pressure vs. Charge Weight 173
28 Muzzle Velocity vs. Charge Weight 174
29 Ballistic Performance of M8M. 220 Propellant 175
30 Ballistic Performance of M8M.220 Propellant 176
31 Round ELAGABULUS: TMA Trail Photographs 178
32 Round MARIUS: Wind Data 186
33 Round NERO: Wind Data 186
34 Round ELAGABULUS: Wind Data 189
35 Round FABIUS: Wind Data 193
36 Round OVID: Wind Data 196
37 Round CICERO: Wind Data 196

38 Round PLINY: Wind Data 199
it Ix
Fiaure Page
I,
39 Martlet 2C: Magnetometer and Thermistor 202
Location
40 Martlet 2C: Antenna Pattern 203
41 Block Diagram of Ground Station Telemetry 204
42 Round LUCRETIA: Magnetic Field Strength 206

vs. Flight Time
43 Round LUCRETIA: Roll Rate vs. Flight Time 207
44 Round LUCRETIA: Temperature vs. Flight Time 208
45 Round CICERO: Magnetic Field Strength vs. 211

Flight Time
46 Round CICERO: Roll Rate vs. Flight Time 212
47 Round CICERO: Frequency vs. Flight Time 213
48 Martlet 2A: Ejectable Parachute Payload 219
49 Martlet 2C Mod 1: Ion and Electron Density 220

Measurement Payload
50 Round JANUS: GMD Tracking Data, Azimuth 223
and Elevation Angle vs. Time
51 Rounds BRUTUS and JANUS: Transmitter 224
Frequency and Temperature vs. Time
52 Gun Probe Measurements of Ionospheric 225

Electron Density
=t _- --- 4.. - -- ---

= xi -
LIST OF TABLES
Page
Table I Chronological List of Firings 3
Table II Test Program - Martlet 2A Series 14
Table III Test Program - Martlet 2C Series 44
Table IV Test Program - Martlet 2C (Mod 1) Series 135
Table V Test Program - Martlet 3B Series 158
Table VI Muzzle Velocity Data 166
Table VII Maximum Breech Pressures 168
Table VIII Wind Data - MARIUS 181
Table IX Wind Data - NERO 181
Table X Wind Data - ELAGABULUS 182
Table XI Wind Data - FABIUS 184
Table XII Wind Data - OVID 184
Table XIII Wind Data - PLINY 185
Table XIV Wind Data - CICERO 185
Table XV Ground Calibration Data for Round LUCRETIA 209
Table XVI Calibration Data for Round CICERO 214

-1-
1.0 INTRODUCTION
This report is a review and analysis of the results of the

eleventh test firing series of Project H.A.R.P. with the Barbado;
16.4 in,gun. In this series twenty rounds were fired in the period
31 May to 12 June, 1965.
The March test series had clearly demonstrated the capa-
bility of the new gun barrel with its 51 ft extension, installed
after the December 1964 firing series. The barrel length of approx-
iimately 90 calibers had considerably increased the muzzle velocity
which could be achieved without exceeding the design limits of the
vehicles. Furthermore, it had shown that the Martlet 2 vehicles
with balloon and TMA release were substantially operational. Some
improvement in balloon release was indicated; the TMA release
system, however, worked properly and was considered ready for
synoptic firings. Finally the Martlet 3 firings had shown that
rockets could be successfully launched at the required accelerations
by using fiberglass casings and end-burning grains.
The general purpose of the test series reported here was
essentially two-fold:
(1) scientific data gathering, specifically the correlation
of wind shear and ionosonde drift data, as well as the data from
experimental payloads on the Martlet 2;

-2-
(2) a continuation of vehicle development and reliability
tests.
The twenty shots of the series were grouped as follows;
(1) Three Martlet 2A firings for ejection tests. Two
vehicles were loaded with S-band chaff packages and one vehicle with
parachute and telemetry to measure ambient temperatures from
300,000 ft down.
(2) Twelve Mirtlet 2C firings with TMA release ior wind
shear data in synoptic firings. Three of these vehicles carried,
in addition to the TMA payload, 250 MHz telemetry with a temper-
ature gauge and a magnetometer for temperature and magnetic field
measurements. One of the twelve rounds was fired in daylight as
vehicle engineering test.
(3) Three Martlet 2C Mod. 1 firings for measurements of

electron densities in the upper atmosphere. The vehicles were
instrumented with 1750 MHz telemetry and Langmuir probes, magneto-
meter and temperature gauges.
(4) Two Martlet 3B firings to check rocket structural
performance. The airframes provided by S.R.I. were loaded with
rpocket grains manufactured by Lookheed Propulsion Company.
Table I lists the twenty firings in chronological order.

-3-
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-5 -
2.0 FACILITIES AND EQUIPMENT
Facilities and equipment were described in detail in
Ref. 1, For this reason only changes from the status of the
March series will be mentioned, and a general discussion of the
instrumentation added.
2.1 Stations and Equipment
No changes from the conditions of Ref. 1 were made
on the gun except for minor modifications. However, for one

round (LUCRETIA) the gun was evacuated to test for increased
performance. The propellant used for all firings was M8M. 220
of the same lot as used in the March series.
Three smear cameras were cgain operated from the
Instrument Hut. The front and side smear were located as in
March but the rear smear was moved from a base distance of
240 ft to 250 ft, wich a change of elevation above the gun
trunnion from 68 ft to 69 ft. The East Fastax and West Fastax
stations were also in operation. The East Fastax cameras
(10 in.lenses) were focussed at a point 140 ft ahead of the
muzzle, and the West Fastax cameras (6 in. lenses) at a point
100 ft ahead of the muzzle. A double smear camera was also
used to photograph the vehicle at 150 and 200 ft ahead of the
muzzle. All cameras functioned properly during the series

-6-
and good results were obtained for the daytime shots. The
night shot pictures were underexposed due to insufficient
light and could not be interpreted.
The same type of muzzle velocity probe was used as in
March, however two additional probes were used; one at a point
5 ft from the muzzle on the left side (looking in shot direc-
tion), and another at 6 ft from the muzzle on the right side.
In addition to the S.I.R. tracking stations or Bar-
bados, St. Vincent and Grenada, K-24 camera stations were set
up on the island of Tobago which is located southwest of Bar-
bados at a distance of 160 miles. Trails were generated on all
flights but the K-24 photographic data were incomplete in some
cases because of the poor visibility conditions which prevailed
throughout the series.
Trajectory data were furnished by the radar stations
for 17 of the rounds; the three exceptions were DEVILS, EAGLE
and IRE. On one round (NERO) the MPS-19 radar did not function,
and in two rounds (LUCRETIA and PLINY) the velocities were too
high for the M-33 radar. The MPS-19 tracks are taken as the
primary source of trajectory data but the M-33 results have
also been included in the detailed flight performance graphs
shown in chapters 3 to 6.
- 7 -
2.2 Discussion of Instrumentation
A great amount of redundant data is collected on
each round to allow an estimate of muzzle velocity: Fastax
photographs, double smear photographs, muzzle probes. For
this series at least it appears as though the Fastax photo-
graphs give the most reliable data whereas double smear photo-
graphs do not appear nearly as dependable. The muzzle velocity
probes tend to be erratic, although their measurements fre-
quently agree very well with other instruments. In general,
the results of each type of measurement must be considered and
carefully weighed individually for each round in order to
decide on a realistic figure of the muzzle velocity.
Some indication of the value of the muzzle velocity
is also obtained from supplementary information available on
each shct. Breech pressure is one of these measurements since
there is a relation between breech pressure and muzzle velocity
for a given propellant at standard conditions. In the present
series the crusher gauge results, heretofore considered some-
what unreliable, have shown to agree better with other results
than the measurements made by the breech pressure gauge which
gave about 10 percent smaller results. A possible explanation
would be a calibration error.
An estimate of the muzzle velocity could also be
derived from radar trajectory data if these data were available

-8-
from the time of launch on. Unfortunately this is not the
case, as the target can only be acquired several seconds
after launch. Although direct apogee measurements are not
possible with the two Barbados radars, extrapolation can be
expected to yield reliable calculated apogee values which
are usually in good agreement with apogee measurements from
TMA trails. The muzzle velocity can be determined from the
apogee, but only with the assumption of a drag value. Since,
however, the exact value of drag in a round is never complete-
ly known there is always a certain ambiguity in the comput-
ation of initial velocity from the radar data. Within the
accuracy of the data one can always make a particular tra-
jectory yield a range of muzzle velocities by making reason-
able changes in the drag coefficient. In this report, there-
fore, the muzzle velocity obtained from the trajectories is for

"standard" drag.
a, - - w . -. -. . .
-9-
3.0 THE MARTLET 2A SERIES
3.1 Vehicle
The Martlet 2A vehicle has performed reliably to
altitudt-s well over 100 kilometers. Schematic drawings of
the vehicles with chaff and parachute payloads are shown in

Figs. la and lb. Lead ballast was added to the nose to ob-
tain aerodynamic- stability.
3.2 Payloads
One payload (Fig. la) used in this series was a high
altitude S-band chaff designed to be ejected at 120 seconds
after launch to determine daytime wind velocities between
300,000 ft and 250,000 ft.
The second payload (Fig. lb) was a parach e-borne
telemetry package to be ejected at T + 120 seconds or about
300,000 ft altitude. The package used five bead thermistors
for air temperature measurements.
The ejection system used in the three shots of the
2A series was the BRL designed pyrotechnic fuze system as

described in Reference 1.
3.3 Aerodynamics and Predicted Performance
The aerodynamic design provides adequate stability if

- 10 -
the centre of gravity is not less than 22.5 in. from the base.
Trajectory estimates for a nominal weight of 180 lb and launch
angles of 80 deg, 82.5 deg and 85 deg at a muzzle velocity of
5,000 ft/sec are shown in Fig. 2.
3.4 Firing Program
A total of three Martlet 2A vehicles were fired, two
with S-band chaff (APPIUS and SPARTA), and one with the tele-
metry-parachute package (RUFUS).
All shots were launched successfully and had satis-
factory trajectories. Fired with an M8M charge of about 600 lb,
they reached altitudes around 80 kilometers. Payload ejection
did not occur on any of the flights. The radar tracked all the
vehicles to near apogee but did not observe payload ejection.
Moreover, in the telemetry round, the telemetry signals contin-
ued until splash-down giving additional evidence that the.
payload was not ejected. It can only be concluded that the
ejection mechanism used here is not satisfactory.
The flight results of the three rounds are summarized
in Table II, and detailed flight performance of each round is
given in Section 3.5.

- 1]. -
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-15-
3.5 Detailed Flight Performance
3.5.1 Round No. 1 - APPIUS
Date: 31 May, 1965 - 1347 hr A.S.T.
Vehicle Description: Martlet 2A carrying a 1.5 lb package
of S-band chaff to be ejected at T + 120 seconds.
Purpose of Test: To check the ejection system and obtain
daytime wind measurements between 300,000 ft and
250,000 ft.
Weithts: Vehicle 178.0 lb

Pusher and Obturator 135.5 lb
Sabot 106.3 lb
Shot Weight 419.8 lb
Centre of Gravity: 21 7/8 in. from base
launch Data:
Charge Weight 630 lb M8M (7 bags)

Swedish Additive 15 sheets
Igniter 500 grams black powder
per bag
Gun Elevation 85 degrees
Crusher Gauges Mk 6 - 2 at 6 tons,
Mll -
- 4 2 at 8 tons
Ram Distance 190.8 in.

Ram Load 35 tons
Chamber Volume 40,530 in 3
Recoil 35.5 in.
Breech Pressure Mk 6 24,900 psi
Mll 25,600 psi
Strain 22,600 psi (Fig. 3)
Muzzle Velocity Probe left 5,000 ft/sec
right 5,020 ft/sec
dvetrage "5,010 ft/sec
Camera Records:
The vehicle launch was recorded aatisfactorily on two of
three smear cameras. t

- 16 -
Fastix cameras and the double smear camera furnished good
records; the data gave the following muzzle velocities:
West Fastax (6 in.lens, 160 ft ahead of muzzle) - 5,150 ft/sec
East Fastax (10 in.lens, 140 ft ahead of muzzle)- 5,120 ft/sec
Double Smear (150 and 200 ft ahead of muzzle) - 4,760 ft/sec
The Fastax results are two to three percent higher than the
muzzle velocity probe data, whereas the double smear result is
five percent lower.
Radar Records:
Using manual tracking the M-33 radar followed the vehicle
from T + 15 sec to approximately T + 50 sec. At this time the
radar lost the target, and the vehicle could not be acquired
again except for a few periods on its way down. No chaff ejection
was observed at T + 120 sec, nor was any evidence of chaff found
during a search conducted for a total of 45 minutes.
The HPS-19 radar was on the target from T + 4 sec to T + 110
sec very near to apogee. No chaff ejection was observed.
Trajiectory:
In Figs. 3a,b,c, the MPS-19 radar data (see Appendix A) are
compared with theoretical curves. Fig. 3a shows altitude vs
time. Theoretical curves are drawn for an 85 deg gun elevation
and for muzzle velocities of 5,000, 5,100, and 5,200 ft/sec.
The radar results are in good agreement with the 5,000 ft/sec
curve. Fig.. 3b shows horizontal range vs time, and indicates
agreement with the curve for a slightly higher muzzle velocity.
... -s.a. S...

17 -
However, if a small reduction of 0.1 deg in effective elevation
angle is assumed, agreement for both altitude and range data
is obtained. This assumption is reasonable since altitude is
relatively insensitive to small changes of elevation angle.
The trajectory does not give any infGrmation on which of the
measured muzzle velocity values (muzzle probe or Fastax) is
correct. As discussed in Section 2.2 and shown in Fig. 3c, the
standard drag trajectory for 5,000 ft/sec muzzle velocity and
an increased drag trajectory for 5,100 ft/sec are approximately
the same. Charge weight and breech pressure data of this round
however seem to indicate that the Fastax result is more realistic.
This would mean an increased drag coefficient in this flight.
In Fig. 3d, the plan view of the trajectory is shown. A
slight deviation in azimuth is noticeable.
The apogee is found to be 277,000 ft (52.5 miles or 84.4 kW).
This value is obtained by extrapolation of the trajectory taking
into account the altitude data above the sensible atmosphere
where drag can be neglected.
No impact range measurement is available. The estimated
value is approximately 93,000 ft.
Summary:
The shot was successful with respect to vehicle performance
b unsuccessful in payload performance since apparently no
payload ejected.
APPIUS
31 MAY 1965-1347 HK AST
TIM
20 milliseconds per cm (division)
Gauge No. AR #6
Maximum Breech Pressure: Pmnax - 22,600 psi

Note: Base line shift is due to lack of
(crrctd nsubsequen~t rounds,)
If
19 -
APPW
31 "AY I195 13471 HR AST
300
E) "-ps 19 R'AOA*I.
-- STANDARD TRAUECT CY FOR
SELDHICLE W- WEIGHT I
APOas270000 FT/SC
Sd25J4. 9100 FT/$EC
E.O0 , , g,gaO0 FT/$1[C
VEHICLE WEIGHT IT&LB

0
w APOGEE 27T 000 FT
100
0 a0 40 60 80 100 120
TiME -SECONDS
FIG.3o. MARTLET 2A SHOT-APPIUS

ALTITUDE VS TIME
- 20 -
APPIUS
31 MAY65, 134T HR. AST
ITO
STANDARD TRA3UCTORY
0 MPS 19 RADAR
40
20
z 95 dj 51OOFU/SEC
'IO
a.O 40 60 so 100 120

TIME - SECONDS
FIG.34 MARTLET 2A SHOT' APPIUS

RATIME- VS TIME
- 21 .
APPIUS
31 MAY 19q5 1347 HR AST
300
-STANDARD TRA3ECTORY
0 MPS, 19 RADARO
A M-53 RADAR10
esso.500o0FT/SEc
70 (STANDOARD -C,.)
O
200 _0____
OO.5IOOFr/SEC
(INCREASED-Co)
so
Lu
Ud. ! /4o
0
03
200
10
I SEC
AFTER LAUNCH
0 go 20 30 40
HORIZONTAL RANGE -KILOFEET
FIG 3c MARTLET 2A APPIUS

ALTITUDE VS RANGE
A <a
00
0 /
ww
0 IJI
2 0 CL
t au
000
0 I Ii
- 23 -
3.5.2 Round No. 2 - RUFUS
Date: 2 June, 1965 - 1515 hr A.S.T.
Vehicle Description: Martlet 2A carrying parachute with
thermistor for ambient temperature measurements below
300,000 ft. Package planned for ejection at T + 120
seconds. 1750 MHz telemetry broadcasting from launch
was used to monitor the flight.
Purpose of Test: To check out parachute ejection system
and to obtain air temperature masurements between
300,000 and 250,000 ft.
Weiahts: Vehicle 176.5 lb

Sabot 103.0 lb
Centre of Gravity: 21.6 in. from base
Launch Data:

Igniter 500 grams/bag
Crusher Gauges Mk 6 - 4
Ml1 - 4
Ram Distance 188 in.
Ram Load 40 tons 3
Chamber Volume 40,000 in
Recoil 31.5 in.
Breech Pressure Mk 6 1 21,500 psi.
H111 j (average)
right 4,860 ft/sec
Camera Records:
All Fastax and double smear records were good. The eval-
uation of photographs gave the following muzzle velocity values:

o 24 -
East Fastax (10 in.lens, 140 ft ahead of muzzle)- 4,870 ft/sec
Smear (150 and 200 ft ahead of muzzle) - 4,550 ft/sec.
Radar Records:
The H-33 radar followed the vehicle by manual tracking from
20 seconds to about 60 seconds. The vehicle appeared to wobble.
Payload ejection was not seen, nor was the parachute detected.
The MPS-19 acquired the vehicle at T + 4 seconds and tracked
to near apogee.
Trajectory:
Fig. 4a to 4d show the radar data compared with the com-
puter curve for 4,900 ft/sec and standard drag. The agreement
is acceptable; the range data, though, seem to indicate an
effective launch angle of 84.5 deg (Fig. 4b and 4c). The plan
view (Fig. 4d) shows that the trajectory is in the vertical
plane of the gun azimuth.
The apogee was found to be 260,000 ft which is also in
agreement with a standard trajectory for 84.5 deg elevation
angle and 4,900 ft/sec muzzle velocity. Note that this is
the velocity determined from the FASTAX records.
No impact range measurement is available. The theoretical
impact range is 96,000 ft.
Telemetry:
Telemetry functioned from launch to splash with a sharp
change of approximately 8 MHz in frequency at T + 100 seconds

-25-
presumably indicating that the fuze fired early. The signal
was received from the vehicle position until splash-down at
T + 280 seconds. This indicated that the payload had not
been ejected from the vehicle.
The flight was successful as far as vehicle performance
was concerned. All evidence, however, suggested that the
payload was not ejected.

-26-
RUFUS
2 JUNE 1965- 1515 H& AST
TDZ
Maximum Breech Pressure: Pwax - 20,000 psi
Fig. 4 STRAIN GAUGE RECORD OF BREECH PRESSURE

ROUND RUFUS
- 27 -
RUFUS
2 3UNE 1965 1915 MR AST
1300 r-
- STANDARD TRA3ECTORY
SMPS 19
M-33
200
O00
8s*jej. 4900 FT/sEE
w
" ISO
0Li.
0 20 40 60 80 1oo 120
TIME- SECONDS
FIG. 4.. MARTLET 2A SHOT-RUFUS

ALTITUDE VS TIME
- 28 -
RUFUS
23UNE19,6S 1SIS MR AST
40 1 1 1
--- STANDARD TRA39CTORY /
tPS 19 RADAR/
M
M-33 RADAR
S30 IA
h10
11\ haa /
S20"o
S i// \85 aeS, ,4900 FT/SEC
S/ " \ 4.5!.Sd ,4900 FTISEC
Z0
0o
to /
0 10 20 30 40 50 60 TO F/0
80 90
iz TIM E.- SECONDS
o A/-
FIG.46 MARTLET 2A SHOT-RUFUS
RANGE VS TriMir
S29 -
RUFUS
23UNE1l969 ISS. HR AST
300 I
-- STANDAR) TRA3ECTORY
A M-33 RADAR
0) MP5-19 RADAR
2.5 0 - *- - _ _ __ _ _ _ 1-- 0__
200 /
85alj.4900 FT/SEC
94.s5Jes,4900 FT/SEC
ISO
i
.~VHIL /' vc WEIGHT: 176.5 LB
04
30
SIOO I
20SEC AFTER
LAUNCH APOGEE 2.60 00 FT
0 O 2o 30 40 50
RANGE- KILOFEET
FIG.Ac MARTLET 2A SHOT- RUFUS

ALTITUDE VS RANGE
-30-
- 0
- OD
LLh 0
22
0v 0
0 (U
00
SO u
-2 LL.
0 '0
V w
z~I.-
ww
hI>
Sri, 0
z
-W- v
- . -s~l-----O -
- 31 -
3.5.3 Round No. 10 - SPARTA
Date: 5 June, 1965 - 1322 hr A.S.T.
Vehicle Description: Martlet 2A carrying an S-band chaff
package to be ejected at T + 120 seconds.
Purpose of Test: To obtain data on daytime winds between
300,000 ft and 250,000 ft.
Weiahts: Vehicle 176.0 lb

Sabot 105.0 lb
Centre of Gravity: 21.8 in. from base
Launch Data:
Charge Weight 600 lb MSM (6 bags)

Gun Elevation 82.5 degrees
Crusher Gauges M1i - 4
Ram Distance 192 in
Ram Load 25 tons
Recoil 31 in
Breech Pressure Mil 20,500 psi
right 4,570 ft/sec
Camera Records.
Good records of launch were obtained on all smear and
Fastax cameras. The West Fastax (6 in.lens) photograph indic-
ated a muzzle velocity of 4,860 ft/sec at a distance of 160 ft
ahead of the muzzle.
Radar Records:
Both radar stations tracked to near apogee. No payload
ejection could be seen. The radar data are given in Appendix A.

- 32 -
Trajectory:
The radar results from both stations are in good agree-
ment with a standard trajectory for 82.5 deg launch elevation
and a muzzle velocity of 4,800 ft/sec, as shown in Figs. 5a
to 5c. Fig. 5d (plan view of trajectory) indicates that the
vehicle in general followed the gun line, with some irregular-
ities after T + 60 secs.
The apogee was 249,000 ft and the estimated range 125,QQ0 ft.
Suzmary:
Successful launch and good vehicle trajectory; however,
there was no evidence of payload ejection.

-33-
SPARTA
5 JUNE 1965- 1322 H&.AST
0 t
04w
.i
0
TIM
20 milli~seconds per cm (division)
Maximum Breach Pressures Pwv. -- 20,500 psi

ROUND SPARTA
- 34 a
SPARTA
LUNIC 5 1965 1322 HR AST
300
-- STANDARD TRA3ECTORY
0 MPS 19 RADAR
A M 33 RADAR
200
a82.5)cd.3 4800 F1/SEC

VEHICLE WEIGHT 176LB
APOGEE: 249,OOO FT
0 20 40 60 80 100 120
TIME- SECONDS
FIG.5o. MARTLET 2A SHOT SPARTA

ALTITUDE V5 TIME
-35-
SPARTA
3 3UNE 1965 1322 M4R A 'IS
so -STANDARD TRA3ECTORY
E) MPS 19 RADAR
A M 33 RADAR
30 ,, _
"!2.~e 4600 FT/SfEC
0
N
2
30 _.__.....
0 20 40 60 go too 1S0
TIME- SECONDS
FIG. 5 6 MARTLET 2A SHOT SPARTA
RANGE V$ TIMLP
36 -
SPARTA
s 3UNE, 1965 1322HR AST
I II
- STANDARD TRA3ECTORY
0 IPS-19 RADAR
A 14 33 RADAR
100
200
4'O4800 FT/SrLC
w
0i 60
/%40 VEHICLE WEIGHT 176LBC

3 APOGEE 249000 FT
l(30 42
2
I-I A .
10 SEC'
AFTER LAUNCH
0 10 20 30 40 50

FIG.5c MARTLET 2A SHOT SPARTA
ALTITUDE VS RANGE
A _______ -37- _ _ _
00
01 0
__~ _-
LL.
0w
LULIS
00
bii
- 38 -
4.0 THE MARTLET 2C SERIES
4.1 Vehicle
The Martlet 2C vehicle designed for TMA release performed
satisfactorily in the March test firings. It was therefore
used again in this series without changes except for payload
installations. The dimensions shown in Figs. 6a and b are the
same as in the March series.
4.2 Payload
The mechanical TMA release valve system developed for the
March program demonstrated its reliability in that series. For

this reason the present series had on its program synoptic
firings with consecutive shots to cover a time period from
sunset to sunrise.
In addition to a payload of 5.5 lbs TMA, three of the

Martlet 2C vehicles carried telemetry with temperature gauges
and a single magnetometer mounted in the nose cone in a plane
perpendicular to the longitudinal axis of the vehicle. (FLg. 6b).

The magnetometer units were manufactured by Schoenstadt In-
struments Inc. and modified by Harry Diamond Laboratory (HDL)
for the high g environment. The output of the magnetometer
corresponded to the component of the earth's magnetic field in

the sensitive axis of the magnetometer. The output on a spinning
I
- 39 -
vehicle therefore tended to be sinusoidal and was used to

modulate a single subcarrier oscillator of a 250 MF7 fm-fm
telemetry system. The transmitter was connected to an in-
ductively loaded nose cap antenna in such a manner that the
vehicle body became the primary radiator. The thermistor
temperature gauge was used to sense the temperature of the

magnetometer. The output of the gauge modulated a subcar-
rier oscillator.
4.3 Aerodynamics and Predicted Performance
Computed trajectories are given in Fig. 7 for a vehicle
weight of 185 lb and launch elevations of 80 deg, 82.5 deg,
and 85 deg at a muzzle velocity of 6,000 ft/sec.
4.4 Firing Program
Altogether twelve Hartlet 2C vehicles were fired in
three synoptic series.
The first series (Nos. 5 to 8: MARIUS, NERO, ELAGABULUS,

FABIUS) consisted of 4 shots, each with a 5.5 lb THA payload,
fired during the night of June 3 to 4 from 8 p.m. to 3 a.m.
In the second series (Nos. 14 to 17: LUCRETIA, OVID, CICERO,
DIANA; June 9/10) four shots were fired during the night hours,
with all but one vehicle (OVID) carrying HDL telemetry with
temperature gauges and a magnetometer as well. During a third
night (June 11/12) three more THA release rounds were fired
(Nos. 18 to 20: PLINY, QUINTUS, HADRIAN). Furthermore there

40-
was one TMA daylight shot as a vehicle engineering test (No. 9,
GRACCRUS, June 5).
Bad weather conditions prevalent throughout the series
caused some delays in the program, and restricted photographic
coverage in some cases. Trails, however, were obtained on all
flights. Several TMA flights had lower apogees than expected
and showed azimuth dispersion of up to 8 degrees. This dis-
persion is attributed to a bad barrel. The first2 barrel
section had an eccentric rifling, all of which was not removed
on smooth boring. This led to excessive barrel wear in the
first twenty feet of barrel, resulting in gas leaks and
asymmetric wear on the sabots. This in turn caused pusher
plate cocking and large vehicle yaw, particularly severe as
pressure increased. This is to be remedied by adding a liner.
In the three telemetry shots the magnetometer and the
temperature gauges worked satisfactorily; the telemetry signals
themselves were sometimes very weak and were received inter-

mittently.
The flight results of the twelve rounds are summarized in
Table III, and a detailed flight performance of each round is
given in Section 4.5.
1I
!
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R~.
2007L
ITS
ISO u j
(0 APOGEE
0 P-0 40 60 80 100 120 140 160 180 P-00 220 240 960 280
RANGE-KIILOFEET
F1G.7 MARTLET 2C TRAJECTORIES
FOR 6000 FT/SEC MUZZLE VELOC IrY AND A VE141CLE WEIGHT OF 185 L.B.
-44
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- 47 -
4.5.1 Round No. 5 - MARIUS
Date: 3 June 1965 - 1957 hr A.S.T.
Vehicle Description: Martlet 2C carrying 5.5 lb THA payload\
to be ejected from T + 65 to T + 170 seconds.
Purpose of Test: Synoptic measurements of wind profiles.
Weights: Vehicle 187.5 lb

Sabot 101.0 lb
Centre of Gravity: 22.3 in. from base.
Launch Data:
Charge Weight 725 lb M8M (8 bap)

Crusher Gauges M11 - 4
Ram Distance 184.5 in
Ram Load 80 tons
Recoil 36.5 in
Breech Pressure Mll 37,500 psi
Strain 33,000 psi(Fig. 8)
right 5,950 ft/sec
Radar Records:
M-33 radar followed the vehicle by manual tracking to
T + 60 seconds. The MPS-19 acquired at T + 5 seconds and
tracked to T + 104 seconds, near apogee (data in Appendix A).
Splash-down was observed with a total.range of 103,000 ft at
an azimuth of 122.2 degrees.

- 48 -
Tra ectory:
The radar data have been plotted in Fig. 8a to 8c and
compared with a standard trajectory for 86 deg and 5,700 ft/sec
muzzle velocity. The agreement is satisfactory. Note again
that no exact conclusion can be drawn for the muzzle velocity,
since a higher velocity can always be assumed in conjunction
with higher drag.
The apogee was found to be 369,000 ft - 112 kilometers.
This is in good agreement with the photo-theodolite data
obtained as follows:
Tobago 112 kilometers
St. Vincent 109 kilometers
Grenada 114 kilome'ters

The range of 103,500 ft as measured by MPS-19 is also
in agreement with the theoretical result.
TA Trail Results:
The TMA payload and the K-24 cameras performed satis-
factorily. Wind shear data were obtained from 102 km to 114 km

(Chapter 8).
Summary:
The round was successful. Good trajectory and TMA trail
so that wind profile data could be obtained.

- 49 -
MARIUS
3 JUNE 1965 - 1957 HiR AST
0?
TIM
20 milliseconds per cm (divisLon)
Maxim. Breech Pressure: Pax - 33,000 pat
FiL. 8 STRAIN GAUGE RECORD OF BREECH PRESSURE

ROUND MARIUS
"5" MARIUS
33UNE 1965 19S7 HR AST
--- STANDARD TRA3ECTORY

I8S LB VEHICLE WEIGHT
0 MPS-19 RADAR
4 M 35 RADAR
Soo5
I 5700 FT/SEC
900
I- O
.0
'Ii I
I' I
FIG 8o EHI2CL
VAT WEHGT 187.5US
0 aO 40 60 80 tO0 120'
TIME - SECONDS
FIG.So. MARTLET 2 CSHOT MARIUS
ALTITUDE VS TIME
-. ,*-* f-
- 51.-
MARIUS
3 3UNEI 196 1957 HIR AST
so 7
-- STAhDARD TRA3ECTORY
185 LB.VEHICLE WEIGHT
MPS 19 RADAR
A M 33 RADAR
40
-- J
0
I 0 0 7 fc
060 80 !aO IS
TIME-SECONDS
FIG. 86. MARTLET 2C SHOT MARIUS

RANGE VS TIME
*52 a
MARIUS
31INE 1965 1957 HR AST
-STANDARD TRA3EOT0RY FOR

18ff LB VEHICLE wgiewr
0 MPS-19 RADAR o
A M 3S RADAR /%4
/0__ 9___0o_ _
.300
so S4 cde 3 15700 FT/E~C

070
P.00
03
180.SE
C
v4
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FI.S MCNA (NEKLFE
ALIUD S0AG
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It /
-54
4.5.2 Round No. 6 - NERO
Date: 3 June, 1965 - 2241 hr A.S.T.
Vehicle Description: Nartlet 2C carrying 5.5 lb TMA payload
to be ejected from T + 65 to T + 170 seconds.
Purpose of Test: Synoptic measurement of wind profiles.
Weights:
Vehicle 187.5 lb
Sabot 101.0 lb
Centre of Gravity: 22 in. from base.
Launch Data:

Crusher Gauges Mll - 4

Ram Load 60 tons 3
SRecoil 37.5 in
Breech Pressure MNl 37,700 psi
right 4,800 ft/sec
Radar Records:
The MPS-19 radar suffered a power failure so that only,
M-33 radar data were available.
Trajectory:
The M-33 radar results are plotted in Figs. 9a to 9c.
They are in good agreement with a standard trajectory of 5,300
ft/sec velocity and an elevation angle of 85 deg. The recorded
elevation was 86 deg but the horizontal range data indicate that
- 55 -
the effective launch elevation was 85 deg.
Since a muzzle velocity of 5,300 ft/sec is extremely low
for the charge weight used and the maximum breech pressure
obtained, it can be assumed that the drag was higher than
standard. An increase in drag of 25% would require a muzzle
velocity of 5,600 ft/sec in order to obtain approximately the
measured trajectory.
No plan view of the trajectory could be plotted since no
azimuth data were available. The apogee was 310,000 ft - 94.5
km, and the estimated range 105,000 ft. The apogee
figure is in agreement with phototheodolite results (94 km).
TMA Trail Results:

The TNA payload performed well and good K-24 photographs
were obtained. The resulting wind shear data are given in
Chapter 8 for an altitude range of 88 to 94 km.
Sumnary:
The apogee was lower than expected, probably owing to
increased drag caused by pusher plate cocking and large vehicle
yaw. Otherwise, it was a successful round.

-56 -
NERO
3 JUNK 1965 - 2241 HK AST
TIME
20 milliseconds per cm (dLvisiou)
Mixnuta Breech Presoure: Piau - 34,800 psi
Fig. 9 STRAIN GAUGE RECORD OF BRIXCH PRESSURE

ROUND NERO
- 57 .
NERO
3 3UNE, 1965 24i 41R AST
0
Soo I I I
-- STANDARD TRA3ECTORY FOR
185 L9 VEHICLE WEIGHT
M33
M RADAR
5300 hT/SEC
.STANDARD DRAG
OR F6OO FT/SEC
DRAG INCREASED
BY APPROX. 27,
L6 VEHICLE WEIGH4T 187.SLB
0 _ _
APOGEE.APPROX.
310OOO Fl'
20 40 60 80 t00 120
TIME- SECONDS
FIG. 9ca MARTLET 2C 5HOT NERO
ALTITUDE VS TIME
NERO
3 3UNE 1965 -224I HR AST
-s STANDARD TRAUECTORY
FOR 185L8 VEHICLE WEIGHT

M~ 33 RADAR
40I
I-
LU
1`6 30
5300 FT/SIEC
/wST STANDARD DRAG
4
40 Ot
.05600OFT/SEC-
DRAG INCREASED BY
APROX. 25X
z
0
N
0 "0
20 40 60 80 100 120
TIME - SECONDS
FIG.96 MARTLET 2C SHOT NERO
RANGE VS TIME
- 59 -
NERO
3.3UNE,1965 2241 HR AST
300
-- STANDARD TRAUECTORY FOR
185LB VEHICLE WEIGHT
A M 33 RADAR
oooo 5300 FT/SEC (STANDARD CO)

OR 5000 FT/SEC(t.25x STANDARDC.)
200 f/
50 VEHICLE WEIGHT 18".5 Lb
w
.40
0 _______ A40 _ _ _ _ _ _ _ _ _ _
APOGEE:
w 0 APPROX 310 000 FT
/10
16 SEC AFTER LAUNCH
10 20 30 40 50
FIG.9c MARTLET 2C SHOT NERO

ALTITUDE VS RANGE
- 60
4.5.3 Round No37 - ELAGABULUS
Date: 4 June, 1965 - 0134 hr A.S.T.
Vehicle Description: Martlet 2C carrying 5.5 lb TMA payload
ejecting from T + 65 to T - 170 seconds.
Purpose of Teat: Synoptic measuremnts of. wind profiles.
Wetihts:
Vehicle 187.0 lb
Sabot 105.0 lb

Launch Data:

Ram Distance 189 in

Ram Load 17 tons
Recoil 38.8 in
Breech Pressure M11 36,700 psi
Strain 35,600 psi

right 6,090 ft/sec
Radar Records:
Both the M-33 and MPS-19 radars tracked the vehicle to
approximately 300,000 ft.
Trajectory:
The radar data are in agreement with a standard tra-
jectory for 5,900 ft/sec at 86 deg, except at altitudes near
apogee where the radar data of the horizontal range appear to
be too small (Figs. 1Oa to lOd).
i.
'I.
- 61 -
An apogee value of 391,000 ft - 119 kilometers as
derived from the radar data agrees with the phototheodolite
data of Tobago (121 km) and St. Vincent (120 km) whereas
Grenada reported only 101 km.

Estimated total range, 108,000 ft.
Trail Results:
Payload and K-24 camera performance was satisfactory.
The trail was clearly seen for a long time. Good wind data
were obtained over an altitude range of 30 km (91 km to 121 k.).
The results are given in Chapter 8.
Sumimary:
This was a successful round, in regard to vehicle and
payload performance as well as wind shear results.

-62
ELAGaMULUS
4 JUNE 1965 - 0134 HR AST
TIN
Maximum Breech Pressure: Pmax -35,600 psi

ROUND ELAGABULUS
-63-
ELAGABULUS
4 3UNE,1965 0134 HR AST
300
STANDARD TRA3ECTORY
FOR 185LB VE4HICLE
WEIGHT
E MPS 19 RADAR
& M53 RADAR
86J. 3 ,5 90 0 FT/SEC
200
E
0
wVEHICLE WEIGHT
18?.0 L.5
APOGEE 391,000 FT
-J 100 " ..... _ __.......
I--
20 .40 60 80 100
TIME, SECS
FIG.10a MARTLET 2C SH-OT' ELAGABULUS
ALTITUDE VS TIME
- 64 -
ELAGABULUS
4 3UNEt41965 0134 HR AST
---- STANDARD TRA3ECTORY
FOR 185 LB VEHICLE WEIGHT

E) MPS 19 RADAR
4M 33 RADAR
40 ........... t
40
U.oo..
0
5900T FNSEC
2 o
0
0-
0 a0 40 60 80 l00 .120
TIMlE- SECONDS
FIG. Ob MARTLET 2C SHOT ELAGABULUS
RANGE VS TIME
_____- -'..
- 65 -
ELAGABULUS
4 3UNE.1965 0134 MR AST
300 I 80
FOR 185LB VEHICLE WEIGHT
0
A
MPS-t9 RADAR
M33 RADAR
EG To
60
,T
86J.a, 5900 FT/SEC
200 J
....
VEHICLE WEIGHT 186LB

40 APOGEE 391,Oo0 FT
LL
0
1I00--.o
20
10 SEC AFTER
LAUNCH
0 10 20 30 40 50
HORIZONTAL RANGE - KILOIEET
FIG.IOc MARTLET 2C SHOT ELAGABULUS

ALTIT'UJDE VS RANGE
-66-
tomi I cc.in
VM
J-
lww
cum
0 $c I-O
00
-J -30
0 vzz -
0 to
0 E
co >
0 I- z
004
po 0
CLL
ifl .~L33JOlIX~NV
- 67-
"4.5.4 Round No, 8 - FABIUS

Date: 4 June, 1965 - 0317 hr A.S.T.
Vehicle Description: Martlet 2C carrying 5.5 lb TMA to be

ejected from T + 65 to T + 170 seconds.
Weights:
Vehicle 187.5 lb
Sabot 104.0 lb
Launch Data:

Ram Distance 189 in

Ram Load 30 tons
Recoil 39.0 in
Breech Pressure MIl 37,500 psi
Radar Records:
Both the M-33 and MPS-19 radars tracked the vehicle

almost to apogee. The tracks showed that the vehicle was
flying considerably off azimuth (Fig. lid). The recovered
pusher plate indicated that this was apparently the result of

plate cocking and vehicle yaw, caused by the eccentric rifling
of the barrel as explained in 4.4.

- 68 -
The radar results are plotted in Figs. lla to lld and
compared with the standard drag trajectory for 5,620 ft/sec
at 86 deg. This muzzle velocity if not realistic; since the
vehicle apparently left the gun at an angle of attack, a
higher drag must be expected. For 25% drag increase, a
muzzle velocity of 5,900 ft/sec would result. This is a
value more in accordance with the given charge weight and the
resulting maximum breech pressure.
The apogee was found to be 360,000 ft = 110 kilometers.
This is in agreement with the average of theodolite data ob-
tained at Tobago (120 kin), St. Vincent (102 kin) and Grenada
(104 km).
Estimated total range - 100,000 ft.
Sunmary:
This was a successful shot, though with lower apogee
than expected, owing to the vehicle being launched at an
angle of attack with a resulting off-azimuth-trajectory.
i*
-69-
FABIUS
4 JUNE 1965 - 0317 HR AST
-r,
00
TIME
Maximum Breech Pressure: Pfmax * 36,500 psL

ROUND FABIUS
3W1J. SA 30fl.LuiJv
SON033S -3WIl
Oal 001 08 09 0__0__ 0
001
0
P1
.j..~00 oo'q430d
(ns3 C
Ijw Ol~a9ST
4~WnSS'~S/J9 006
'I' 98>
bVoVkl 6 1-ScaW 0
.lHO13M 3101143A 9159
- - ~ ~ H0i A~I0J.)3cyvgL GTIYON~VIS
.LSVJHLIS0 q96,1'3Nnlc
. 71 .
FABIUS
A)UNE)|965 0317HR AST
50
so_
-- STANDARD TRAJECTORY
E) MPS-19 RADAR
A M-33 RADAR
40 _ _ _ _
L-
w
S0
0 86....... 620 FT/SEC

- F(5900T/SEC ASSUMING
o
to__ _"__
'DRAG INCREASE
___PPROX._ SZ)
BY
101
20 40 60 80 100 120
TIME- SECONDS
FIG.116 MARTLET2C SHOT FABIUS

RANGE VS TIME
- 72 -
FABIUS
4 3UNEI1966 0317 MR AST
500
t/
70
TO/
- STANDARD TRA3ECTORY FOR

0 185LB VEHICLE WEIGHT
0 MPS-19 RAOAR
A M33 RADAR
200 so
S/-86c I, 5620 FT/sEc.

S140o (5900 rT/SEC ASSUMING aS -
w .0 DRAG INCREASE)
0
-J
30- VEHICLE WEIGHT 187.S LB
w APOGEE 360,000 FT
100
20
10 SEC
AFTER LAUNCH
__ _ 11
10 ~-w-. 20 30 40 5o
HORIZONTAL RANGE- KiLOFEET
FIG.11c. MARTLET 2C SHOT FABIUS
ALTITUDE VS RANGE
-73 -
In
%D(
1~Lai
1. /)
IV ~h. W -
0) __S -2
2n
r)w
0/
/ >-
w / LU
II.o
0 0 I-
1.' I6
0 LL
-. me-
__ _
I
_ _ _ _ *-t~i
I-o
L33O11Ix3NV
- 74 -
4.5.5 Round No. 9 - GRACCHUS
Date: 5 June, 1965 - 1100 hr A.S.T.
Vehicle Description: Martlet 2C carrying 5.5 lb TMA to be
ejected from T + 65 to T + 170 seconds.
Prpose of Teat: Synoptic measurements of wind profiles.

Sabot 105.0 lb

Launch Data:

:Crusher Gauges MIl - 4
Ram Distance 189 in
Ram Load 25 tons
Recoil 37.5 in

right 7,050 ft/sec
Camera Records:
Gracchus was fired in daylight as a vehicle engineering

test. Good smear and Fastax photographs of launch were obtained.
The evaluation of West Fastax photographs gave the following
muzzle velocity value (6 in. lens, 160 ft ahead of muzzle):
5,810 ft/sec. East Fastax pictures showed the vehicle obscured
j in gas clouds, and no result could be obtained from the double
smear camera.either.
_________
- 75-
Radar Records:
Both the M-33 and the MPS-19 radars tracked the flight
to near apogee. An azimuth dispersion in the order of 3 to
4 deg was observed.
Trajectory:
Figs. 12a to 12d show the radar results in comparison

with the standard trajectory for 5,750 ft/sec at 82.5 deg.
The apogee was 375,000 ft - 114 I=a, and the estimated
total range 189,000 ft.
Sumuary:
Successful flight, with good camera results obtained.

- 76 -
GRACCHUS
5 JUN 1965- 1100 HR AT
0.
iii
iiM
.54
.TIME
:i 20 milliseconds per cm (division)
Maximum Breedli Pressure: Pmax - 36,500 psi.
Fig. 12 STRAIN GAUGE .RECORD OF BREECH PRESSURE

ROUND GRACCHUS
- 77 -
GRACCHUS
5 JUNE t965 IIOOHR AS'T"
300...
STANDARD TRA3ECTORY FOR/I
189 LB VEHICLE WEIGHT
* MPS-19 RADAR
* M33 - RADAR
1 5750 FT/SEC
w
(a0
S.VEHICLE WEIGHT 187.5 LB
0 O APOGEE 3500F'r
I-I
0;
./ -JJ
,100
20 40 60 so 00 O120
TIME-SECONDS
FIG. 12a MARTLET 2C SHOT GRACCUS
ALTITUDE V5 TIME
- 78 -
GRACCUS
5 3UNE,1965 IIOOHR AST
so I _ 1..-- * --.-
- 'STANDARD TRA3ECTORY FOR
185 LB VEHICLE WEIGHTI
MPS-19 RADAR
A MaS RADAR
40 __ __ _ __ _
sa.s de9
L s5750 rT/sc
w
30._ ____
* ,
z
ao ._,
20 40 60 80 too 120
TIME- SECONDS
FIG. 12L. MARTLET 2C SHOT GRACCHUS
RANGE VS TIME
79 -
GRACCHUS
5 JUNE,1965 IIOOHR AST
300
- STANDARD TAECTORY
I FOR 70 0
1o5 LB VEHICLE WEIGHT
E) MPS-19 RADAR
AM-33 RADAR
LaJ Lo
La. SAPOGE : 575,00 F'T/"LE
03
- - ---
P -A-0- 4A60
l00
,
4
" 1.7.
L IAPOGEE: 37S 000 FT
AFTER LAUN4CH!B
0 10 20 40
400
HORIZONTAL RANGE- KILOFEET
FIG.12c MARTLET 2C SHOT GRACCHUS

ALTITUDE VS RANGE
~8 0 U--
, 00
0. / /i
0
W
/1 L)
-
0
I i
Li0
a3 o2
U s)
0.
-0
N
Z
m~7 I____
3L3J 0o> O V
- 81 -
4.5.6 Round No. 14 - LUCRETIA
Date: 9 June, 1965 - 1851 hr A.S.T.
Vehicle Description: 2lartlet 2C carrying a 5.5 lb package of
TMA and HDL 240 MHz telemetry with temperature gauges
and magnetometer.
Purpose of Test: Synoptic measurements of wind profiles, and
to demonstrate the feasibility of using flux-gate
magnetometers on HARP vehicles.

Sabot 103.5 lb
Launch Data:

Mk6 - 4

Ram Load 15 tons
Recoil 37.5 in
Mk6 38,000 psi
right 6,270 ft/sec
Note: The gun was evacuated.
Radar Records:
The MPS-19 radar tracked normally. M-33 obtained only
the point coordinates at T + 70 sec.

- 82 -
Traiectory:
The radar data, shown in Fig. 13a to 13d, are plotted
in comparison with a standard drag trajectory of 5,900 ft/sec
at 82.5 deg launch elevation. The range data indicates that
the effective launch angle was evidently smaller (81.5 deg).
The apogee was 388,000 ft - 118 km. The MPS-19 radar

observed the impact at a range of 223,500 ft, at an azimuth
of approximately 121 deg.
Telemetry:
Telemetry signals were received up to T + 10 seconds
and then lost until T + 194 seconds. At this time telemetry
signals were acquired again until 310 seconds after launch.
The frequency remained constant at 242 MHz. There was some
interference of a random nature over the entire band, probably

caused by a high voltage transformer.
Both the magnetometer and the temperature gauge
functioned. Spin and tumbling rates were obtained from the
magnetometer data.
Vehicle Performance:
The magnetometer results indicated a spin rate of 13 rps
after launch; after T + 194 seconds, when telemetry was again
acquired, the spin rate was found to be steady at 12 rps.
At T + 270 seconds the vehicle started coning at rps,
increasing to 1 rps at T + 300 seconds.

- 83 o
TMA Trail Results:

All tracking stations were operational and some photo-
graphs were taken; no evaluation, however, was possible

because of cloud coverage.
Sunmary:
Moderately successful shot in that the payload items
worked properly, except for loss telemetry transmission for
124 sec. No wind data could be obtained because of weather
conditions. The effect of gun evacuation on muzzle velocity
was not evident.

-84-
LUCRETIA
9 JUNE 1965- 1851 IT. AST
"C4
41
20 mLlILseeonds per cm (divLston)
Max~mum Breech Pressure: Pmax -36,500 psL
VLS, 13 STRAIN GAUGE RECO)RD OF BREECH PRESSURE

RON LUCRETIA
- 85 -
LUCRETIA
I 913UNE,1965 1851 HR AST
3s 0 I - .. T -
-STANDARD TRA3ECTORY FOR
t85 LB VEHICLE WEIGHT
61 MPS-19 RADAR
& M-33
300
250
5900 FTr/sec
aOO
Id
hi
LL
0
-ISO
II VEHICLE WEIGHT 189 LB

APOGEE 388,00O FT
J-100-
0 20 40 60 80 to0 Ito
TIME - SECONDS
FIG.13o. MARTLET 2C 5HOT LUCRETIA

ALTITUDE VS TIME
- 86 -
LUCRETIA
93UNE,1965 ISSIHR AST
60
I- STANDARD TRA3ECTORY FOR /
'. 185 LB VEHICLE WEIGHT
~ 0
a MPS-19 RADAR
&M-53 RADAR -
40
w
0. 81.5 ~ / 82.5 Je
cc 5900 FT/SEC- 5900 FT/SEC
0 EO 40O 60 8 0
TIME- 5ECONDS 0
. . , ,m - J-
,l m- , - . . . .. RANGE VS TIME
-87-
LUCRETIA
9 :)UNE,1965 18SI HR AST,
- STANDARD TRAJECTORY
6!) MPS-19 RADAR
7
2A M-33 RADAR
9150
200A8
82..5Je
w 59OOFT/SIEC--%/' 59 00Ft/ SEC
0
30 VEH4ICLE" WEIGHT 189 LB

ISO
APOGEE 388,000 FT
20
50F
to SECONDS.
AFTER LAUNCH
"0 to 2.0 30 40 so
HORIZONTAL RANGE - KILOFEET
FIG.13c MARTLET 2C SHOT LUCRETIA

ALTITUDE VS RANGE
-88
00
010
- LUJ
z
fa <z
00 LU
01 _ L)
we'I
116 j
00
I w'0
wh
o- ~0(
*6U
I--
a 0
I.. .L33.dOll)l -3ONVUi

t:
- 89 -
4.5.7 Round No. 15 - OVID
Date: 9 June, 1965 - 2157 hr A.S.T.
Vehicle Description: Martlet 2C carrying 5.5 lb TMA payload to

be ejected from T + 65 to T + 170 seconds.

Sabot 104.0 lb
"Launch Data:
Crusher Gauges MI1 - 4
Mk6 - 4
Ram Distance 192 in

Ram Load 25 tons
Chamber Volume 40,800 in-
Recoil 38 in
Breech Pressure MI1 38,500 psi

Zk6 36,900 psi
btrain 34,800 psi (Fig. 14)
right 6,150 ft/sec
Radar Records:
Both the M-33 and MPS-19 radar tracked the vehicle to
approximately 280,000 ft. The MPS-19 radar was also on target at

T + 296 sec, shortly before splash-down. A horizontal range of
189,000 ft at an altitude of 30,000 ft was measured.

= 90 -
Traiectory:
The radar data are in agreement with the standard tra-
jectory for 5,500 ft/sec, with the range data indicating a launch
angle of about 81.5 deg instead of 82.5 deg as recorded (Fig. 14a-
14d). A velocity of 5,500 ft/sec, however, appears to be small in
relation to the charge weight and the recorded pressure. Therefore
it must be assumed that the actual muzzle velocity was higher as
also shown.by the muzzle probe data which are in the order of
6,100 ft/sec. If this latter value is correct a drag increase of
45% over the standard value Would be indicated.
Fig. 14d shows the plan view of the trajectory indicating
a small deviation from the gun line to the East.
The apogee of 341,000 ft - 105 kilometers as determined
from the radar data, compares well with that obtained from the
evaluation of the trail photographs (apogee = 103 kilometers).
The estimated range was 192 400 ft which compared well with
the measured range 189,000 ft at an altitude of 30,000 ft.
TMA Trail Results:
Cameras and payload performed satisfactorily. Wind shear
data were obtained from 95 to 103 kilometers.
Summary:
Successful round.
4. -
- 91-
OVID
9 JUNE 1965 - 2157 HR AST
.94
aI
V 4
20 milliseconds per em(division)
Maximum Breech Pressurei, Pmax =34,800 psi
Pis. 14 MTAIN GAUGE RECORD OF BREECH PRESSURE

RO OVID
- 92 -
OVID
9 3UN4, 196,5 P.I5" HR AST
350
- STANDARD TRA39CYtoRY
G MPS*I- RADAR
4 M-35 RADAR
Soo:
300
aso
w 150
I00
o0
0 *0
PO 40 so 100
TIME-SEC
;;NOS
FIG. 14Q MARTLET2C SHOT OVID

- 93-
OVID .
9 3UNE,65 .21T5 MR AST
100 R I FO
0 MPS-19 RADAR
M 33 RADAR
o Io
LLI
0 ,60
J 40
I_ S/ so .
0z 55 00 FT/SEC
z _o eC
0 20 40 60 so 100
TIME - 5ECONDS
FIG. 146 MARTLET 2C SHOT OVID

RANGE VS TIME
- 94 .
OVID
93UNE,#965 2157HR AST
300
-STANDARD TRA3ECTORY FOR
185 LB VEHICLE WEIGHT So
".0 MPS-19 RADAR
& M-33 RADAR
aso Zo
?. o0
0Ie
| 0
-IS2
w
S .Sb~~o ISEC(STANDOARO) OR
5SDOF
6.
8 dc~iOT/SEC,
too
I- (45X IMI.R[AS[I) DRAG)
01
jVg-HICL.E WEIGHT 188 LS
so ,
10.r,.EC
0 1o
to 30 ,to 50
HORIZONTAL RANGE --KLOEEKT
FIG.14c MARTLET 2C SHOT OVID

m95 4w
0
0
cuu
0
I Cmo
i
>
IL
0 IL
to ___ -a'.
ofj c
- 96 -
4.5.8 Round No. 16 - CICERO
Date: 9 June, 1965 - 2357 hr A.S.T.
Vehicle Description: Martlet 2C carrying 5.5 lb of THA and
243 MHz HDL telemetry. THA to be ejected at T + 65 sec.
Telemetry to commence transmitting at T + 0.
Purpose of Test: Synoptic measurements of wind profiles, and to
demonstrate the feasibility of using flux-gate magneto-
meters on HARP vehicles.

Weikhts: Vehicle 189.5 lb
Sabot 106.0 lb
Launch Data:

Ram Distance 192 in

Ram Load 17 tons n
Recoil 38.5 in
Breech Pressure Mil 39,800 psi

right 5,970 ft/sec
Radar Records:
Both radars tracked normally.
Traiectory:
The radar data compared well witha standard drag trajectory
for 5,600 ft/sec at 82.5 deg (Fig. 15a to c). An azimuth deviation
- 97 -
of approximately 5 deg was noted.
A muzzle velocity of 5,600 ft/sec appears small;
apparently the drag was higher than standard. For 6,000 ft/sec
muzzle velocity a drag increase of approximately 25% must be
assumed.
The apogee was found to be 351,000 ft - 107 kilometers.
St. Vincent and Tobago stations reported 100 and 107 kilometers
t
respectively as obtained from phototheodolite data. The maximum
range was measured as 183,000 ft by the MPS-19 radar.
Telemetry Records:
No tracking was obtained before apogee.
Telemetry was acquired at T + 211 seconds at 231 MWz, and
received until 309 sec after launch, shortly before impact. Both
the magnetometer and the temperature gauge worked.
In a similar fashion as for LUCRETIA, the vehicle began
to cone with 0.3 rps at T + 252 sec. This rate increased to 1 rps
at T + 279 sec. Simultaneously the spin rate which was 9 rps at
T + 211 sec was reduced to 6.5 rps at T + 279 sec.
TMATrail Results:
Cameras and payload performed satisfactorily. Wind shear
data were obtained from 91 to 103 kilometers.
Summary:
A moderately successful shot which achieved a good tra-
jectory. THA release, magnetometer, and temperature gauge worked
properly. Telemetry did not function for 211 sec.

- 96 -
CICRiO
9 Jun 1965 - 2357 HK AST
-I
TIM
20 millisecondu per cm (division)
maximam Breech Pressurem Pmx - 359200 pil

ROUND CICERO
- 99 -
CICERO
9 3UNE, 1 5196$
-e 35T 1R AS7
FOR 185L1B VEHICLE WEIGHT
0 "PSs- q RADAR
M-33 RADAR
aso
too
"0
-s
150
I
.5600 r/S4 c
0 VEH.ICLE WEIGHT
1891.S LS
APOGEE 350,500 FT
I00
I _ _
0 P.O 40 60 80 too
1t4IE -SECONDS
FIG.15a MARTLET 2C SHOT CICERO
ALTITUDE VS TIME
- 100.-
CICERO
q 3UIE,%q&5 5MT.R AST
so
-STANDARD TR A'3EGTORY
FOR 185 L6 VEHICLE WEIGHT
E) MPS-gq RADAR
ha tK-33 RADAR
'a
2
.II
o 40.
"h 210 0
TIME00SEC/NES
0 t~o A*o 0 8o oo0
vow
RANME V$ECONDS
-1.01
CICERO
9'3UNE,65 P.357HR AST
500
-STANDARD I RAMECTORY FOR
ISS5..B VEHI1CLE WEIGHT 80o
E) MPS-19 RADAR
A M-3.3 RADAR
250
200 jA ? F/E
w
ISO
La.
VEHICLE WRIGHT 1Q995 1.8

I- APOGEE 350,500 FT
1i00-
0 to p20 30 40 50
HORPIZONTAL RAMGE -KIL0 FEET
FIG.15c, MARUSET 2C SHOT CICERO
ALTITUDE VS RANGE
-102
I ~0
U, 0
-I In
LLaJcu I
dOMIn
U
- 2
a
IN s
IIQ
r))
0' 0'
z W
4c~~ w oU
o w
W IC-
~LL,
0 0.
11n
0
cu 0
133OIN- 39MV8
- 103 -
4.5.9 Round No. 17 - DIANA
Date: 10 June, 1965 - 1235 hr A.S.T.
Vehicle Description: Martlet 2C carrying 5.5 lb TMA and HDL 247
MHz telemetry. TMA to be ejected at T + 65 sec. Tele-
metry to commence transmitting at T + 0.
Purpose of Test: Synoptic measurements of wind profiles, and to
demonstrate the feasibility of using flux-gate magneto-
meters on HARP vehicles.

Sabot 105.5 lb
Launch Data:
Charge Weight 780 lb MgM (8 bags)


Ram Load 20 tons
Chamber Volume 40,800 in3
Recoil 39 in

right 5,910 ft/sec
Radar Records:
Both radars tracked normally.
Tra iectoryi
Figs. 16a to 16c show the radar data in comparison with
the standard drag trajectory for 5,700 ft/sec and 82.5 deg. The
range data indicate again that the effective launch angle was re-
-104-
duced by 0.5 to 1 deg. A strong deviation from the gun line
azimuth is apparent in Fig. 16d, pointing to the likelihood of
launch at an angle of attack, high vehicle drag, and consequently
the necessity for assuming a greater muzzle velocity.
The apogee was about 360,000 ft - 110 kilometers. The
estimated range for this shot is 197,000 ft.
Telemetrv Records:
Weak signals were picked up intermittently from 49 to
86 sec after launch at 231 MHz. Apparently the vehicle had lost
its antenna. Note that in the case of LUCRETIA and CICERO, signal
strength was high near splash-down. In the present round no more
signals were received after T + 86 sec.
Magnetometer and teqperature gauge worked properly.
The spin rate was constant at 7.5 rps during the time in
which signals were received. The measured temperature increased
from 130 deg F at T + 51 sec (approximately 200,000 ft altitude)
to 180 deg F at T + 85 see (approximately 280,000 ft altitude).
TVA Trail Results:
The TMA trail was photographed at Tobago South only,
owing to extreme cloud conditions at the other sites. No wind

data could therefore be obtained.
Sumary:
Vehicle and TMA payload performed satisfactorily. Tel.-
metry did not function properly, and no wind shear data were ob-
tainad because of weather conditions.

-105-
DIANA
10 JUNE 1965 - 0235 HR AST
0J
cal
"co
4I
C14
TIM
20 milliseconds per cm (divLsiou)
Maximia Breech Pressure: Pmmx - 43,200 psI.
F.ig 16 STRAIN GAUGE RECORD OF BRUCH PRESSURE

ROUND DIARA
- 106-
DIANA
IO3UNE,1965 0325 HR AST

185 LB V[HIGLE WEIGHT
0 MPS-19 RADARf
AM 3 RADAR
300F
9OOFTSE
i.J
VEH4ICLE WEIGHT 189.0 LB
APOGEE: 3" OOOFT
II
100
ao 40 60 80 tioo aO
TIME- 5ECONDS
FIG. 16o. MARTLET 2C SHOT DIANA
ALTITUDE VS TIME
- 107-
DIANA
10 3UNE,1965 0329 HR AST
60
-- 5TANDARD TRA3ECTORY FOR /
MPS-19 RADAR / "
A "33 RADAR/
,so,<, ti
I- LLINN'82.0 82.5/
e
o - ~5700 Fl*/SEC
-,<
*30- //
//
"-0
!/
0
10r
0 20 'No 60 80 100
,0o
TI ME - SECONDS
FIG.16 b MARTLET 2C'SHOT DIANA
RANGE VS TIME
-108-
DIANA
10 3UNE)I965 O-35 HR AST
3oo
6TAWll ARO TRA3ECTORY FOet
185 Lb VEHICLE WEIGHT
(M) MPS-19 RADAR
A M-33 RADAR
S60
8S2.O
-TTSE1
Lie
I 0033,000
VE~I'.CLE WIH
FT
S1t
18 . L
1.
0 t0 2.0 30 40 50
HORIZONTAL RANGE-KILOFEET
FIG. 16c MARTLET 2C SHOT DIANA
ALTITUDE VS RANGE
-109-
0 LL)
-Z-
LL)
IIL
N 0
Tn n
Ce)i
cc
W 3301~ -3/V f
- 110 -
4.5.10 Round No. 18 - PLINY
Date: 11 June, 1965 - 2107 hr A.S.T.
Vehicle Description: Martlet 2C carrying 5.5 lb TMA to be ejected
at T + 65 sec.

Sabot 102.50 lb
Modification to Pusher Plate:
The consistent tendency for vehicles to fly off gun line
(at an azimuth angle of approximately 125 deg) at the higher launch
velocities led to the conclusion that the pusher plate was being
damaged during launch. A large unrepaired gouge so located as to
account for this general azimuth direction change existed in the
gun barrel. To overcome this problem, the pusher plate was modified
in the following way. A 3 inch aluminum ring was attached to the
front end of the plate, screwing 1 inch on to the maraging steel
threads and extending forward approximately 2 inches. In addition,
a 3/4 inch brass rider ring was placed in the middle of the pusher
plate.
While this modification was in progress, the entire
pusher plate of the DIANA round was recovered, and the predicted
wear pattern was observed.

Launch Data:

Crusher Gauges M11 4
Mk6 - 2
Ram Distance 192 in

Ram Load 17 tons
Recoil 39.8 in
Mk6 46,500 psi
right 6,140 ft/sec
Radar Records:
The MPS-19 radar tracked normally. For the M-33 radar
the target was too fast. However, an approximate point check was
obtained for T + 50 sec.
Trajectory:
The radar data are plotted in Figs. 17a to 17d in compar-
ison with a standard drag trajectory for 6,100 ft/sec muzzle velo-
city at 82.5 deg launch angle. The agreement is satisfactory.
The vehicle also followed the gun line, confirming the above
assumption regarding the pusher plate tipping.
An apogee of 436,000 ft - 133 kilometers was achieved;
St. Vincent reported the figure of 126 kilometers.
Estimated total range 216,000 ft.
___
_______
Ii
- 112-
TIMA Trail Results:
Payload and cameras performed satisfactorily. Wind
shear data were obtained from 97 to 108 kilometers.
Sumlary:
Successful round, with a trajectory as expected, and
good results of wind shear data.
-1i
113 -
PLINY
11 JUNE 1965 - 2107 HR AST
14
S
0f
0
3A6
TIME
Maximum Breech Pressure: Pmax - 41,800 psi
FL. 17 STRAIN GAUS RECORD OF BRUCEi PRESSURE

ROUND PLINY
- 114 .
PLINY
14I UNESI1966 2107 HR AST
400
- STANDARD TRA3ICTORY FOR
185 LB -VEHICLE WEIGHT
"0 MPS-19 'RADAR
550 ~ 'M 33RADAR______
300
61Oo FT/SEC
VEHICLE WEIGHT 187.3 LB

SAPOGEE 4 37,000 FT
St0.
-IS
00
so
O 00 40 60 so 100 120
TIME - SECOND5
FIG.17T. MARTLET 2 C SHOT PLINY
ALTITUDE VS TIME
'1+
S..... +.. +++
+ +q* ;; + r+
- 115 -
PLINY
II 3UNE.1965 VOT HR AST
50 - STANDARD TRA IECToRY

G) MPS-19 RADAR0
& M-33 RADAR
w 40
Ld -
J 6100 FT/SEC
w 30
z
z ao -
0 I o
0
101
0 1o 40 60 80
TIME-SECONDS
FIG. ITb MARTLET 2C SHOT PLINY
RANGE VS TIME
-116-
PLINY
1i3UNE,1965 2107 HR AST
400
- STANDARD TRAUJECTOR'Y FOR
18S Lb VEHICLE WEIGHT
0 tPS-19 RADAR
A fM 33 RADAR
8o
07
060
A& 8a.5je.
0 O6100 FT/SEc
*40
hA VEHICLE WEIGHT 187.3 LB
APOGEE 437, 0OO FT
S Is*
1/0 SEC
soAFTER LAUNCH
0 10 20 30 40 50
HORIZONTAL RANGE-KILOFEET
FIG.17c MARTLET 2C SHOT PLINY
ALTITUDE VS RANGE
-117-
"mm 00
0
In1..
co~u~ co
w j- y I
__ z
0 4.)
I-
'U LA..
0z
0 .~0
I-L
0e0
t'a
- 118-
4.5.11 Round 19 - QUINTUS
PA& : 12 June, 1965 - 0300 hr A.S.T.
VehicleDescriytton: Martlet 2C carrying 5.5 lb THA to be ejected
at T + 65 sec.
WeJight.: Vehicle 187.50 lb

Sabot 102.50 lb

Launch Data:
Charge Weight 790 lb 18 (8 bags)

Swedish .Add'itive 18 sheets
lgnitet . 500 grams/bag
Crusher Gauges Mll .4
Mk6 -3
Ram Distance 192 in

Ram Load 18 tons
Recoil 40.5 in
Breech Pressure 11 49,300 psi
Mk6 45,700 psi
Muzzle Velocity Probe Left 6,060 ft/sec
Right 6,050 ft/sec
Note: A modified pusher plate was used as described
for the preceding round.
RadarRecords:
Both the MPS-19 and M-33 radars tracked the vehicle al-
most to apogee. For the M4-33 radar the velocity was so high that
measurements were not attempted before T + 50 sec.
I _ _ _ _ _ __ _ _ _ _ __ _ _ _ _ _ __ _ _ _ _ _ _
- 119-
Again an off-azimuth course up to approximately 5 deg
was obtained. The skirt modification piece attached to the front
of the original pusher (as described for PLINY) was recovered and
indicated in-barrel damage.
Trajectory:
The radar data are in good agreement with the standard
drag trajectory for 6,150 ft/sec at 85 deg launch angle. In spite
of the off-azimuth flight the drag was apparently about standard
or even below standard considering the muzzle velocity obtained
from the probes.
The near-standard drag was confirmed by the achievement
of an apogee of 444,000 ft - 135 kilometers, which established a
new record.
THA Trail Results:
Owing to extremely bad cloud conditions, trail photo-
graphs were obtained mainly from the Barbados sites, and only
sporadically from the other stations. No wind data could be
obtained.
Sumary:
Successful flight; with record apogee.

S- 120 -
QUINTUS 12
12 JUNE 1965 -0300 HR AST
20 milliseconds per cm. (division)
Maximum Breech Pressure: Pmax - 459200 psi
Fig. IS STRAIN GAUGE RECORD OF BREECH PRESSURE

ROUND QUI'WS
- 121 -
QUINTUS
12 3UNE,1965 0300 HR AST
400
STANDARD TRA ECTORY
FOR 185 L VEHICLE WEIGHT
e MPS-19 RADAR
M-33 IRADAR
350
300-
G 50T/sic
o
250
VEHICLE W9160T 187T- LbS

APOGEE 444.000 FT
'u
I-O
020 - 06 0IO
0 20 40 60 so too Ito
TIME - SECONDOS
FIGI1BO . MARTLET 2C SHOT QUINTUS

ALTITUDE VS TIME
- 122 -
QUINTUS
It 3UNE,1965 0300HR AST
so I
0 STANDARD TRA3ECTORY FOR
I8SLB VEHICLE WEIGHT
E) MPS-19 RADAR
A M-33 RADAR
I.-
0 8Erhe
00S IO T/sec
3 0 ,O
40
0
(20
z
0
0 S20 40 60 80 100 120

TIME- SECONDS
FIG.186 MARTLET 2C SHOT QUINTUS

RANGE VS TIME
123 -
QUINTU5
I.3UNt~%965 O300HR AST
400 1 1
--- STANDARD TRAZECTORY FOR'
k85 LB VEHICLE W9IGHT
( MPS-I9 RADAR 0 too
A M-33 RADAR
550O
Q80
300
70/
704e3, 6150
Fr/SEC
60.
ago
w so VEHICLE WEIGHT
LL I T.S LB
0 APOGEE 444 O0OFT
IS03
-oo , 30
10 S. CAFTER LA C
0 tO e0 40 60 8o
HORIZO.NAL RANGE -KILOFEET
FIG.18c MARTLET2C 5HOT QUINTUS

ALTITUDE VS RANGE
-124-
'I)x
I 0o
0 5
-w 'C
0V Z
z0 0
00
00~
2 ____ ' L
) w
- 125 -
4.5.12 Round No. 20 - HADRIAN
Date: 12 June, 1965 - 0431 hr A.S.T.
Vehicle Description: Martlet 2C carrying 5.5 lb of TMA to be
ejected at T + 65 sec.

Sabot 102.5 lb
Launch Data:

Mk6 - 2
Ram Distance 192 in

Ram Load 16 tons
Recoil 40.25 in
Breech Pressure M1l 44,100 psi

Mk6 42,100 psi
right 5,600 ft/sec
Note: A modified pusher plate was used as described
for round 18 (p. 110).

Radar Records:
Both radars tracked the vehicle, the 14PS-19 up to 414,000 ft

which is a new high for this radar.
-126-
Trajectory:
The radar data agreed with a standard drag trajectory
for 6,150 ft/sec and 86 deg launch angle, whereas the records
give 85 deg (Fig. 19a to 19c).
The vehicle flew on the gun line (Fig. 19d) which in-
dicates that the modified plate served ite purpose.
An apogee of 438,000 ft was achieved, in good agreement
with the standard drag trajectory.
TMA Trail Results:
The flight occurred with the solar horizon at about
70 kilometers. K-24 camera coverage was obtained by all stations.
No wind data, however, could be obtained from the photographs.
Suumary:
Successful round, repeating the result of QUINTUS.
Ii
11
-127 -
HADRIAN
12 JUNE 1965- 0431 HR AST
".94
0
".94
go
r94
RO ARA
20 milliseconds per cm, (division)
Maximum Breech Pressure: Pinax 40,0.00 psi
Fig. 19 STRAIN GAUGE IODRD OF BREECH PRESSURE

- 128 -
HADRIAN
123UNE11965 0431HR AST
-STAKD0RD TRA3ECTORY
) MPS-19 RADAR
350 30 M-33 RADAR
300
S6150o T/SEC
I--
wJ
, VEHICLE WEIGHT 188.5 LB
IL APOGEE 437.000 FT
0
20
IS
150
I00 '
0 aO 40 60 80 100 120
TIME -SECONDS
FIG.19m MARTLET 2C SHOT HADRIAN
ALTITUDE VS TIME
- 129 -
14 ADRIAN
ia 3UNE,1969S 0431 MR AST

G MPS-19 RADAR
A& M33 RADAR
40 - _ _ _ _ _ _ _ _
w
0 30
z z 6.150 FT/SEC
z
I-:
0
N
0 10-
00 20 40 60 80 100 120
TIME -SECOND5
FIG.19b MARTLET 2C SHOT HADRIAN

RANGE VS TIME
130 -
HADRIAN
t2 1UNIIII966 0431 HR AST
400
-STANDARD TRAOECTORY FOR I0to
0 MPS-19 RkADARto
M 33 RADAR
350 . . . . ..
080
3000
; 015o rT/sec,
1-250
La'o
IL VHICLE WEIGT
0 so 188.5 LB
APOGEE 437,000 FT
' 200 -
< 140
.j
tooO
ISO-30
500
v AFTER LAUNCH
0 10 20 30 40 50
HORIZONTAL RANGE -KILO FEET
FIG.19c MARTLET 2C SHOT HADRIAN
ALTITUDE VS RANGE
-131-
0 0
z I
a- /Z2
us r
cv
0
0
z0
do A
II. w
wd 0
W--
II-
00
X
0U
2u
__ __ _
_ _ _ _ _ _ _ <._
0~
_____________________
_____________________ ____________________ _______________________________________)__
cv' (
III~ I-3!V~ 39V
u
- 132 -
5.0 TRE MARTLET 2C MOD, 1 SERIES
5,1 Vehicle
These vehicles have the same aerodynamic (i.e. external)
configuration as the Martlet 2C. The internal profile, however,
has been modified to accept instrumentation for measurements of
electron density in the upper atmosphere by the Ballistic Measure-
ments Laboratory (BML) of BRL (Fig. 20).
5.2 Payload
One of the three vehicles of this series contained a
DC Langmuir Probe, a magnetometer, and a number of thermistor
temperature gauges. The temperature data points were sampled by
means of a 7 channel commutator, and two voltage controlled sub-
carriers modulated the transmitter. The measured data were
telemetered on a 1750 MHz carrier, by utilizing a rear cavity
antenna.
The other two vehicles carried AC Langmuir probes and a
magnetometer; no temperature measurements were made. The payloads
are described in detail in Section 9.3.
5.3 Predicted Performance
4 Since the aerodynamics and vehicle weight were the same
as for Martlet 2C, the trajectories shown in Fig. 7 apply also to
the Mod. I version of this vehicle.
-I
- 133 -
5.4 Firing Program
The three rounds were BRUTUS, IRS, and JANUS, the latter
two with the AC probe.
IRE had an azimuth deviation due to a pusher plate

problem, and could not be tracked by radar. Telemetry, however,
was received, indicating a slightly shorter flight time than
expected. The other two flights were on trajectory with good
telemetry on all channels.
Sunmarized flight results of the three rounds are pre-
sented in Table IV, and detailed flight performance data in para-

graph 5.5. The results of the measurements are discussed in
Section 9.2.
w& - 134-
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- 136-
5.5.1 Round No. 4 - IRE
Date: 3 June, 1965 - 1654 hr A.S.T.
Vehicle Description: Martlet 2C (Mod. 1) carrying 7 channel

BHL/GCA 1750 megacycle telemetry recording AC Langmuir
probe readings and vehicle temperature.
Purpose of Test: Electron density measurements.

Sabot 104.0 lb
Launch Data:

Crusher Gauges Mil - 4
Ram Distance 185 in

Ram Load 90 tons
Recoil 39.81 in

Muzzle Velocity Probe right 5,950 ft/sec
Camera Records:
Vehicle launch recorded satisfactorily on all smear
cameras. Poor records were obtained in the Fastax and double
smear cameras owing to lighting conditions, but the photographs
could be evaluated for muzzle velocity values as follows:

- 137 -
West Fastax (6 in. lens, 160 ft ahead of muzzle) - 5,910 ft/sec
East Fastax (10 in. lens, 140 ft ahead of muzzle) - 5,880 ft/sec.
The smear films showed damage on the fins due to the latch arms
attached to the pusher plate.
Radar Records:
Neither the M-33 radar nor the MPS-19 radar acquired the
vehicle owing to a large azimuth dispersion caused by damaged fins.
Telemetry:
Telemetry recorded on all channels; signals and data
were received from 0 to 75, 92 to 99, 109 to 113, and 225 to 233
seconds.
GMD-tracking was accomplished during the first period
(0 to 75 seconds), showing that the course of projectile was
230 deg true. A flight apogee in excess of 300,000 ft was also
indicated.
Langmuir probe data were received, but no magnetometer
data.
This was a moderately successful flight with respect to
telemetry. Owing to the damaged fins, however, no trajectory data
became available.
-138 -
IRS
3 JUNE 1965 - 1654 HR AST
0
0
WE
TIME
20 mi~lliseconds per cm (division)
Maxim=m Breech Pressure: Pmatx -35,600 psi.
FigS. 11 STRAIN GAUGE RECORD OF BREECH PRESSURE

ROUND IRE
- 139 -
5.5.2 Round No. 11 - BRUTUS
Date: 5 June, 1965 - 1620 hr A.S.T.
Vehicle Description: Martlet 2C (Mod. 1) carrying a DC Langmuir
probe, magnetometer, and temperature gauges. A 7 channel
1750 MHz telemetry was used (BML).
Purpose of Test: Electron density and temperature measurements.
Weights: Vehicle 192 lb

Pusher:and Obturator 122 lb
Sabot 105 lb
Shot Weight 419 lb
Launch Data:

Ram Distance 189 in

Ram Load 30 tons
Recoil 37 in

Muzzle Velocity Probe Left 5,950 ft/sec
Right 5,700 ft/sec
Average 5,830 ft/sec
Camera Records:
All smear and Fastax records of launch were good. The
evaluation of the photographs gave the following muzzle velocities:
East Fastax (10 in.lens, 140 ft ahead of muzzle) - 6,000 ft/sec
Smear (150 and 200 ft ahead of muzzle) - 5,620 ft/sec.

- 140 -
The Fastax results are approximately 2% to 3% higher than
the average probe value of 5,830 and a velocity of 5,900 ft/sec
obtained from the radar results. The smear results are consider-
ably lower and probably not reliable.
Radar Records:
Both the H-33 and the HPS-19 radar recorded a normal
vehicle flight.
Trajectory:
- - The radar data were plotted in comparison with the stand-
ard trajectory for 5,900 ft/sec muzzle velocity at 82.5 deg launch
angle (Figs. 22a to 22c). The range data indicate that the ef-
fective launch angle was smaller by 0.5 to I deg (81.5 deg - 82 deg).
Fig. 22d shows that the flight was along the gun line.
An apogee of 391,000 ft - 119 kilometers was obtained. The
estimated total range: 200,000 ft.
Telemetry:
R.F. signals and data were received during the periods
0 to 115, 176 to 196, and 201 to 240 seconds.
Good Langmuir probe data were received, but no magneto-
'meter data.
Owing to a relay failure in the GMD-l tracking antenna,
no tracking was accomplished.
Summary:
Successful round with good radar tracking and fair tele-
metry.
- 141 -
BRUTUS
5 JUNE 1965 - 1620 HR AST
.Pl
@0
U
V4
I-4
TIME
Maximum Breech Pressure: Pmax - 37,300 psi

ROUND BRUTUS
- 142 -
BRUTUS
5 3UN4 EIq6S 16aO4R AST
- STANDARD TRA"ECTORY
. FOR 185 1.13 VEHICL.E WGIGHT
0! PIPS-19 RADAR
&M-33 RADAR
sqoo FT/SEC
a~o
200
LI.
ITO
VEHI
WKCLE WEIGMT Iqe.l
APOGEE 391,OOOFT
.1 DO
2O 40 60 80 too
TIME -SECONDS
FI G. 22a MARTLET 2 C 5HOT BRUTUS
ALTITUDE VS TIME
- 143 -
BRUTUS
s 3UNE kq6f 16Z0 MR AST
80 - TA3CrR
S-TANDARD R-EOY
FOR ISSLB VEHICLE WEIGHT
t MPS-lq RADAR
SM-33 RADAR
60
LL.
0
'Ii
-J
0
zei
59 00 FT/SEC.
0 to 40 60 so 100
TIME - SECONDS
FI G. 22 b IMARTLET 2C SHOT BRUTUS

RANGE VSE TIDE
- 144 -
BRUTUS
S3UMwEIq6S 16.O1HR AST
300
STANDARD TRA3ECO1RY rOR

) MPS-tq RADAR TO
M-33 RADAR
asor
250
200
5qO0 FT/SEC
ISO
0 StO0
Wi
So to SEC,
I-I
AFTER LAUNCHI
0 50 20 30 40 so
RANGE- KILOFEET
FIG...c MARTLET 2C SHOT BRUTUS

ALTITUDE VS RANGE
-145
0
cu 2b 0
00
cu OD
r
Ld
0 L
-AJ
I ~ LL
<-U
zW I
131*D - - CI~
- 146 -
5.5.3 Round No. 12 - JANUS
Date: 5 June, 1965 - 1843 hr A.S.T.
Vehicle Description: Martlet 2C (Mod. 1) carrying an AC Langmnuir
probe and magnetometer. A 1750 megacycle telemetry was
used (BML). See Section 9.2 for details.

Purpose of Test: Electron density measurements at sunset.
Sabot 103.5 lb

Launch Data:

Ram Distance 189 in

Ram Load 25 tons
Recoil 37.5 in
Breech Pressure M14 41,200 psi
right 5,980 ft/sec
Camera Records:
All camera records were poor owing to lighting conditions.
Radar Records:
Both radars indicated normal vehicle flight.

Trajectory:
The radar results are plotted in Fig. 23a to 23d in

comparison with a standard trajectory for 5,900 ft/sec muzzle
- 147 -
velocity and 82.5 deg launch elevation. The agreement is good,
The flight was, however, as much as 5 deg off azimuth, as seen
in Fig. 23d. The apog.. was 386,000 ft - 117 km and the total
range was measured as 201,000 ft in good agreement with standard
drag trajectory predictions.
Telemetry:
Good R.F. signals and telemetry data were received from
0 to 208 seconds. Telemetry tracking was excellent. However, no
Langmuir probe or magnetometer data were received.
The vehicle apogee was obtained at 157 seconds, in good
agreement with the data given below.
Summary:
Successful flight with good tracking and telemetry sig-
nals. No magnetometer and Langmuir probe data, however, were
obtained.
i
- 148 -
JANUS
5 JUNE 1965 - 1843 HR AST
'4
-4l
0 E-4
ao
0.
0 qlp . .L..
.
MaxiLmum Breech Pressure: Pmax - 37,200 psi

ROUND JANUS
- 149-
3 ANUS
5.3.Urwt "-q651845HR AST
300 '
-STANDARD TRAUCTO RY
FOR 'IS LB VEHICLE WEIGHT
MPS-Iq RADAR
M
A50M-33 RADAR
SZ.S ~
5q0o F"-Szc
200
IL
0
-J
,* '50'"
SVEHICLE WE Ila" I %-v.SLIB
IS-
. APOGEE ooFT
&991,00
100
0 20 40 60 so too
lIME- SECONDS
FIG.23Q MARTLET 2C SHOT 3ANUS

ALTITUD9 VS TIME
- 150 -
JANUS
5 3UNE.I965 1843HR AST
80
-STANDARD TRAUECTORY
FOR 1851L. VEHICLE WEIGHT
E MPS-19 RADAR
A~ M-33 RADAR
o0
Y.
4
4 0
4 0
-S'O900 FT/SEC
0
20
0 z0 40 60 80 100
TIME- SECONDS
FIG. 236 MARTLET 2C SHOT JANUS

RANGE VS TIME
- 151-
)ANUS
5 3UNE&1965 1843 MR AST
300 I I 1 f.) ,80

185 LB VEHICLE WEIGHT-
0 MPS-Iq RADAR
M-33 RADAR x 0
2550
200 '
Y-40 5q00 FT/5EC

o lif
J 30
- VEHICLE WEIGHT 19?..5 LS
APOGEE 3 9d,OO000
0 1
S. .......
S10 SECONDS
.
.AFTE R LAUNCH
""0 10 20 30 40 so
HORIZONTAL RAVGE -IKILOFEET
FIG.2.3c MARTLET 2C SHOT JANUS

ALTITUDE VS RANGE
-152-
I....C)
zLin
Co 0
Ln
clu
Wu I-
LU LAO_ __ _ _
U 2-
I. LA.01
F<- -
IZ
or
v (U cu
13 3: l 4- 9
-153-
6.0 THE MARTLET 3B SERIES
6.1 Vehicle
The Martlet 3B vehicle, already proven to be structurally
reliable for grain launch tests, was in a configuration similar to
that of the steel vehicle used in the March test series (Ref. 1).
Schematics of the vehicles with the two different internal grain
support configurations are shown in Fig. 24a and Fig. 24b. End
burning composite grains, manufactured by Lockheed Propulsion
Company, were used in order to test at high launch accelerations
(a) the epoxy support technique for an end burning compos.ite grain,
and (b) the fluid support technique for a grain within a motor case.
The grains were 8 in. in diameter, 40 in. long, and weighed approx-
imately 120 lb. In accordance with the main purpose of the test,
no ignition system was provided.
For the first test, the end burning grain was cartridge
loaded into the vehicle which was mounted in a vertical position
with its nose down. Liquid epoxy was slowly poured into the (approx)
1/16 in. radial clearance between the grain and the case wall until
all voids were filled around the propellant, and an excess of epoxy
remained above the end of the grain. The aft closure was slowly
screwed down into position and excess epoxy was forced out through a
small hole, provided for that purpose, in the closure. A small plug
was then assembled to block the "overflow" hole. This process served
to ensure a loaded assembly free of voids or air bubbles. The epoxy

- 154 -
was cured to a solid state prior to the launch test.
For the second test, a similar loading procedure was employed.
In this case, however, a small amount of liquid epoxy was poured onto
the head closure prior to the loading of the grain. The grain was
cartridge loaded as in the first assembly and small spacers were
inserted to ensure concentricity between the grain and the case.
The epoxy was left to cure at room temperature for an adequate time
period thereby creating a strong bond between the propellant grain
and the head closure. The fluid, a zinc-bromide-water solution, was
loaded into the case shortly before launch using a procedure virtually
identical to that described for the epoxy loading in the first test.
It was previously verified that there was no significant reaction
between the propellant and the zinc bromide solution for the time
period involved between the fluid loading and launch. The solution
was adjusted before loading in order to attain a density slightly
higher than that of the propellant.
6.2 Payload
A 60 lb aluminum dummy nose cone representing potential
payload capacity was flown on both vehicles of this series.
6.3 Firing Prozram
Two vehicles, DEVILS and EAGLE, were fired in this series
using identical charge weights. In each launch a breech pressure

of approximately 40,000 psi, a maximum acceleration of approximately
9,000 g, and a muzzle velocity of about 5,100 ft/sec were achieved.

- 155 -
The end-burning propellant configuration supported in the
motor chamber by epoxy potting or fluid was found to be satis-
factory since both motor cases were launched from the gun. intact.
The vehicles, however, were stripped of their fins in the barrel
during launch. This was of no importance to the experiment since
there was no real interest in the trajectory.
As a result of this instability, the epoxy support test
vehicle, DEVILS, was recovered near the gun. This proved to be
extremely valuable as it was then possible to carry out a post-
firing radiographic inspection of the propellant for cracks and
voids. A comparison of these results with the original radio-
graphic plates, taken after casting the propellant, indicated that
no additional deformation had taken place during launch. This is
positive proof of the ability of relatively large sizes of solid
rocket grain to withstand the high accelerations encountered during
launch from a gun.
The flight results of the two rounds are summarized in
Table V, and the detailed flight performance is discussed in Section
6.4.
-156-
w (
z(0
00
(0 0
0I%
0
a. Zats
w wm
4 34
zp 0. N-
;a < ILd
0
w cr
-157 -
Nw
0:
w'~ (DO z
N -
C) 00
0 8 4
w >-
0 01 Z-2I
2040
4 Oki
z z 0
R W CO -
Cc aw
00N
-158-
,4 00 u
44 ..
4 4. 0 U &
to4.1 to " 1. r4.i000
-( 01 00
00 ''-l to 0 14'-4~0 J440.
U0 1-4O4 " -W@.
4. 0 0
A1)1 .
0 0 9 0 00004
t 0%. u "4zirz. 0 0 0 r4 X 40
'VU.S 0 M01-
4)I.~ 041V .
V J0
0 0 . 2
0.4. .. Cs 0$ 0 4C4cn .. ..0C
I* r4O,-
w0
. %0
116-
8
4J'
n &n tmI
inA 0q
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> 04 W
E44.
%Qc* 0 ** *
K~t m
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o 159 o
6.4.1 Round No. 3 - DEVILS
Date: 3 June, 1965 - 1432 hr A.S.T.
Vehicle Description: Martlet 3B de-stabilized airframe carrying
an 8 in. diameter Lockheed composite grain potted in
the case by epoxy.
Purpose of Test: To check the structural integrity of end-burning
type rocket grain using the epoxy potting technique under
high launch accelerations.
Weithts: Vehicle 368.0 lb

Sabot 99.0 lb
Launch Data:
Charge Weight 675 lb M8M (7 bags.)

IgnLter 500 grams/bag
Crusher Gauges and Coppers M11 - 4
~k6 - 4
Ram Distance 186 in

Ram Load 100 tons
Recoil 41.3 in
Breech Pressure Mll1 41,100 psi (average)

Mk6 p
right 5,090 ft/sec
Camera Records:
Fastax and-smear recorded .seful-launch 4ata. !he evalu-

ation of photographs gave. the .ollov.ing -mvla.lveloot3.sues:
- 16o -
East Fastax (10 in.lens, 140 ft ahead of muzzle) - 5,130 ft/sec
Double Smear (150 and 200 ft ahead of muzzle) - 5,220 ft/sec.
All launcb photographs showed that the fins were stripped

in the barrel, but that the case and grain were launched intact.
Radar Records:
No records.
Recovery:
The airframe was recovered on land near the East Fastax
station, inside the safety area.
Summary:
The test was successful since the rocket grain survived
a launch acceleration of 9,200 g, without any permanent deformation
as shown by radiographic inspection.

- 161 -
DEVILS
3 JUNE 1965 -1432 MR AST
0.
TIME
Maximum Breech Pressure:Pmx - 37,400 pal

ROUND MXVILS
- 162 -
6.4.2 Round No. 13 - EAGLE
Date: 7 June, 1965 - 1211 hr A.S.T.
Vehicle Description: Martlet 3B de-stabilized airframe carrying

an 8 in. diameter solid Lockheed composite grain and an
8 to 10 second tracer. The grain was fluid supported in
the case.
Purpose of Test: To check the structural integrity of an end-
burning type rocket grain, using the fluid support tech-
nique, under high launch accelerations.

Sabot 98.5 lb
Launch Data:


Ram Load 50 tons
Recoil 39 in
Breech Pressure Mi1 37,900 psi
Camera Records:
All Fastax and smear cameras gave useful data. The eval-
uation of photographs resulted in the following muzzle velocity values:
- 163-

East Fastax (10 in. lens, 140 ft ahead of muzzle) - 5,130 ft/sec.
Radar Records:
No records.
Su-ary:
The round was similar to DEVILS. The vehicle was launched
with fins stripped but otherwise the launch was normal, and the
rocket grain survived a launch acceleration of 8,700 S.

-164 -
EAGLE
7 JUNE 1965 - 1311 HR AST
0,
WI
TI
20 mill~iseconds per cmt (division)
Maximum Breech Pressuret Pmax =34,000 psi

ROUND EAGLE
- 165 -
7.0 ANALYSIS OF TEST RESULTS
7.1 Muzzle Velocity Data
Muzzle velocity data were obtained by muzzle probes,
Fastax and smear photographs, and from the radar trajectories
with the assumption of standard drag.
A sunmmary of all results is presented in Table VI.
Muzzle probe data with a difference of more than 5 percent
( t 2.5 percent) between the left and the right probes are
regarded as unsatisfactory; this is the case in almost 50 per-
cent of the rounds. For this reason the velocities obtained
from the Fastax photographs are thought to be more reliable.
The velocities given in the table as radar results
refer to standard drag trajectories as discussed in Section 2.2.

0~~A a a a
W~ a 4 a ~~ . N~~
'A
"CV) 00 %D (A 0 4
V-N '0 .- 4 4 P4 %0 N1 LM - 0 '0
.0) r4 00 1-4 Go0F 0%C
ON 00 0 0 m P-4 r4 .- 4 0% v-4 0
ri > LM 4 LM LM A
M LM Ln in 4 ' LM LM % %0 O LM 0'
00 0 80 0 0 0 0 0 0 0 0 0 0 0
0 OO 0 0 0 0 0 0 0 LA
S 4 mI
d 0% '0 % m0 m 0% Po P4 r0
in LA LA ML LA 4 &L
n LA LA LA %4 %0
441
coo0 0R 00
01%0 ~4
Pf 1 9N 1 I1 1 1 1 1 f
c0 00 0 0 0
-4 00 P"4 00 1 I a 0 I I I I I
in 4 LA LA % LA
w 40 0 0 0 0v %0 0
r41- 0% 1-4 0% 1 1 1 1 00 0 0 1
'Lon 4 LAn LAID4~
to4 0. 0 0 0 M
C$-r 0 r4 Go I I I I I 1 0 I r4 1 1 I I I 1
TZLM 4 LA LA L
In
'N N $ . . % $ . 04 0 L 4 $
0e. 0
t 0
i 0! 71 0i 0 .. . .
0'@0 0 4.4 41 4.4 N 4 41 .41 .4 N4 0 I u-I 0 0 4 184.
-I4 0e 0 4 d cc +1 +1-I 1- + 1 +1 1+tgc
to Lw LwGo c
00 -~ "4 "4 0 "4 "4 04 0 0 0 - 4
P-4 %0 414 w 41 4.1 N4 4.1 4.8 N4 LA 4 N LA 48 4.1 '0
> 0 ca (A 0l 0% e ca %0 00 0% 1 "4 V4 m% 0d 0 0
444 0 0 0 0 0
I 0 % c04 LA 0 0% LA P% 0 00 r-. Ln r- P4 4 LA
C: "40 0 0 414 0% 00 0 I 0 LA f-. as I Nq V-I 0% 0% V4
~ "4LA 4 L M 4 %0 4% 4 LA LA %0 'D LA LM %O %0
41 140 0 tn cn 0 %0 0n 0 0 0 0 0 0.
"A @10 oo r% 00 4%
fl 4 4 '0 ( 0% 0 "4 0 0 m% r4 00 0
u 0 gA 4 '0 4 0 LM LM %0 4 LA LA LA %0 %0 In LAl %D '0
H L4
4A
4)l
Ai' iLA 0
%C 4% 4% r% fl. 4% '0
P.%D 4 4%
- 0 P. fft 4% 4% 4l% 4%
g0.- iA 0 0o LA Nn LA
in in 0 m - "i LA 4 00 4% LA %0
41 .O N4 0 N4 "4 "4 "I P4 9-4 "-4 l V-4 V-4 Vol P4 P4 "4 "4 P4
.0%.
41 "4 "4 "4

"4
N 01
M C4C N NN N N
04 ~ to 04 C14
H- H1
to 0. 10
PM00 ta" No
r4 4t in %D 4- 00 7% 0) "4 N lA %t Lan %c r- 00 c
"14 "4 "4 "4 "-4 "4 "4 "4 "-4 "4
- 167 -
7.2 Maximum Breech Pressure
Pressure data were obtained as usual, by crusher gauges

(Mk6 and Mll) and by a "Hat" strain gauge in the spindle of the
breech as described in Reference 1.
The resulting data are given in Table VII for all shots
of this series. It is remarkable that the strain gauge data are

in all cases smaller than the crusher gauge results. While in
the March test series the strain gauge results were considered to
be the most reliable, this is not the case in this series because
the pressure curves obtained exhibit considerable noise, and only
average values were used for calibration. For this reason, the
average crusher gauge values have been taken as representing the
actual maximum breech pressure.

-168
.~00000 00000 00000 00000

"40070
~%C 0OR 00000 00000
cc 4l 'co 0 0 L nN 0U' NN00C-
0 O
4. N 0r- 0 mLc %Dl''O r-'.'c Ucn 1-1 in
fi) r~cn
4C4cnc ecn Vc1n
(n c cfCm cn 44 %t
'-4
OZ0000 00000 00000 00000
00 n R o 00000 00000 00000
. 4 a 4 nal
a an a a aaan n a%an a a 0 Ma a a"a
A 04N 4 cn Mcn
m c~n
m 44 tcn cn r cn t4 %t
0 00 00000 00000 00000

0 00 00000 00000 00000
%C Cn IA r- tn cnIfLn N a%0%Lt 00C 0C -
'-4 LI : I:%;I:01.-C:O r4I,-I1 00 0 0% %0 40%

Wn
N c'McN 4vcn nm n . - 4
0 00 000
0 0 0 000
0%00% fV
4.4 Nn cn
caI
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040"L ~ cI na mk noo 00L
1, M r4 N__________0_ nLMr.% n %c o %0
Irsl%0Ul% -P
lDrP 0P
" ll-
- 169-
7.3 Gun Ballistic Performance with M8M.220 Propellant
The breech pressure and muzzle velocity data obtained for
various firing conditions give an indication of the ballistic per-
formance of the gun with the propellant chosen for the firing.
In the March test firing series (Ref. 1) the M8M.220
propellant was used, and the test data for breech pressure and
muzzle velocity available enabled the establishment of empirical
curves for breech pressure and muzzle velocity for various charge
weights. The number of test points was small; in the present test
series, however, the'M8M.220 propellant was used again, and this
provided the opportunity to check the former results.
The firing conditions cannot be expected to be the same
for all shots. Ram load, ram distance, and consequently the cham-
ber volume will vary from shot to shot. In order to obtain a good
comparison of the test data, it is advisable to obtain values of
the results corrected for "standard" conditions. This standard
condition was chosen to be 50 tons ram load and 40,000 cu. in.
chamber volume. In addition, a weight correction was applied,
using a "standard" shot weight of 400 lb for the Martlet 2C and
600 lb for the Martlet 3B.
The empirical corrections for breech pressure were given
in Ref. 1 as follows:
R opw ]
-170-
where Per - breech pressure in psi
C - charge weight in lb
l R- change in ram load in tons
Sko - change in chamber volume in in3
In Ref. 1, no corrections were made of the muzzle velocity
because of the relatively small changes involved; for the present
series, however, velocity corrections were also used by the follow-
ing empirical relation:
V ZI7D
V (at a given weight)
where V is the muzzle velocity in ft/sec.
Corrections for weight changes are relatively small. Note
that pressure increases with shot weight (for a given charge weight),
whereas the muzzle velocity decreases. The changes depend slightly
on the charge weight; however, an average correction (for C - 750 lb)

is is - 45 psi/lb shot
weight
Al i- -4 ft/sec/lb shot weight.
The pressure data used for the analysis are the average
crusher gauge results as already explained in Section 7.2. Re-
garding the muzzle velocities, the Fastax data have been taken,
wherever available, as being the most reliable, and in their absence
the muzzle probe data are taken. It must be kept in mind that the
- 171 -
muzzle velocity data obtained from the radar trajectory are based
on the assumption of a standard drag and are ambiguous, unless
some information on the angle of attack history of the vehicle is
available so that an individual drag estimate can be made. Where
no other velocity data were available, the radar data have been
included in the charts; however they have been marked with an R
(radar) as a cautionary measure.'
Figure 27 presents the breech pressure as a function of
the charge weight, with both test data and data corrected for
standard condition and weight. The full lines give the curves as
obtained in Ref. 1, the broken line resulting from a computer
study of the internal ballistic of M8M.220 in the 16.4 in. gun.
It can be seen that the corrected data are equally well represented
by the two curves.
Figure 28 shows the muzzle velocities vs charge weight

using empirical curves* obtained from the March firings and cor-
rections applied as given above. Note that the Fastax data are in
excellent agreement with the empirical curve, whereas some probe
data (marked P) show differences.
Figure 29 shows the relation between muzzle velocity and
breech pressure, while Figure 30 represents a chart for the bal-
listic performance of MOM.220 for different shot weights and charge
weights.
* The curve in Ref. 1 has been changed slightly to account for
the velocity corrections.

- 172-
In general, it can be said that the M8M.220 performance
is not optimum; this is indicated by the pressure time diagrams
shown for the individual shots, which all exhibit a high pressure
peak.
" 171 -
3UNE 65 5ERIE5
... .. .... 2. -
4
00@
40
600 LS SHOT WEIG

-9 - ,,,'_ __ Is_ ___//
/4 '6
__./CPUTER RESU)LT
. J/0 MK-6 AND Mt-1 MtEAN VALUE

./ - .CORRECTrD VALUES
CO PRECTIOIN REFERRIP TO
" SHIOT WT.400 OR 600L5
w 'RA"I LOAD a50 TOM
MAIitUER VOL v 40,,000 CU. IN
o0 10 1
600 630 700 750 800
CHARGE WEIGHT -LB

FIG.27 BREECH PRESSURE VS CARGE WEIGHT
- 174 -
JUNE 1965' SERIES
5oo -
taf
A s
SSWR
1.1 5HOT WEIG14T

w 40OLS
3f SHOT WEIGHT
!F5OOD k
td OM-1 I AND t4K-fw MEANL VfALuI

> 430 CORRECTED VALUES
Id CORRECTION F=OR :
,J 400 OR 600 LOS S140T WEIGHT
NN 50"lTONfS RAMLOAQ
S~410POO0CU.IN CHAMBER VOLUME[
4000
600 6SO 700 750 go*
CHiARGFE WEIGHT - L.bS
"). lF FIG.2_
-- MUZZLE
* VELOCITY VAC14ARGE WEIGHT
RCIDVLE
-175 -
0
ii
tjA
-woI 0 / ., O0
/ 0h
-n -I
(LL CD~
* 0j
N0N 0 0e w
Img lose 10 cc
itOO I . 0.lo
J
/eI
-)
!Q-
i -I -
Nj
U6 (D N
CC
M X / x
LL
- 1 0 -1 jc
0 0
i0
in
~ID39/j -A.LI7O13A 31 Zzfw
50K
45K
500-4-- --
40K 1
BRE~C.H PIRESSURE1
6000.
-A----
L L
o
sso \
own 50
I-5
0
45000
FIG. 30 BALLISTIC PERFORMANCE OFM8M-2E0-

PROPELLANT I N GUN WITH SI FT EXTENSION
- 177 -
8.0 PHOTOGRAPHIC TRIANGULATION OF TMA RELEASE ROUNDS AND WIND SHEAR DATA
Although photographic coverage with the K-24 cameras was
somewhat reduced by very bad weather conditions during the series,
useful trail photographs were obtained and analyzed. As examples,
three trail photographs of the ELAGABULUS round are shown in Figs.
31a to 31c; all three photographs were taken at the same station
(St. Vincent North) and at 150, 240, and 402 seconds after launch;
thus they demonstrate the change of the trail with time.
The analysis was undertaken by Space Instruments Research
and the results were given in Ref. 2 for the seven rounds: MARIUS,
NERO, ELAGABULUS, FABIUS, OVID, CICERO, and PLINY. For each of the
seven rounds, a data table (Tables VIII to XIV) and graphs (Figs. 32
to 38) are given. The data include wind heading (in degrees, clock-
wise from North) and wind velocity (meters/second); these data also
determine the wind components N-S and E-W, with the directions towards
N and E taken as positive. In addition, wind shear components have
been derived from the plots.

- 178 -
FIG. 31a - ROUND ELAGABULUS

THA TRAIL
150.4 sec after launch
Station: St. Vincent North
-179
FIG. 31b -ROUND ELAGABULUS,

THA TRAIL
240.4 sec after launch
SBtation: St. Vincent North
ISO0
FIG. 3110- ROUND ELAGABULUS

ThA TRAIL
401.9 seec after launch
Station: St. Vincent North
181 -
TABLE VIII
SHOT MARIUS 3 JUNE 1965 19-57-00 AST
WIND WIND WIND COMPONENTS

ALTITUDE HEADING VELOCITY (M/S)
(EM) (DEG) (M/S) N-S E-W
102.0 279.5 59.3 9.7 -58.5

103.0 282.5 50.7 10.9 -49.5
104.0 306.7 37.2 22.2 -29.9
105.0 343.1 43.5 41.6 -12.7
106.0 318.0 21.6 16.1 -14.5
107.0 305.4 10.2 5.9 -8.3
108.0 229.8 10.2 -6.6 -7.8
109.0 219.4 12.5 -9.7 -8.0
110.0 211.6 14.0 -12.0 -7.3
111.0 219.8 17.1 -13.1 -11.0
112.0 245.3 29.9 -12.5 -27.2
113.0 256.6 25.6 -5.9 -24.9
114.0 258.4 12.7 -2.5 -12.4
TABLE IX
SHOT NERO 3 JUNE 1965 22-41-00 AST
(1C) (DEG) (M/S) N-S E-W
88.0 127.0 41.9 -25.2 33.5

89.0 122.5 45.8 -24.6 38.7
90.0 106.3 61.0 -17.1 58.5
91.0 108.1 68.2 -21.2 64.9
92.0 106.7 67.0 -19.2 64.2
93.0 105.7 62.6 -17.0 60.3
94.0 109.2 62.9 -20.7 59.4
v, .........
-182 -
SHOT ELAGABULUS 4 JUNE 1965 01-34-56 AST

UP TRAIL
(KM) (DEG) (MIS) N-S E-W
91.0 201.4 30.2 -28.2 -11.0

92.0 195.6 23.6 -22.7 -6.3
93.0 185.9 15.8 -15.7 -1.6
94.0 259.0 4.8 -0.9 -4.7
95.0 25.8 19.0 17.1 8.3
96.0 21.0 26.7 25.0 9.6
97.0 25.0 47.9 43.4 20.3
98.0 26.1 42.9 38.5 18.9
99.0
100.0 30.1
27.5 52.4
50.0 45.4
44.3 26.3
23.1
101.0 281.3 14.5 2.9 -14.3
102.0 240.1 43.4 -21.6 -37.6
103.0 238.6 56.6 -29.5 -48.3
104.0 231.7 56.5 -35.0 -44.3
105.0 214.5 57.1 -47.1 -32.4
106.0 211.0 55.8 -47.8 -28.8
107.0 201.9 79.5 -73.8 -29.6
108.0 176.2 87.7 -87.5 5.8
109.0 189.1 101.2 -99.9 -16.0
110.0 194.1 105.4 -102.2 -25.7
111.0 197.8 100.9 -96.1 -30.8
113.0 226.5 96.8 -66.7 -70.2
114.0 238.4 105.5 -55.2 -89.9
115.0 249.7 94.8 -32.8 -89.0
116.0 256.9 87.8 -19.9 -85.5
117.0 279,7 70.7 11.9 -69.7
118.0 294.6 69.0 28.7 -62.7
119.0 302.8 71.6 38.8 -60.2
120.0 298.8 90.6 43.7 -79.4
121.0 291.3 77.8 28.2 -72.5
7pi
- 183 -
TABLE Xb
SHOT ELAGABULUS 4 JUNE 1965 01-34-56 AST

DOWN TRAIL
ALTITUDE HEADING VELOCITY (MlS)
(KM) (DEG) (MlS) N-S E-W
91.0 143.4 45.6 -36.7 27.2

92.0 182.0 43.7 -43.7 -1.6
93.0 141.6 53.2 -41.7 33.1
94.0 172.3 14.8 -14.6 2.0
95.0 22.4 27.0 25.0 10.3
96.0 17.1 36.7 35.0 10.8
97.0 19.1 46.1 43.6 15.1
98.0 17.1 50.9 48.6 15.0
99.0 20.3 49.4 46.3 17.1
100.0 21.6 41.6 38.7 15.3
101.0 1.7 9.5 9.5 0.3
102.0 238.0 40.6 -21.5 -34.4
103.0 235.5 52.4 -29.7 -43.2
104.0 218.6 62.1 -48.6 -38.7
105.0 205.3 58.5 -52.9 -25.0
106.0 180.7 109.3 -109.3 -1.4
107.0 176.2 117.9 -117.6 7.7
108.0 170.3 120.9 -119.2 20.3
109.0 178.1 126.5 -126.4 4.1
110.0 187.6 123.1 -122.0 -16.3
111.0 201.2 114.2 -106.4 -41.3
112.0 221.8 108.6 -80.9 -72.4
113.0 232.5 101.9 -62.0 -80.8
114.0 237.7 94.0 -50.2 -79.5
115.0 242.8 83.3 -38.0 -74.1
116.0 259.3 69.1 -12.9 -67.9
117.0 284.1 61.9 15.1 -60.1
118.0 290.8 57.9 20.6 -54.1
119.0 301.3 70.3 36.5 -60.1
120.0 315.9 49.6 35.6 -34.5
121.0 313.8 83.4 57.7 -60.2
- 184 -
TABLE XI
SHOT FABIUS 4 JUNE 1965 03-17-00 AST

ALTITUDE HEADING VELOCITY (M/S
(10) (DEG) (M/S) N-S E-W
92.0 179.0 59.8 -59.7 1.0

93.0 149.3 41.4 -35.6 21.2
96.0 21.1 48.3 45.1 17.4
97.0 21.8 49.4 45.9 18.3
98.0 21.6 48.9 45.5 18.0
99.0 21.0 40.0 37.3 14.3
101.0 146.9 49.6 -41.6 27.1
102.0 144.7 52.4 -42.8 30.2
103.0 141.2 55.2 -43.0 34.6
104.0 128.5 67.7 -42.2 53.0
105.0 132.1 63.8 -42.8 47.3
106.0 132.4 59.3 -40.0 43.8
107.0 193.1 47.2 -46.0 -10.7
TABLE XII
SHOT OVID 9 JUNE 1965 21-57-00 AST

(KM) (DEG) (M/S) N-S E-W
95.0 238.3 39.7 -20.9 -33.8

96.0 243.9 39.0 -17.2 -35.1
97.0 243.9 39.2 -17.2 -35.3
98.0 296.4 33.2 14.7 -29.7
99.0 314.3 39.8 27.8 -28.5
100.0 230.9 30.4 -19.2 -23.6
101.0 206.6 36.5 .-32.6 -16.4
102.0 176.4 46.5 -46.4 2.9
103.0 173.2 51.7 -51.3 6.1
x:
- 185 -
TABLE XIII
SHOT PLINY 10 JUNE 1965 21-07-00 AST

ALTITUDE READING VELOCITY (MIS)
97.0 112.1 58.8 -22.2 54.5

98.0 113.7 44.4 -17.8 40.5
99.0 116.0 35.7 -15.7 32.1
100.0 116.4 40.9 -18.2 36.6
101.0 114.2 50.4 -20.7 45.9
102.0 112.5 62.2 -23.7 57.4
103.0 110.8 67.3 -23.8 62.9
104.0 108.6 75.8 -24.1 71.8
105.0 105.9 75.2 -20.5 72.3
106.0 102.0 71.9 -15.0 70.4
107.0 93.1 52.3 -2.8 52.3
108.0 79.0 30.1 5.8 29.6
TABLE XIV
SHOT CICERO 9 JUNE 1965 23-57-50 AST
WIND WIND WIND COMPONEMS

.91.0 212.0 56.0 -47.5 -29.6

92.0 220.0 42.6 -32.7 -27.4
93.0 229.6 57.4 -37.2 -43.7
94.0 236.8 81.4 -44.6 -68.1
95.0 243.8 76.5 -33.8 -68.6
96.0 237.3 52.0 -28.1 -43.8
97.0 277.8 35.8 4.8 -35.5
98.0 254.6 31.9 -8.5 -30.8
99.0 197.1 26.0 -24.9 -7.7
100.0 151.9 32.7 -28.8 15.4
101.0 152.2 48.0 -42.4 22.4
102.0 165.3 67.2 -65.0 17.0
103.0 170.0 86.7 -85.4 15.0
186 -
MARIUS
3 JUN m1 6:5700 T
"114
WIND
COMPONENTS
0-N-S
40~~
4 II I
0400 ~
VELOCITY (MS)
NERO
3 JUNE 009 '2:41:00 AST
I I I I I I I
g oN-S WIND
0 E-W COMPONENTS
I 94
92
90
-40 ,EO @
n0 3020 403 60
v(L.OCrTY (MiS)
F~is. 32a and 33a
-187 -
MARIUS
3 JUNE W6
I I, I 1S5700
I I ASl I
114 114 4
II0 II10 WIND
VELOCITY
106 100
104 104
i iiI I I
3O 200 300 340 0 20 -40 60
HEADING IN DEGIR'ES VEILCITY (WS)
Fig. 32b NERO Fig. 32c
3 AMUE 65 22:41:00
I I I II "iI AS.T
is WIND, W-ND
NEADIWG VEWICrTY
94 94
90 -- 90
GO I / IS -_ I
4O 0 soa i IGO 20 40 60} I0

HEADING IN IGEWO. VELOCITY (Mill
Fig. 33b Fig, 33c
- 188 -
MARIUS
3 JUNE 1965 19057:00 A.S.T.
114 I
112 -
110 WINO SHEAR COMPONENTS

HEIGHT
(KM) 0 N.S
101 0 E.W
10
104 -
102
-0 0-N 0- -4 -20 0 20 40 IN * IN
NERO
3 AN 1965 22141:00 A.S.T.
WIND SHEAR COMPONENTS

96$-
o N-S
9 E-W
HEIGHT
(KM) 9?
so
16
-100 -0 -60 -40 -201 21 40 60 0 1
SHE.R (ISKM)
Figs. 32d and 33d
- 189 -
ELAGABULUS
4 JUNE 194S 134*56 AS T
122
* 0
120 - 0 40
0
lie -0
116 -- 0'& 0.
114 -
a
112
110 -- & 0
& 0
990
" t06 6 0
0
- 104 -
102
100 -
WIND COMPONENTS &
go - 0 &N-S
N-S UP TRAIL
DOWN TRAIL
96- -W UP TRAIL
g&-- 4 -w DOWNTRAIL0
94 .
92 --
go
90 --
_ I I I I I . II ., , A
-140 -120 -100 -S0 -60 -40 -20 0 20 40 60 so

VELOCITY (M/S)
Fig. 34a
- 190-
ELAGABULUS
I 4
I JuNe
I
'1'I s . ' I I :3456
I I ALT I
WIND VEfCLI TY 00
0 DOWN TRAIL a
Is -
lie . 0 0
114 -
Ile
112 -
00
0
0
10 - 00
0
~I00
:04 ,- 0
0
102
eos
100
e los 4@ 600 ,0 4 O
96
94 0
92 00
0 0
90 -
V J-I II I I I
0 It 49 60 60 100 120 140 160
VEIOCITY (M/S)
Fig. 34b
- 191 -
ELAGABULUS
4 JUNIE 15 134'56 AST
WIND HEADING l o
0ao- UP TRAL 0.
0 DOWN TOIAL
III -
114 -.
oil
100
96-
90-
.... I . m i._I .. .
0 40 60 0 160 200 240 260 320 360 40 s0
360 0
HEADING (DEGREES)
Fig. 34c
- 192 -
ELAGABULUS
4 AN* 1965 01"34" 5O AST.
SI , -..... E~I m.EEIm.., ..-. E.h mu' .
120
116
114
112
O N-S
HE0 0*E-W
(KCM)
106
114
102
too
96
'4
92
90 -
-1to -80 -u -0 -23 20 4 60 0 100

$HEM (M/IWKM)
Fig. 34d
- 193-
FABIUS
4 JUNE ISS 03,317:00 A.&T.
I I I I I Ij
112
110 WIND COMPONENTS
104
IOS
92
soN-
-10o -SO -00 -40 -00 0 20 40 so so 100 120
VELOCITY (m/S)
Fig. 35a1
- 194-
FARIUS
4 1JNE 00
I l ' I I I I A.ST.
03:17:00 I
WIND
wo VELOCITY 110 WIND HEADING
102
90 00
96 00
94 54
92 - 9
0 20 40 S0 120 150 200 240 2S0 320. 30

VELOCITY (M/S) HEADING IN DEGREES
Fig. 35b Fig. 35c

-195-
FABIUS
4 JUNE 1965 03:17: 00 A.S.T.
I I .5I I I I I
114 -
112 WIND SHEAR COMPONENTS
llO - 1
N-S
i-W
108
106
104
f02
HEIGHT
(KM)
96-
94
92"
go|-
I I, I I i I i i i I
-100 -60 -60 -40 -20 6 20 40 0 s0o 100

$HE.M (M/4/KM)
FLS. 35d
- 196 -
OVID
9 JUNE 1965 21:57.00 AST
I I I I 'II ' I"
WIND
COMPONENTS
7I
Z oN-S
e E-W
h* gIIJ 1
VELOCITY (M/S)
CICERO
9 JUNE 1965 23:57:50 AST
1114 -COMPONENTSWIND
102
z
.- 37
^ II
34 "-1 60 -4 -20 1 . E-W
32
I 1 I I I I I I I
-Il-I0 -tll-i -4 -0 23H 46 60
VELOCITY (M/S)
Figs. 36a and 37a
- 197 -
OVID
9 JUNE 1965 21:57:00 AMT.
I I I I I I
WIND WIND
VELOCITY HEADING
102- 102-
- N -

Fig. 36b CICERO Fig. 36c
9 JUNE 1965 23:57:50 A.ST.
WIND WIND
SVELOCITY HEADING
U I-
I--
II
14- 14
12 12 -
I I I I I I , I
20 40 60 M 160 200 240 230
Fig. 37b Fig, 37c
- 198 -
OVID
9 JUNE 1965 21:57:00 A.S.T.
I I J I I I I I
104 WIND SHEAR COMPONENTS
102 o N-S
0 E-W
WEIGHT
1KM)
foe -
36
'4 ft
i i I I II a
I I I
-i -N -60 -4 -20 0 20 40 U U IN
CICERO
9 AfNE 1965 23:87:50 A.S.T.

0N.S
102
I 0 E.W
"HEIGHT
(KM) 98
96
'4
92
'I I I I I II a
I I I
-10 -30 -60 -40 -20 0 20 40 60 I8 100

SHEAR (M/S/KM)
Figs. 36d and 37d
-199-
PLINY
10 JUNE 1965 21.07.00 A.S,..
t 1 1. 1 1 1 1
WIND COMPONENTS
102
E-
100
98
-0-0 -6 -20 .0 20 ag 6 11
VELOCITY (MIS)
Fig. 38a
Il10 WIND VELOCITY 110 - WIND HEADING
so0- 101
106 -106
HEIGHT (KM)
104 104
102 -102
100 100
to so
20 40 60 00 a 100 140
VELOCITY (MIS) HEADING (DEG)
Fig. 38b Fig. 38c
- 200 -
PLINY
1 AM 1965 11:07O0 A.S.T.
S114
I
112 -
o N-S
110 " * E ',W
1U
I
102
HEIGHT
(KM)
96 -
94
92"
o-
-IN - U -u -0 -20 0 20 40 N 0 100

SHEAR (M/WM)
FLg. 38d
- 201 -
9.0 RESULTS OF SPECIAL EXPERIMENTS (Reported by BL)
9.1 250 MHz Telemetry Experiments
Rounds LUCRETIA, CICERO and DIANA (Nos. 14, 16, and 17)
were instrumented with Schoenstedt magnetometers and thermistor
temperature gauges. The purpose of the tests was to demonstrate
the feasibility of using flux-gate magnetometers on HARP vehicles.
Since the flux-gate magnetometers are temperature sensitive, a
thermistor was located in the vicinity of each magnetometer to
record the in-flight temperatures experienced. The location of
magnetometer and thermistor in the 2C vehicle is shown in Fig. 39.
The telemeter consisted of a 250 MHz FM transmitter
coupled to a nose-spike antenna and modulated by two subcarrier
oscillators, one for the magnetometer and one for the thermistor,
operating at nominal values of 40 KHz and 10.5 KHz respectively.
The antenna pattern for this antenna-transmitter configuration
is shown in Fig. 40. The pattern shows a null at the rear of the
vehicle.
Fig. 41 shows the arrangement of instruments in the
ground station. The flight data were recorded on magnetic tape
and for some of the data on an oscillograph recorder. The
receiving antennas were eight-turn helices with nominal gain of
10 db.
In the following sections, the results from LUCRETIA,
CICERO, and DIANA are described in detail.

0
00
4n0
w-
wUJ
LjJ
lo- 0
45U
2U J
r~di~imL VPj
OISWOH3149A.
FIG.40 MARTLET 2C ANTENNA PATTERN
- 204-
'T0 016ft11 5 .4s DteftEes
N7 141ILICAI. AmirEtatAS
PREt4PP1RE-AMP
P~rL-Af4PRECORDER TAPE
60 IN/St
lI
FIG.IIBLOK
DIGRA4 FR GRUNDSTAION ELEETR I
( NRAo. )
- 205 -
9.1.1 Round No. 14 - LUCRETIA
Telemetry signals were received from round LUCRETIA for
the first ten seconds of flight, after which the signals were lost
until about T + 210 sec. Data were received from T + 210 to T + 29-1
sec. The received signals indicated that both subcarriers were
functioning but had been shifted considerably off centre frequency.
The magnetometer channel subcarrier had shifted about 6 KHz (12.per-
cent) and the temperature channel subcarrier had shifted about
800 Hz (8 percent). A shift in transmitter frequency of 2 MHz was
also observed after launch.
The data from the magnetometer channel show that the
Schoenstedt device survived the gun launch and was able to perform
during flight. Although the severe subcarrier centre frequency
shift may have resulted in a change of input sensitivity, the data
have been treated as though the ground calibrations were valid.
Fig. 42 shows envelope of the peak magnetic field intensity observed

during the latter portion of the flight as a function of flight time.
Fig. 43 shows the roll rate for the 2C vehicle as derived from the
magnetometer data.
The temperature data channel indicated that the bead
thermistor functioned during the flight. Fig. 44 shows the reduced
temperature data, corrected for subcarrier centre frequency shift.

A maximum temperature of about 150 deg F was observed at the inter-
ior of the 2C vehicle.
The ground calibration data for LUCRETIA are shown in
Table XV.
- 206 -
0
PAPE
0w
00
cu J
hi
0 0 0
ao en
(Nvaci~'
N~ '.
*i.Lat~oww a3VIS
. ww"LL
-207-
0
Uw
0
0-
C-CU
zn
0
I.j
-10
00
o No
-208 -
0
cu
0
co
fu
LUI
0
'0
cu
LL
0
Izn
IFu
00
IIn
to (n c
3bn.Lu~dt4.L QV1X~I
- 209 -
TABLE XV
GROUND CALIBRATION DATA FOR ROUND LUCRETIA
Magnetometer Thermistor
Normal SCO SCO

Magnetic Field Frequency Temperature Frequency
(milligauss) (Hz) (deg F) (Hz)
+600 38,930 77 9,760

500 38,290 85 10,000
400 39,688 125 10,500
300 40,177 230 11,000
200 40,605
100 41,080
0 41,680
-100 42,196
-200 42,692
-300 43,170
-400 43,611
-500 44,030
-600 44,400
- 210-
9.1.2 Round No. 16 - CICERO
Telemetry signals were not received from round CICERO
until T + 206 sec and transmission lasted until T +300 sec.
Again, beth subcarriers functioned and some data were obtained.
A centre frequency shift of about 6 KHz was observed on the
magnetometer channel. It is not possible to assess the amount
of centre frequency shift on the temperature channel because the
zero reference frequency was not measured before launch. An
unusually large shift in transmitter frequency of 12.5 MHz was
observed, although in part attributable to drifting during the
flight.
Despite the substantial centre frequency shift, the
magnetometer data have been treated as though ground calibrations
were valid. The results for the portion of the flight over which
data were received are shown in Fig. '45. Roll rate data were
derived from the magnetometer channel and are shown in Fig. 46.
Because of the absence of preflight zero reference data,
it is not possible to construct a temperature profile from the
temperature channel data. The flight data are shown in Fig. 47
in terms of frequency versus time.
The magnetometer and temperature ca'libration data are
listed in Table XVI.

-211
0-
-a 5-
LiAI
0 :
IAI
"o Iw
10
0 0 o
'0 0W
(sunvortiw) m.!,N3ti.Ls 0-131.4 31LSNIDVL 03OAJSS

-212 -
o -I
C', l
.j cu
Li.I
L) 0U
00 inWLL
cu
~(Sdo) aa.LVU 'iou

-21A
IX- 0
I-tin
U.Jz
w Lis0
- W OW
cu L
cu
ci0
(9)X &:Nnb8
- 214 -
TABLE XVI
CALIBRATION DATA FOR ROUND CICERO
Maxnetometer Thermistor
Normal SCO SCO

Magnetic Field Frequency Temperature Frequency
(mill igause) (H)(eL..) (HzL)
+600 37,981 77 10,530
500 38,369 85 10,810
400 38,802 105 11,170
300 39,267 130 11,380
200 "39,765 150 11,760
100 40,302
0 40,850
-100 41,415
-200 41,921
-300 42,406
-400 42,855
-500 43,276
-600 43,648
,I
- 215 -
9.1.3 Round No. 17 - DIANA
Intermittent telemetry signals were received from T + 55
to T + 85 sec, the total duration of transmission amounting to
only a few seconds during this i',:erval. The transmitter frequency
shifted a substantial 16.5 MHz after launch and recorded signal
strengths were quite weak. A broken antenna is indicated. The
received signals showed the magnetometer and bead thermistor to
be functioning during the flight but the data were fragmentary
and not worth presenting.
9.1.4 Remarks
In general, the telemetry performance was poor. The
three telemeters failed to transmit over most of the flight path.
It is tempting to ascribe this failure to the poor antenna pattern
associated with the 2C nose-spike antenna and the unfavorable
location of ground receiving antennas, but this seems unlikely to
be the correct explanation. In one of the three shots, LUCRETIA,
the transmitted signals, were strong at loss and at reacquisition.

When transmission was finally received from CICERO, the received
signal was strong and came on abruptly. With a poor antenna
pattern, one would expect fading out and fadiLg in of the trans-
mitted signal. Moreover, if the pattern is to blame, one would
expect uniform behavior of all shots. DIANA, however, shows

transmission during the supposedly "blacked out" part of the
trajectory (from say T + 20 to T + 200 sec). Certainly the

Nt
-216-
antenna design is not optimum for use at Barbados, but the trans-
mission failure in mid-flight must be ascribed to other causes.
Ablation effects, transmitter frequency "Jump", and aerodynamic
heating, or component failure might account for the trouble and
should be explored.
The substantial shifts observed in both transmitter and
subcarrier oscillator frequencies on launch indicate the need for
circuit revisions and greater attention to component selection
and preflight testing. Zero reference measurements should be
provided in-flight on all subcarrier oscillators. A two-point
calibrator would be preferable.
Shots LUCRETIA, CICERO, and DIANA did demonstrate that
flux-gate magnetometers could be used in HARP flights. Internal
temperatures of the order of 150 deg F have been measured,
which shows a need for circuit temperature compensation.

- 217 -
9.2 1750 MHz Telemetry/Lanmutr Probe Results
9.2.1 Introduction
This section describes the experimental results obtained
from four rounds equipped with the BRL 1750 MHz telemetry system.
In one of the rounds (No. 2, Martlet 2A - RUFUS), the telemetry
package was parachute-borne and had bead thermistors for ambient
temperature measurements. The three other rounds, using the
Martlet 2C - Mod. 1 vehicles, were instrumented with aspect
magnetometers and Langmuir probe sensors. These rounds were
No. 11 - BRUTUS (DC Langmuir probe), and Nos. 4 - IRE and 12 -
JANUS (AC Langmuir probes).
9.2.2 Test Obiectives
The test objectives were as follows:
1. To conduct field tests of the BRL 1750 MHz telemetry/
sensor system in the Martlet 2 projectiles to supplement the
previous tests of the telemetry system at Wallops Irland in the
5-inch gun projectiles.
2. To conduct the first test of the BRL 1750 MHz modified
GMD angle tracking system on Martlet 2 projectiles.
3. To make additional payload-temperature measurements

to supplement those previously made.
4. To conduct the first test of the parachute temperature
sensor system, and
5. To conduct the first tests of the DC and AC Langmuir
probes on the Martlet 2 projectiles.

- 218 -
9.2.3 Instrumentation Flown
The parachute temperature-measurement payload (Fig. 48)
consisted of a 1750 MHz FM transmitter (approximately 100 milli-
watts); a subcarrier oscillator at 10.5 kilocycles; an 8 x 5

commnutator to sample four temperature sensors (bead thermistors)
located on the parachute shroud lines, one sensor in the payload,
and two calibration voltages; a "sloop" (slot-loop) antenna; a
nickel-cadmium battery; and an acceleration switch. The payload
was to be ejected from the rear of the projectile by a fuse-
initiated powder charge after 120 sec of flight.
The ion and electron density measurement payloads
(Fig. 49) consisted of a 1750 MHz FM transmitter, two subcarrier
oscillators, an 8 x 5 commutator to sample the Langmuir probes*,
a flush resonant cavity antenna, battery pack, and acceleration
switch. An aspect magnetometer to measure spin rate and attitude,
and sensors to measure on-board temperatures also were carried
on each of these rounds.
9.2.4 Test Results
The BRL 1750 MHz telemetry transmitter survived the launch
acceleration on all four Martlet 2 rounds fired at Barbados (about
20,000 g for 35 milliseconds), and the signals were received im-
mediately after launch without retuning the receiver (the re-
liability of the transmitter has now been demonstrated by six
successes in six gun firings to date).
* Developed under contract by GCA Corporation.

-219
-LJ
I-
LaJ
LaI
U-
- 220 -
-4
o
i'- ' 4J
- 221 -
The two new types of antennas designed for the Martlet 2
payloads provided strong signals during the portion of the flight
when the projectile axis was directed toward the receiving site.
Some minima were observed when the projectiles yawed or pre-
cessed.
Signals were received from the rounds RUFUS (which did not
eject), BRUTUS and IRE for 223, 240 and 233 sec respectively, with
some breaks in the received-signal records. A continuous signal
was received from the round JANUS. for 210 sec, with nc breaks in
the record. The signals from all rounds ceased on descent, prior
to impact, probably due to cutoff of the transmitter from aero-
dynamic heating effects.
Angle tracking data were obtained with the modified GMD
tracking unit during three of the four Martlet 2 firings. The
tracking unit was inoperative during the fourth firing due to a
circuit breaker failure. On one round, IRE, which veered off
course more than 100 deg after launch because of a damaged fin,
the modified GMD tracking unit was the only tracker which suc-
ceeded in acquiring and tracking the projectile. The tracking
data for the round JANUS are shown in Fig. 50.
On-board temperature data collected near the transmitter

units (which were located at the rear of the projectiles in the
vicinity of the fins) were obtained from the rounds. These data
indicated that the transmitter temperatures had reached 67 to
69 deg C when the transmission ceased. Apparently, the increased
current drawn by the heated transistors caused the transmitters to
fail.
- 222 -
Good DC Langmuir probe data were received from the round
BRUTUS (Fig. 52). The electron densities agree very well with
these expected in the D-region of the ionosphere between 65 atid
110 kilometers. A collector current of 1.7 x 10-6 amperes was
observed at launch which decreased to 4.0 x 10-8 amperes during
the first 50 seconds of flight. This phenomenon was probably due
to shunting contaminants on the surface of the nose tip collector
which evaporated or burned off during flight. The same effect
has been observed on rocket flights.
The AC Langmuir probe data from the round IRE were
impaired by a failure of the telemetry subcarrier oscillator;
however, a backup commutated subcarrier oscillator did provide
some AC Langmuir probe data which is being evaluated by the
GCA Corporation. No AC Langmuir probe data were obtained from
the round JANUS. This result was probably due to a transistor
failure.
9.2.5 Problem Areas
Interruptions were observed in the telemetry signals
from three rounds, RUFUS, BRUTUS and IRE. These breaks were
ptobably due to abrupt -requency shift. (causes unknown) and
antenna pattern nulls. However, the slow frequency drift of the
transmitted signals due to aerodynamic heating was easily fol-
lowed by manual tuning of the telemetry receiver. The latter
frequency shifts were only 14 to 44 MHz or 0.8 to 2.5 percent
changes.
qo- -223-
80clkX ELEVATIONJ ANGLE
TO APOGEE
Lif
0 SIGNAL L05T
o
4 Ito
w I
VV
-j 0 -I O0
So-,
0
ROUND JANUS
AZUT5 AUNE 1I965
P. u III I -00Z
so X(RADAR DATA
0 ;0 100 [so 200 aso 300

TIME FROM LIFT(SECONDS)
F1 G.50 G MD TRACKING DATA FOR ROUND :)ANUS;
AZIMUTH AND ELEVATION ANGLE VS TIME
p(S/2w )ION3B&D 2 - 224
0
c"
A'
/ c H
r)i
00*
iz
ww
LflZ
zz
wD
w wn
ILa
I.- (n
0
I.... N i l. 0 LL...
An an0in 00i
Intn vS % qn
09.) 3HflYV3dW3.L
-225-
LL.
>-
W -
4W
CL
0-
ow 3iz i
;i 1
*1o 0
Z o w 0
Cu -310:3I-
-~ ~ ir La I anji,
LMJR~I
- 226 -
An indication of fuze and charge activation was obtained
at 100 sec of flight on the parachute round, RUFUS, However, the
parachute payload was not ejected as was indicated by the constant
spin rate of the projectile (measured by the telemetry AGC signal)

and a fall rate of the payload which matched that of the projectile.
Ejection failure may have resulted from the inability of the fiber-
glass plug at the rear of the projectile to strip the holding cap
screw,
A preliminary checkout of the AC Langmuir probe on the
round IRE, disclosed a failure of one of the transistors, probably
due to poisoning by the potting compound. However, a pre-flight
test showed that the transistor was working properly. The same
self-curing effect had been observed previously in the laboratory.
.1
1'
- 227 -
10.0 SUMMARY AND CONCLUSIONS
The May/June test series had the two principal objectives,

as outlined in Chapter 1, of a continuation of vehicle development and
reliability tests, and the gathering of scientific data. The results
of this test series are summarized in the following by-di-scusing
(1) gun performance, (2) vehicle performance, (3) payload performance,
and (4) the scientific results obtained from the experiments.
10.1 Gun Performance
The gun ballistic perforn:uce with MSM.220 propellant
was satisfactory and in agreement with previous results. A Mart-
let 2C of 186 lb vehicle weight achieved record apogee of 444,000 ft
(135 km) with a breech pressure of 48,000 psi, i.e., still well
below the capacity of the gun. In one round the gun was evacuated;
there was, however, no indication that this had an effect on the
muzzle velocity.
10.2 Vehicle Performance
The performance.of the Martlet 2 vehicle proved satis-
factory. In some of the firings, specifically those with a large
charge load, a large azimuth dispersion was observed, caused by a
pusher plate and gun barrel problem. Appropriate modifications
were made which eliminated the dispersion.
In both Martlet 3B firings, the fins were stripped in the
barrel; this, however, could evidently not be attributed to a
vehicle structure problem as in later firings in another barrel

- 228 -
and under the same conditions, the configuration emerged undamaged.
The fin stripping appeared to be caused by residual rifling showing
up in the first twenty feet 'of:.travel. Recovered .fin parts indicated
that failure could have been from this source. Spin has been
observed on the vehicles at launch. Future efforts will be directed
towards barrel reboring to eliminate the rifling entirely.
10.3 Payload Performance
TMA trails were obtained in all night firings although
some of them were of poor quality. This was in part due to bad
weather conditions. In a later test series it was also discovered
that the TMA piston did not work properly under excessive rebound
loads in the TMA payload. This problem was then overcome by using
new pistons.
The Lockheed system of fluid support for a grain within
a case was flown successfully*. It was clearly demonstrated that
the end-burning propellant configuration supported in the motor
chamber by fluid could endure high launch acceleration... The epoxy
potting support technique was also shown to be satisfactory. More-
over, a radiographic inspection of a recovered motor indicated that
no cracking or permanent deformation had taken place during launch.
Tests with the pyrotechnic fuze ejection system were not
successful. Ejection failure was observed in all three rounds,
although there was an indication of fuze and charge activation in
* A detailed report will be issued in the future.

- 229 -
the round RUFUS.
The 250 MLz telemetry performance was not satisfactory

since the three telemeters failed to transmit over most of the
flight path. The 1750 MHz telemetry system, however, performed
properly.
The test flights with flux-gate magnetometers demonstrated

clearly that the magnetometers survived the high launch acceler-
ations and were able to perform during flight.
10.4 Scientific Results
Synoptic wind measurements were obtained in three nights,

resulting in wind shear data during these nights near the 100 km
altitude level. Good electron density results were obtained with
Langmuir probes, indicating a density distribution in the D-layer
as expected.
10.5 Conclusions
In general, the test series met the objectives set,
demonstrating that gun launching of rockets with end-burning type
grain is feasible, and that flux-gate magnetometers can be used
in HARP vehicles. The modified angle-tracking system also proved
satisfactory.
In addition, useful scientific information was obtained.

- 230 -
The series showed, however, that the ejection system is not yet
operational and requires modification. Furthermore, as a result
of the poor performance of the 250 MHz telemetry system, invest-
igations are indicated on ablation effects, transmitter frequency
"jump" and aerodynamic heating: as well as component failure as
possible causes for the unsatisfactory telemetry performance.

- 231 -
REFERENCES
1. Bull, G.V. and Report on the March 1965 Test

Luckert, H.J. Firing Series, Project HARP,
Rep. SRI-H-R-9, July 1965.
2. Space Instruments a) Photographic Prints of TMA

Research Releases HARP Series, 3-11 June
1965, Vols. #1 and 2, July 1965.
b) Upper Atmosphere Winds from

Gun Launched Vertical Probes,
Tech. Report #1, November 1965.
-Al-
APPENDIX A - RADAR RESULTS
1. APPIUS 2. RUFUS
MPS-19 M-33 HPS-19 M-33
Time Altitude Range Altitude- Range Altitude Range Altitude Range
(sec after
launch) (ft) (ft) (ft) (ft) (ft) (ft) (ft) (ft)
10 44,000 4,250
15 55,500 6,800
20 81,000 8,200 82,300 9,200 87,500 8,750 71,900 8,050
30 115,000 12,000 119,000 12,500 111,200 13,600
40 145,200 15,500 147,000 16,000 142,100 17,900
50 172,800 20,000 175,000 19,300 172,500 20,000 169,200 21,700
r 60 197,000 23,400 194,200 23,000 190,400 24,700
70 218,000 26,600 213,000 27,000
80 235,000 33,800 228,800 30,500
90 250,200 36,800 241,000 34,000
100 262,000 38,500 250,300 39,000
110 270,700 41,000 256,500 42,200
120
5. MARIUS 6. NERO
10 49,650 4,500
13 77,840 5,465
20 93,000 8,250 94,700 7,105 86,300 7,800
25 99,500 7,560
30 133,400 12,300 133,300 10,830 121,100 11,750
40 170,300 15,300 173,300 14,680 156,000 17,420
50 204,000 18,000 206,630 17,900 184,300 18,600
60 234,300 20,300 234,900 20,620
70 261,900 22,200
80 285,800 26,700
90 307,200 30,800
100 324,700 '36,800
110
120
-A 2-
APPENDIX A - RADAR RESULTS (Cont' d)
7. ELAGABULUS 8. FABIUS
MPS-19 M-33 MPS-19 1M-33
Time Altitude Range Altitude Range Altitude Range Altitude Range
(sec after
.launch) ,(ft) (ft) (ft) (ft) (ft) (ft) (ft) (ft)
10 52,500 3,750 49,500 3,500

.20 97,500 6,900 92,800 6,500
30 138,500 10,800 132,000 9,250
40 176,700 14,000 177,000 13,400 168,000 12,000
50 211,800 16,800 212,200 16,500 201,300 14,500
60 243,800 18,750 244,100 19,300 231,000 17,500 234,400 19,70C
70 272,500 20,8-50 258,000 21,500 259,300 22,OOC
80 298,300 22,500 281,800 24,800 282,600 24,20C
85 292,800 25,10C
90
100
110
120
9. GRACCHUS 10. SPARTA
10 50,800 7,200 42,000 .5,900

20 93,800 13,700 93,300 13,900 76,500 11,000 77,300 11,300
30 134,300 20,300 134,100 20,400 108,000 16,300 108,300 16,700
40 171,000 26,400 172,200 26,600 136,000 21,500 136,200 22,000
50 205,300 32,800 206,200 33,100 161,000 27,300 161,6.00 27,100
60 235,800 37,800 236,100 39,900 183,000 30,500 183,100 31,600
70 264,000 42,300 263,900 45,950 201,800 35,000 202,100 37,600
80 288,300 46,800 217,000 40,500 217,100 43,400
90 310,500 51,800 229,500 44,500 229,700 45,900
100 238,800 47,000
110
120
-A3-
APPENDIX A - RADAR RESULTS (Cont'd)
11. BRUTUS 12. JANUS

MPS-19 M-33 MPS-19 M-33
Time Altitude Range Altitude Range Altitu'6 Range Altitude Range
(sec af-
ter launch) (ft) (ft) (ft) (ft) (ft) (ft) (ft) (ft)
10 51,200 7,900 51,000 7,350

20 96,200 15,000 93,500 14,560 95,000 13,950
21 101,800 14,790
30 137,600 21,900 134,500 21,720 136,500 20,600 135,860 20,430
40 175,500 30,000 175,200 28,900 174,500 27,000 178,800 27,520
50 210,500 36,400 211,600 36,500 208,800 33,800 210,170 33,525
60 242,900 42,000 240,200 41,900 240,300 39,300 240,400 40,860
70 271,900 46,400 268,800 45,000 268,300 45,810
80 297,400 51,500 294,200 50,100
90 316,500 55,000
100 336,000 59,300
110
120
14. LUCRETIA 15. OVID
10 51,450 8,100 48,000 8,400

20 96,380 15,500 90,000 15,000
21 97,490 15,800
25 109,500 18,000
30 137,900 22,800 127,500 22,200 127,900 21,400
40 175,500 29,900 162,300 28,630 162,400 28,720
50 210,800 36,000 194,100 34,500 195,400 34,970
60 243,000 42,000 222,800 39,800 223,100 40,940
70 270,800 52,800 271,800 50,800 248,900 44,500 252,000 46,700
80 296,850 58,500 271,500 48,300
90 317,100 74,600
100
110
120
-A4-
At,~DVCA -RADAR RESULTS (Cont'd)
16. CICERO 17. DIANA

MPS-19 M-33 MPS-19 M-32
Time Altitude Range Altitude Range Altitude Range Altitude F
(sec af-
ter launch) (ft) (ft) (ft) (ft) (ft) (ft) (ft)
10 48,900 6,450 49,500 7,500

15 72,900 11,400
20 91,200 12,900 89,940 12,830 91,800 13,950 91,950 1
25 115,400 1
30 130,200 19,500 131,300 19,200 131,700 21,000 132,300 2
40 165,000 25,500 165,000 26,200 167,900 27,800 168,600 2
50 198,000 30,900 199,340 33,200 201,000 33,900 201,400 3
60 226,800 39,400 232,640 39,300 231,000 39,800 231,300 4
70 253,500 43,500 254,000 45,000 258,000 45,900 257,600 4
80 276,800 41,400 276,500 51,510 281,700 51,000
.90 297,200 51,000 303,000 55,200
100 314,200 54,300 320,700 60,000
110
120
18. PLINY 19. QUINTUS

10 54,600 7,200 54,000 4,500
20 102,000 13,200 102,000 9,300
30 146,300 19,500 147,000 13,700
40 107,500 27,300 188,700 18,500
50 225,000 31,500 225,000 33,000 226,950 22,800 232,300 2
60 260,600 36,000 (approx) 262,800 26,300 263,400 2
67 285,200 2'
70 292,400 43,500 294,600 30,000
80 321,000 48,000 324,000 33,300
90 349,800 36,300
100 373,200 39,000
110
120
-A5 -
APPENDIX A - RADAR RESULTS (Cont'd)
S titude 1
MPS-19
20. HADRIAN
M-33
Altitude
frAltitude
Time after
(sec Range Rane
-launch) (Ift (ft) (ft) (ft)
10 53,900 3,900
20 101,300 7,500
30 146,100 11,250
40 187,500 14,550 189,400 14,600
50 225,300 17,240 i 226,600 17,800
60 260,900 19,800 261,000 20,800
70 292,800 21,630
80 321,200 24,800
90 346,800 29,400
100 367,200 33,800
110 386,700 35,900
120 405,000 39,800
130 415,500 40,700
lb.
_____ ___
____ _____ -.-.... J .. '- . .

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UNCLASSIFIED

NEW LIMITATION CHANGE

USAMC ltr, 3 Jul 1967

THIS PAGE IS UNCLASSIFIED

/ Prepared under U.S. Army Contract No.

Canadian DDP Contract No.

TEST FIRING SERIES

In cooperation with the Staff of the

SPACE RESEARCH INSTITUTE

FREE FLIGHT AERODYNAMICS BRANCH

Work performed under

This report is a review and analysis of results of the

eleventh test firing series of Project HARP with the Barbados

16.4 in gun. The test series consisted of twenty rounds which

were fired in the period 31 May to 12 June, 1965.

The general objective of this series was the gathering

of scientific data, specifically wind shear data, and the con-

tinuation of vehicle development and reliability tests.

Eleven rounds carried TMA release payloads for wind shear

measurements in synoptic firings during three nights. In three of

erature gauge and a magnetometer for temperature and magnetic field

measurements. Modified Martlet 2C vehicles were instrumented with

1750 MHz telemetry and Langmuir probes, as well as with a magnet-

ometer and temperature gauges, for electron density measurements

in the upper atmosphere. Ejection tests with S-band chaff and

parachute-suspended telemetry were also included in this series,

and the structural performance of rocket grain at high launch accel-

erations was tested in two rounds.r .

The series was, in garneral, successful in meeting the set

objectives. The mechanical performance of the gun system proved

satisfactory, and the ballistic performance with M8M propellant

confirmed previously obtained results. A record apogee of 444,000 ft

imately 6,100 ft/sec, a vehicle weight of 186 lb, a shot weight of

416 lb, and a breech pressure of 48,000 psi.

The performance of the vehicles proved good. In some cases

a large azimuth dispersion was observed which, however, was traced

back to a pusher plate and gun barrel problem; appropriate modifi-

cations eliminated the dispersion. In two Martlet 3B firings the

fins were stripped in the barrel; this could also be attributed to

defects in the barrel since, in later firings of these vehicles under

the same conditions in another gun barrel, no fin damage occurred.

In all eleven TMA night shots, trails and their photographs

were obtained, although cloudy weather conditions made the evaluation

burning type rocket grain, manufactured by Lockheed Propulsion

Company, were highly successful in that the grain survived acceler-

by X-ray photographs of a recovered motor.

Three test flights with the objective of demonstrating the

feasibility of the use of flux-gate magnetometers on HARP vehicles

electron densities obtained agreed well with those expected in the

D-layer of the ionosphere.

Ejection tests with the BRL-designed pyrotechnic fuze

form was not useable.

This report, following the pattern of the report on the

previous test series (SRI-H-R-9) contains brief descriptions of the

various vehicle configurations and their payloads, as well as detailed

performance data of all rounds. This is complemented by an analysis

of test results and instrumentation, discussions of ballistic per-

formance of the gun, presentation of tables and graphs of wind shear

data obtained in this series, and a compilation of the results of

the telemetry experiments.

The work described in this report was carried out as

part of the continuing HARP program. As such it has been a

(SRI) of McGill University and the personnel of the Ballistic