NPS67-82-002

NAVAL POSTGRADUATE SCHOOL

Monterey, California

THESIS
16-INCH GUN-LAUNCHED ANTI-SATELLITE WEAPON

by
Joseph John Natale

June 1982

--_J

Thesis Advisor: A. E. Fuhs

Approved for public release, distribution unlimited

Prepared for:
Defense Advanced Research Projects Agency A V "
1400 Wilson Boulevard
Arlington, va 22209 2 06
.82 09 1 6 004,
 NAVAL POSTGRADUATE SCHOOL
Monterey, California
Rear Admiral J. J. Ekelund David Schrady
Superintendent Acting Provost

This thesis prepared in conjunction with research supported

in part by the Defense Advanced Research Project Agency.
Reproduction of all or part of this report is authorized.

Released
! Technical asRepo
a Y:--

W. M. Tolles
Dean of Research

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Defense Advanced Research Projects Agency UNCLASSIFIED
1400 Wilson Blvd.
Arlington, VA 22209 WS&WkIAtWoWNSoN

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Approved for public release, distribution unlimited

D?ISNIOUFI@N STATEMENIT M .ue d 4008004H #A DIVIN 20. It AEfftmmU OW ROOMat)

.4 1. SUPLEMo.$Eim[NANY tMOVWS

Gun-Launched, ASAT, Anti-Satellite

26. ASSACT IC,10~10 40 0~9 aIt "jg..wId

00018 smle 6F 66W a
This thesis determined the feasibility of developing a 16-inch,
gun-launched anti-satellite weapon. The general performance
capability of rocket-and scramjet-boosted, gun-launched vehicles
is examined with regards to propelling a miniature homing vehicle
to a satellite intercept altitude. Rocket and scramjet boost
vehicle performance is modeled and optimum trajectories are
determined. A low gun elevation at launch and a pop-up manuever
Do IVO I V Of 18OSOI

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.are required to maximize the scramjet boost vehicle acceleration

potential. The rocket boost vehicle is capable of intercepting
a low altitude'satellite without a pop-up manuever from a
gun elevation of 4~5 degrees. Both boost methods provide apogees
consistent with the intercept of known Soviet Electronic Intelli-
aence Oqean Reconnaissance satellites, EORSAT, and Radar
Ocean Reconnaissance satellites, RORSAT.

4
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 Approved for public release, distribution unlimited

16-Inch Gun-Launched Anti-Satellite Weapon

by

Joseph John Natale

Lieutenant, United States Navy
B.A., University of California, Los Angeles, 1975

Submitted in partial fulfillment of tie

requirement for the degree of

MASTER OF SCIENCE IN ENGINEERING SCIENCE

from the

NAVAL POSTGRADUATE SCHOOL

June 1982

Author:

AThesis
Advisor

ai an, D rtment of Aeronautics

jean-of Science and Engineering

3
 ABSTRACT

This thesis determines the feasibility of developing a

16-inch, gun-launched anti-satellite weapon. The general

performance capability of rocket-and scramjet-boosted, gun-

launched vehicles is examined with regards to propelling a

miniature homing vehicle to a satellite intercept altitude.

Rocket and scramjet boost vehicle performance is modeled

and optimum trajectories are determined. A low gun elevation

at launch and a pop-up manuever are required to maximize the

scramjet boost vehicle acceleration potential. The rocket

boost vehicle is capable of intercepting a low altitude

satellite without a pop-up manuever from a gun elevation of

45 degrees. Both boost methods provide apogees consistent

with the intercept of known Soviet Electronic Intelligence

Ocean Reconnaissance satellites, EORSAT, and Radar Ocean

Reconnaissance satellites, RORSAT.

II

4
 TABLE OF CONTENTS

I.INTRODUCTION--------------------------------------- 7
I.BACKGROUND AND DEVELOPMENT-------------------------- 8
A. THE MINIATURE ANTI-SATELLITE VEHICLE ------------ 8

B. THE 16-INCH, 50-CALIBER NAVAL GUN --------------- 8

C. 16-INCH GUN ASAT WEAPON------------------------- 10

1. Target Altitudes---------------------------- 10
2. Mission Profile----------------------------- 10

3. Physical Characteristics-------------------- 12

II.BOOST VEHICLE--------------------------------------- 13

A. SCRAMiJET---------------------------------------- 14

1. S.cramjet Background------------------------- 14

2. Scrarjet Model------------------------------ 14

a. Comb~ustor------------------------------- 15

b. Inlet------------------- ---------------- 22
c. Scramjet Thrust Data-------------------- 26

d. Curve Fit for Scramjet Performance---- 26

e. Scramjet Vehicle Design---------------- 29

B. ROCKET------------------------------------------ 33
1. Rocket Background--------------------------- 33

2. Rocket Model-------------------------------- 33

a. Rocket Thrust--------------------------- 33
b. Rocket Vehicle Design------------------- 34

5
 IV. HYPERSONIC AERODYNAMICS -------------------------- 36
A. HYPERSONIC AERODYNAMIC FORCES ---------------- 36

1. Case One: A7=0 --------------------------- 38

2. Case Two: A7<A3-------------------------- 38

3. Case Three: A7>A3 ----------------------- 38

4. CD and C L -------------------------------- 41
B. CONTROLS------------------------------------- 43

1. Forms of Control------------------------- 43
V. TRAJECTORY OPTIMIZATION-------------------------- 45

A. OPTIMUM SCRAMJET TRAJECTORY ------------------ 45

B. OPTIMUM ROCKET TRAJECTORY-------------------- 49

VI. CONCLUSIONS -------------------------------------- 53

APPENDIX A - PROGRAM LISTING FOR SCRAMJET THRUST ------- 54

APPENDIX B - TI-59 SCRAMJET PROGRAM OUTPUT------------- 60

APPENDIX C - GUN-LAUNCHED SCRAMJET/ROCKET ASAT MISSION
PROFILE, PROGRAM LISTING------------------ 63 -

APPENDIX D - GUN-LAUNCHED SCRAMJET ASAT APOGEE AS A

FUNCTION OF GUN ELEVATION, ANGLE-OF-ATTACK
AND POP-UP ALTITUDE ----------------------- 73

APPENDIX E - MAXIMUM APOGEE TRAJECTORY LISTINGS --------- 79

LIST OF REFERENCES ------------------------------------- 88

BIBLIOGRAPHY------------------------------------------- 90
INITIAL DISTRIBUTION LIST------------------------------ 91

I _ _ _ __ _ _ __
 I. INTRODUCTION

There are four events which suggest that a feasibility

study should be made of the 16-inch naval gun as an anti-

satellite, ASAT vehicle launcher. The first event is the

paper by A. M. Valenti, Sannu Molder and G. R. Salter [Ref. 1]

which indicates that a gun-launched supersonic-combustion

ramjet, scramjet, is capable of 50-g acceleration and Mach 15

velocity. There is also the paper by C. H. Murphy, G. V. Bull

and E. D. Boyer [Ref. 2] which indicates that a gun-launched

rocket is capable of placing a payload in a highly elliptical

19,000 nm by 500 nm orbit. The second event is the U.S. Air

Force development of a rocket-propelled, miniature ASAT

weapon to be launched from the F-15 aircraft [Ref. 3]. The

third event is the recommissiong of at least one Iowa class

Battleship, consequently bringing nine 16-inch guns into

service. The fourth event is the proliferation of long range

anti-ship cruise missiles. To survive, a Naval Task Group

must deny the enemy over-the-horizon targeting information
provided by Ocean Surveillance Satellites [Ref. 4].

The USAF ASAT system involves the placement of a Miniature

Vehicle, MV, which is a highly sophisticated homing weapon, in

a sub-orbital acquisition window [Ref. 3]. The problem is,

can a 16-inch, gun-launched vehicle place this or a similar

MV ASAT weapon in the required sub-orbital acquisition window?

7
 II. BACKGROUND AND DEVELOPMENT

A. THE MINIATURE ANTI-SATELLITE VEHICLE

Aviation Week [Ref. 3] describes the USAF ASAT as:

Miniature vehicle anti-satellite weapon under development

by the U.S. AIR FORCE SPACE DIV and Vought would utilize
long wave infrared homing combined with laser-gyro
stabilization and an extensive lateral maneuvering
capability to collide with and destroy a hostile Soviet
spacecraft.[p. 243]

The Air Force system actually uses the F-15 aircraft as

a first stage; a Boeing short-range attack missile (SRAM)

and a Vought Altair are used as second and third stage vehicles.

The F-15 flies to a predetermined position and altitude and

launches the SRAM-Altair-MV vehicle. The SRAM provides the

majority of accelration. The second stage Altair spins the

MV to 20 revolutions a second. After the target has been

acquired by the MV, the MV is released by the Altair. The MV

is described as being approximately 12 x 13 inches in size.

[Ref. 3]

B. THE 16-INCH, 50-CALIBER NAVAL GUN

The 16-inch, 50-caliber naval gun, like the nine aboard

the USS NEW JERSEY, has a 16-inch diameter bore. The barrel
is approximately 66 feet long. The maximum gun elevation is
45 degrees. Standard projectiles weigh about 2700 pounds with

a typical muzzle velocity of 2800 feet per second [Ref. 5].

The values above vary with charge and projectile weight.

8
 Performance of the 16-inch gun when projectiles with smaller
mass are used can be predicted. Assuming a frictionless

barrel, which should be nearly feasible with silicon or

teflon coated projectiles,

U 2AL) l / (1)
m

P = average pressure on the base of the projectile

m = mass of the projectile
A = base area of projectile
L = length of barrel
U = muzzle velocity

2 2
Using P = 1.58562 x 108 N/m or 23,000 lbf/in , A = 0.1297 m
2

and L = 20.32 m, the Mach number as a function of projectile

mass is:

8.3578 x 10 8 1/2 1 (2)

m X 3 j4T32

5.95

MACH

NUMBER 5.10

4.2 5

3.40

* 0 0
q 0 U

PROJECTILE MASS (Kg)

Fig. 1: MUZZLE MACH NUMBER VS. PROJECTILE MASS

The results of Figure 1 are substantiated by D. Monetta [Ref. 6].

L2
C. 16-INCH GUN ASAT WEAPON
1. Target Altitudes

Ocean reconnaissance and targeting satellites are

presumedly the primary targets for a Naval ASAT system

[Ref. 3]. Their ability to locate and identify ships simpli-

fies the Soviet over-the-horizon targeting problem. The

Soviet RORSAT, Radar Ocean Reconnaissance Satellite, orbits

at an altitude between 250 Km and 260 Km. The Soviet EORSAT,

Electronic Intelligence Ocean Reconnaissance Satellite, orbits

at an altitude between 430 Km and 440 Km [Ref. 4]. The
altitude achieved by the gun-launched ASAT should be sufficient

to intercept these satellites.

2. Mission Profile
Figure 2 depicts a possible 16-inch gun-launched ASAT

mission profile. The 16-inch gun performs the function of a

first stage booster, accelerating the boost vehicle, which

includes the miniature ASAT vehicle, MV, to a velocity between

Mach 3 and Mach 5. The boost vehicle should accelerate to a

velocity between Mach 7 and Mach 9 and increase the flight

path angle as measured from the horizontal to between 50 and

85 degrees. The MV and support equipment wi'l detach from
the boost vehicle at 150 Km. As the MV approaches the apogee,
target acquisition occurs and lateral guidance corrections

are made as necessary to achieve an intercept [Ref. 3].

10
 4J r-I )r
4- - HO)

Q) .0 -,44)

00

02f 04 4-)Pr4.

-H O a
*4J 4- C - - -

r-~O "q C) 134

H0,
4-) > a

E-

rfl *-4

- a Q1) -
CL r-00)
4 0a) ro

I.,
 3. Physical Characteristics

The boost vehicle may have a d' reter as large as

16.5 inches if the gun is fitted with a smooth bore liner.

A smooth bore in one of the nine 16-inch barrels on the

Iowa class Battleship would. not significantly degrade the

ship's firepower. A smooth bore gun may also find additional

applications with gun launched guided projectiles.

The vehicle may be sub-caliber if saboted; however, a

sub-caliber vehicle with a diameter less than 14 inches will

not accommodate the existing MV. The length of the vehicle

is governed by the amount of handling room in the gun turret,

by the barrel length and by the ability of the vehicle struc-

ture to withstand loading due to acceleration in the gun.

The standard 16-inch projectile is approximately 80 inches

long. Assuming the boost vehicle can be sectioned and

assembled while being loaded into the gun, it could reasonably

be 192 inches long [Ref. 2]. Acceleration within the barrel

will range from 2600-g's to 7200-g's. The duration of this

peak loading is from 0.04 to 0.02 seconds. If 120% yield

stress is used as a working stress, it is reasonable to

predict that 50 - 75% of the vehicle weight will be required

for the structure [Ref. 1].

12
 III. BOOST VEHICLE

The compatability of the boost vehicle with the 16-inch

gun-launcher dictates many of the vehicle characteristics.

Primarily, the vehicle is volume limited. The vehicle mass

is also a key factor. The vehicle mass, as in any missile,

is a function of payload, fuel, structure and controls;

however, in this specialized application, mass also affects

the muzzle velocity, V 0 . Assuming vehicle with a mass of

350 Kg is used, the V 0 obtainable is 1360 m/sec, which is

Mach 4.5. For the EORSAT mission, the intercept trajectory

requires the vehicle to be at a velocity of 2618 m/sec, V,

at 10 Km altitude. To achieve the required velocity, the

vehicle must be capable of 7.9-g's of acceleration, A.

A
go' - 2o 2
(V-V) 3

Muzzle velocity may be increased, thereby reducing the

acceleration requirements. However, an increase in V 0 is

at the expense of fuel and/or payload. The required strength

and consequently the mass of the vehicle case can only

increase with increased V0 .

The majority of the air breathing engines are not appli-

cable as a result of their inherent performance limitations.

This includes the subsonic combustion ramjet, due to a low

13

.. Ti . .. .. . . . .
acceleration limit. The supersonic combustion ramjet,
scramjet, is, however, theoretically capable of 50-g

acceleration [Ref. 1).

Solid or liquid fuel rockets of single-or multi-stage

design are a second potential souce of propulsion.

A. SCRAMJET

1. Scramjet Background

Considerable research was focused on scramjets during

the late 60's and early 70's. This included the testing of a

Mach 7.0 gun-launched scramjet in 1975 (Ref. 7]. The detailed

analysis required to develop a completely accurate model of

a scarmjet is beyond the scope of this thesis. Therefore,
various assumptions are made to simplify the scramjet model.

The goal is to first determine system feasibility and to

second identify areas requiring additional study.

2. Scramjet Model

The first assumption in this model is that y, the

ratio of the heat capacities, is constant and equal to 1.4

throughout the scramjet. Admittedly this is an erroneous

assumption as the temperatures and pressures involved exceed

the realm of ideal gas. Never-the-less the straight-forward

evaluation allowed by the use of equations for ideal gas

provides an optimistic, yet relevant, performance base-line

for overall scramjet boosted ASAT system evaluation.

14
 The scramjet was modeled in two sections, inlet and
combustor. The nozzle is assumbed to be capable of expanding

the flow to the ambient pressure, P0, at all altitudes. The

inlet is assumed to have variable geometry which will maintain

a constant ratio of M 3 /M 0 for all values of M 0 . This perfor-

mance characteristic is assumed to be achievable and is

derived to maximize the thrust [Ref. 8]. The design of this

inlet may, in fact, not be feasible and is an area requiring

additional study.

a. Combustor

As shown in Figure 3, air enters the combustor

at point 3 at some Mach number, M 3 . M 3 is a function of the

free stream Mach number, M 0 , the kinetic energy efficiency of

the diffuser, nd' and some stagnation pressure, PT3V PT3

is a function of the ratio of PT3 /PT, d" If PT3/PTO =

= tn and complete expansion is
7d' PTS/PT3 nb and PT6/PT5 =

assumed in the nozzle, then

PT6 Tr xl 7rx 7d (4)

TO

Static and stagnation pressures at entrance and exit are

related by

PPP T6 PTO05
P6 0 = .Y. Y -(5
L M6 2 ] [ j-Mo I

15
Ei+ (+
M 21
1 2
T I.fLET COMBUSTOR NOZZLE

-M AC H
NO0.

Fig. 3: IDEAL SCRAMJET CHARACTERISTICS

NOT DRAWN TO SCALE

16
From equations (4~) and (5):

PTO (t n rb lrb - TO (6)

[1 6: M0 23
2. -1M23=- E+1

Let

1+Y1M 2
7r ~ITW
n b'd ]X --- (7
y11-M 2

and TR 1 + [(y+l)/2] MO2

Solving equation (7) for (M6 /M) and relating Mach number
and temperatures, results in equation (8).

ML8 2 6I2) To (TR-ir-l) (8)

The energy equation across the combustor is

Q +rE
m ihTi me he(9
inlet exhaust eT

where Q = [fuel flow ratelx[chemical energy of the fuel

(hf5 BTU/Ibm)lx[the combustion efficiency (nb ). Applying
the definitions above to the energy equation produces equation
(10).
17
 f hf nb + hT 3 (I+f) hT6 (10)

By relating the stagnation temperature to the enthalpy by

hT = CPTT, and solving for the fuel-air ratio, f, equations

(1i) and (12) may be written as:

CPTTO f hf nb (I+f)CPTT6 (11)

TT5 -

hfnb T T T5
h
f (12)

CPTTO TO

As indicated in Figure 3, the stagnation temperature, TT,

at point 0 is equal to the stagnation temperature at point 3,

therefore, from equation (12):

T fhfnb l+f)

T5 T7 - 1 +7 (13)

To T3 P TO

18

______ ___|_ ______ __•_-

...
 Solving for the Mach number at point 5 from equation (13):

2 (1-2yM 2 K) +/1-2KM32 (y+1) (14)

= (2M3 2 y2 K-y-1)

where

K T-5 -T 2+ 3 (15)
TTO (+M2)2
K (l+YM3 2)2

Uow ib may be expressed as:

I+YM32 l+y- wl2 y1

rb PTS _ 2 1 5 (16)
T3 l+yM5 1+" 3

In evaluating 7d' the kinetic energy efficiency of the

diffuser, nd' is defined by stream velocity at -oint 3, VV

divided by the free stream velocity, V 0 , quantity squared.

This assumes isentropic expansion to the free stream pressure

P0 for a given hT3 and PT3 [Ref. 8]. As developed by G. L.

Dugger [Ref. 81, given M3 , PT3 may be determined from:

19

i
 (TO) Y - 1
T3
nd = - -- MO2--
2 0

Therefore id may be expressed as:

7 MO+2 (l-nd))
~-(

PT6/PT5' n, is assumed to be equal to 0.9.

Ir

F = m6 V 6 - 0 + A 6 (P6 -P0 ) (18)

engine,
thrust for an air breathing
The general equation of
complete
equation (22) by assuming
above, may be written as
such that P6 P Then writing F as,
expansion in the nozzle
(19)
rn6 V6

x00

(8)
and noting that from equation

V6 _ M6
T6" (20)
7-
U0 ~ -(TR-i-1)r

20

20J
 6 h air + fuel such that rh 6/0 (l+f) by definition.
Substituting equations (13) and (7) into the expression for

T 6 /T0 in terms of stagnation temperature results in:

f hfn b
T6 1 P TpTO (21)
0 (l+f)

Combining and simplifying equation (19), (20), and (21)

results in equation (22).

f l fnbhf
+f)(TR-1-l)(l cT)

F 0 V0 (
i=h -) (22)

Equation (22) is the expression for thrust produced by a

scramjet as a function of M 0 , M 3 , losses in the engine r,

f, qb hf, ih0, and TTO.

The equations for thrust as a function of altitude

M 0 and M 3 , were programmed for a TI-59 calculator. See

Appendix A for program listing. The atmospheric variable,

PO (air density Ibm/ft3), T0 (static air temperature, OR)

and a 0 (sonic velocity, ft/sec) were entered for each altitude

from tables of the ICAO STA4DARD ATMOSPHERE [Ref. 9).

Though liquid hydrogen would provide a greater

I , a carbon-based fuel is used in this model. Carbon-based

21
fuels, like JP-5, C1 oH1 9 , may be easily adapted to shipboard

storage and have a significant density advantage over liquid

hydrogen. The density of the fuel utilized is critical in

this volume-limited system. The hf used in these calculations

is 18630 Btu/lbm. The flame temperature in the combustor,

T 5 , for JP-5 in air at 1500OR and 40 atmospheres is approxi-

mately 5000 0 R. The air temperature and pressure are approxi-

mations for conditions of point 3 when M 0 is Mach 6 at sea

level. The theoretical stoichiometric f for JP-5 is 0.0687;

f for the maximum flame temperature above is 0.0733. The

flame temperature, T, of 5000OR is used as a limiting factor

in the thrust equation.

The thrust program, illustrated in Figure 4 and

summarized in Table I, is a decremental-loop program which

decrements the value of f and then determines; one, if M can

5
be calculated; two, if M 5 is approximately equal to 1.0; and

three, if T 5 is within the limits for combustion of JP-5.

Failure of any of the three tests results in a reduction of

f and another attempt at calculating the thrust. The test

for M.s1 causes the thrust to be determined for thermally

choked flow at point 5. Thermally choked flow for a constant

area combustor provides maximum thrust and over-all engine

efficiency [Ref. 8].

b. Inlet

A significant factor governing the amount of

thrust produced is the Mach number of the flow at point 3,

22
Input 3jW

f3,ff 0 T So

Fig.L~:SCRIMJT THUSTPRORAM LOGC FOW HAR

23T
 TABLE I
EQUATIONIS
SUMMARY OF SCRAMJET THRUST PROGRAM

M3 0O.7M 0

(f 76950+T TO)

TTS (i+f)

2
TT5 +0.2M 3
K (T) ( )1+
TTO ( LM 3 22
.4

R (1-4.8KM3 2

2.8M 3 K-1 T
5(0.I4-3.92M 3 2 )

TR (1+0.2M0 2

b (1+1.4M35) (1+0. 2 Mg3 *

f (1T0 -
2M-1 )1
/ (i+.4M

F PAV 2 - ,dTR1
T -1]

214
M . Thrust was maximized for this scramjet by calculating

thrust as a function of M 3 for various values of M 0 , see

Figure 5. Thrust was found to be maximized when M 3 /M 0=0.7.

Figure 5 was determined for sea level; however, the results

were determined to be reasonably consistent at various

altitudes.

=7

25
MO=6

20
THRUST
3 15
x10

(Ibf)

10

2 3 4 5 6 7

M3

Fig. 5: SCRAMJET THRUST AS A FUNCTION OF

THE MACH NUMBER AT POINT 3, M 3

The kinetic efficiency of the diffuser n d was

determined with the equation nd 0.94 + 0.06M 3 /M0 . This

25
equation assumes perfect air through a 3 oblique shock

inlet with wedge angles of 10 to 15 degrees for Mach

numbers from 3.0 to 7.0 [Ref. 8].

c. Scramjet Thrust Data

The thrust produced by the scramjet was calculated

as a function of M 0 and altitude with the following variables

set to the values indicated:

nd = 0.982
A = 1.2 (ft 2 ) inlet area
nn = 0.90

T 5 (MAX) = 5000OR

hf = 18630 (Btu/lbm)

f (stoichiometric) = 0.0687

n b = 0.95

M3 = 0.7M0

The results are presented in Appendix B.

d. Curve Fit for Scramjet Performance

Calculation of the boost vehicle performance

requires the values for thrust and fuel flow at

e~ch point along the flight path. The increment loop nature
of the thrust program makes its incorporation into a flight
path program undesirable. Fortunately, the plots of thrust

and f as a function of Mach number and altitude are adequately

represented by a series of straight lines. Figure 6 presents

the correlation between the calculated data points, which are

26
 NIP.

30

25

.THRUST
x 02O

Obf ) 15S

~10

4 5 6 7 9 10

M ACH NO.

Fig. 6: SCRAMJET THRUST AS A FUNCTION

OF
MACH NUMBER AND ALTITUDE

shown as large dots calculated

with the TI-S9 thrust program,
and the thrust curves calculated
with the linear equations
based on the thrust data. The
linear equations for thrust
are rather tedious and may be
found in the program listing,
Appendix C. The gr&ph of f
as a function of Mach number
and
altitude, shown in Figure 7,
indicates that f may be
approximated by three linear
equations:

27
 0.04

f 0.03

ALT.
(Kft)

a 7 8 9

Fig. 7: FUEL-AIR RATIO,f, AS A FUNCTION OF THE M4ACH

NUMBER AT POINT 0, M ,AND ALTITUDE WITH
CORRELATION TO APPROHIMATING EQUATIONS (23),
(24), (25)

f =0.O11(M-5) + 0.0266
where 4<M 0 <6 and altitude < 30,000 ft. (23)

f =0.0093(M-5) + 0.021
where 4<M 0<7 and altitude > 30,000 ft. (24)

f =0.0017(M-6) + 0.037
where 1) M 0 >6, altitude < 30,000 ft.
2) M 0 >5, altitude > 30,000 ft. (25)

28
 I
e. Scramjet Vehicle Design
A complete and thorough design for a gun-launched
ASAT using a scramjet far exceeds the scope of this thesis.

However a general dimensional presentation is required to

determine aerodynamic characteristics as well as fuel and

payload volume capacity.

The three-dimensional parameters that generally

define the shape and size of the vehicle are outer diameter,

inner diameter and length. The outer diameter is established

by the gun which is 16 inches if the gun is unaltered and

16.5 if the rifling is removed. Total length assuming the

capability of performing some assembly of diffuser and tail

section in the gun turret should be a maximum of about 16 feet.

The inner diameter refers to the diameter of the cylindrical

inner body which houses the payload, fuel and the vehicle

controls. The inner diameter (i.e., the diameter of the

center body) is influenced by two factors. The first factor

is a result of the design characteristics of the diffuser.

A minimum area at point 3, A 3, exists with regards to the

free stream capture area, A 0 , and M. . Continuing with the

assumptions of ideal gas, M3/M 0 = 0.7 and n d = 0.982 the

ratio A 3 /A 0 may be obtained as follows: by continuity m 0

3 such that A 3 /A0 = (P0 /P 3 )(M0 /M 3 )(A0 /A 3). From the

relationships for ideal gas the TTO z TT 3, PT0/PT3 1 d

the ratio of A 3 /A0 may be written as:

29
 A3 M
4 / l+ 1 2 (- -i
(11
2 3 (26)
0 ~d M3 1--M 0 /

Evaluating 1/nd with equation (17) and applying the assumptions

above, A 3 /A0 may be calculated as a function of M At this

3 0 0*
point, an assumption must be made about the thickness of the

outer case illustrated in Figure 8. Obviously, for a fixed A 0 ,

the ratio of the diameter of the center body to free stream

capture area, A 3 /A0, must decrease as the outer case thickness

increases. Therefore, at least two options exist. The first

option is to make the outer case thick enough to hold the fuel

and controls. The second option minimizes the thickness of

the outer case and carries all fuel and controls in the center

body. The payload section will necessarily be located in the

center body of the boost vehicle. The center body is required

to be at least 13 inches in diameter to accommodate the existing

ASAT MV or have sufficient volume to accommodate a volume-

equivalent ASAT MV. Option two is therefore applicable.

If the outer case wall is assumed to be 0.5 inches

thick, the area within the outer case is 176.7 square inches.
For an A 0 of 153.9 square inches and flight Mach numbers of
4.5 to 9.0, A 3 will vary from 61.56 to 96.96 square inches.

Assuming the variable geometry of the inlet

assembly is capable of reducing A 3 from its maximum to its

30
 ow1

HH-

4z

313
minimum value, the maximum center body area must be small
enough to provide for the maximum A 3. Consequently, the

center body is limited to a 10.08 inch diameter.

As the dimensions of the center body will not

accommodate the existing ASAT MV, a volume-equivalent pay-

load of 2261 cubic inches will be used. This volume

includes the 12 x 13 inch cylindrical MV and an additional

790 cubic inches of auxillary equipment.

Figure 8 is a general representation of a

potential gun-launched scramjet ASAT vehicle. The volume

equivalent payload will occupy the 309 cubic inches of

the diffuser cone as well as a 30.6 inch section of the

center body. This assumes 0.5 inch thick walls and a 10.08

inch diameter center body.

The scramjet engine was modeled using JP-5
as & Lypical fuel. JP-5 has a density of 0.0296 Ibm/in 3 .

Therefore, to carry 100 ibm of fuel requires 3376.3 cubic

inches; based on center body diameter, the volume corresponds

to a 52.6 inch long section of center body. If a high

density carbon based fuel, similar to the fuels being

developed for various cruise missile applications, is used,

a fuel density of 0.0397 lbm/in 3 may be assumed [Ref. 10].
The center body length required for fuel is then reduced to
39.4 inches. The vehicle case including structure and

insulation is assumed to have an average density of 0.0367

ibm/in 33 . The assumed total case mass is 356.33 ibm. Fuel

32
allotted is 110.23 lbm. The payload, which includes the MV,
and support equipment, is allotted 100 ibm. Control and

guidance equipment which includes diffuser control, fuel

control and control surfaces actuators is allotted 15 lom.
Vehicle total launch weight is 716.S Ibm.

B. ROCKET

1. Rocket Background

Gun launched sounding rockets have been developed and

tested as part of several projects. During the late 60's

and early 70's, the Gun-Launched-Orbitor, (GLO-IA), was

developed [Ref. 2). The GLO-IA was a three stage system

designed to be fired from a 16.7 inch, 75 caliber gun. The

predicted apogee with a 8.6 ibm payload was 2629 nm. Applying

this promising performance to the ASAT problem resulted in

the following model.

2. Rocket Model

The rocket boosted gun-launched ASAT is a simple,

single stage, fin-controlled system. The design assumes

a smooth bore oversized gun barrel. The vehicle is assumed

to be 16.5 inches in diameter. If a silicon greased nylon,

or teflon obturator, is used, the barrel will be approximately

16.7 inches in diameter.

a. Rocket Thrust

The propellant grain is 40 x 16 inches, end

inhibited, with an internal eight point star. A possible

propellant is DB/AP-HMX/Al, which has a density of 0.067

33
 3
Ibm/in . The boost grain mass is 472.2 ibm or 216 Kg. For
the purposes of this model, thrust is assumed to be constant

and equal to the average thrust. The average thrust, T, is

equal to 19010 lbf or 84556.48 Nt. The I sp is 243 sec.

Propellant mass burn rate is 78.7 Ibm/sec or 36 Kg/sec.

Assuming the action time equals the burn time, the boost

grain is modeled to produce the average thrust for 6 seconds.

The model also assumes complete expansion in the nozzle.

b. Rocket Vehicle Design

The diameter of the rocket boost vehicle will

allow the use of the MV developed for the Air Force. As

illustrated in Figure 9, a 12-inch long section of vehicle

is allotted for the MV. Additionally, 2421 cubic inches are

available in the nose cone for auxiliary equipment. The

payload mass in the rocket system is the same as the

scramjet system, 100 ibm. The weight of the vehicle case and

controls, based on the values given for the GLO-IB [Ref. 2]

is 184.4 ibm or 83.6 Kg. Total vehicle mass is 760.59 ibm

or 345 Kg.

34
 KY
-J
,4
0 Z ~
z
E4

z--

- 0
CL :z

a..

c
C

I35
 IV. HYPERSONIC AERODYNAMICS

Both the scramjet and the rocket boost vehicles exit

the barrel at a high supersonic Mach number, 4.5, and

rapidly accelerate to hypersonic speeds greater than Mach 5.

Both vehicles are basically cone capped cylinders. As

indicated in Figure 2, in order to maximize performance,

the vehicles will need to increase their flight path angle,

A, from the maximum gun launch angle of 45 degrees. The

variables used in this section are those used in the tra-

jectory program of Appendix C. Aerodynamic lift is used to

achieve the change in trajectory angle. The change in

trajectory angle is termed a pop-up maneuver. Therefore,

the aerodynamic control system for the vehicle must be

capable of providing an angle of attack, A7, as well as

stabilizing the vehicle.

A. HYPERSONIC AERODYNAMIC FORCES

One theoretical method of dealing with hypersonic

aerodynamics is through the use of Newtonian impact theory.

This entire section on hypersonic aerodynamics follows

closely the presentation in Chapters 3 and 4 of Truitt

[Ref. 111. The basic assumption is that at extremely high

Mach numbers the aerodynamic force coefficients are inde-

pendent of the mach number. Aerodynamic forces on the

body are a function of surface area presented to the free

36
stream. Comparison between impact theory predictions of

force characteristics for a cone-cylinder body and

experimental data at Mach 7 is of the same order of accuracy

as obtained at lower Mach number with supersonic theiry.

Accuracy can be expected to increase with higher Mach

numbers as the impact theory is derived for a free stream

Mach number of infinity.

Three possible cases can be considered in determining

the force coefficients for the body:

Case One - The angle of attack equals zero, A7 = 0.

Case Two - The angle of attack is less than or equal to

the half cone angle, A7<A3.

Case Three - The angle of attack is greater than the

half cone angle, A7>A3.

Define the following symbols:

CN = normal force coefficient

C C = axial force coefficient

A3 = half cone angle (deg)

A7 = angle of attack (deg)

R9 = diameter of cone base = diameter of cylinder(inch)

LDL = length of cone (inch)

LDS = length of cone not considered for cowl (inch)

RO = diameter of cowl openi-g (inch)

Using the cone shown in Figure 9, A 3 would be 10.30.

37
 1. Case One: A7 = 0

The cylinder is parallel to the free stream, there-

fore, CN C C (Cyl) = CL = CD = 0. The cone presents

a symmetrical surface to the free stream, therefore:

CCcone = 2 sin2A3 (27)

The normal force coefficient is equal and opposite at each

opposing point on the cone such that CN(Cone) = 0.

2. Case Two: A7<A3

In this case, the entire cone is presented to the

flow such that:

Cc
N = cos 2 A3sin2A7 (28)
cone

and

CC = 2sin 2A3 + sin 2A7 (l-3sin 2A3) (29)

cone

3. Case Three: A7>A3

Only a portion of the cone is presented to the free

stream forming a low pressure shadow over the remainder of

the surface. The area subject to free stream impact is
described by:

B arcsin tanA3 (30)

s8ta

38
Then B+"
2 2
C cos A3sinA7[___ + 1
Ncone7T 5T

x cosB(cotA7 tanA3 + 2tanA7 cotA3)] (31)

and
B+!L
CC - 2sin 2 A3 + sin 2A7(1-3sin 2A3)(-)
cone

+ -L cosBsin2A7sin2A3 (32)
47r

For both cases two and three, the force coefficient on the

cylinder are represented by C C = 0 and

cy 5.33 L9 sin A7 (33)

Equations (27) through (33) effectively describe the

hypersonic forces on the rocket boost vehicle. However, the

scramjet configuration, neglecting the diffuser cone, is
best represented by a partial cone and a cylinder. The

partial cone represents the scramjet cowl.

In modelling the cowl consider the cone divided into

two cones. As illustr, ted by Figure 10, the large cone has

a length, LDL, and a base diameter of R9. The small cone has
a length, LDS' and a base diameter of RD. The cowl is

39
 [C ONEI

A7A7

Fig. 10: CONE AND COWL

represented by the (large cone - small cone), and, therefore,

has an inlet diameter of RO and a base diameter of R9.

Relating the CN on the cones for case two by the base area;
22 -
CCNsma 1 Cone cos 2 A3 sin 2A7; base area = /4(R0)
2 ).
CN=
CLarge Cone Cos A3 sin 2A7; base area = /4(R9

CNCowl = CNLarge Cone - CNSmall Cone (34)

Converting to a common base area

(R0c 2A3 sin2A7 (35)

CNSmall Cone RA3 o A

40
 i

The conversion factor for the forces on the cowl is:

U - (RO)2) (36)

4. CD and CL
By multiplying equations (27), (28), (29), (31), (32)

and (33) by equation (36), C N (cowl) and C C (cowl) may be

determined for each case.

The coefficients of lift, CL9 and drag, CD, for the

cowl or cone are expressed in terms of the applicable value

of CC and CN. The general equations for CD and CL are:

Case One: CD = CC = 2sin 2A3 (27a)

Case Two and Case Three:

CD =C NsinA7 + CCcosA 7 (37)

CL = CNcosA7 - CcsinA7 (38)

For the cylinder:

Case One: CD = C C =0 (39)

Case Two and Case Three:

C C sinA7 (40)
Dcyt Ncyl

CL cyI CN cy cosA7 (41)

41

Lai
 4

CW
,
CN N

Fig. 11: AERODYNAMIC FORCE COEFFICIENTS

The total lift and drag coefficient due to the impact

theory, as shown in Figure 11, is

CLt CL + CL cy(42)

CDt CD + CDcy(

In addition to impact drag, the coefficient of skin

friction drag was determined for flow over the cylinder. The

equations for skin friction as a result of laminar imcom-

pressible flow over a flat plate were applied to a cylinder

of length, L [Ref. 12].

42
 CDF 1.328 -- (44)

This model for boundary layer was selected to provide insight

concerning magnitude of skin friction. A more refined
analysis using theory appropriate for hypersonic flow is

needed. Equation (43) then becomes:

CDCt =CD+CD +C DF
Ccyl + (43a)

B. CONTROLS

The control system on the vehicle must be capable of

initiating and maintaining the required angle of attack to

achieve and maintain the desired flight path angle until the
vehicle is exoatmospheric. The flight path angle and velocity

as the vehicle begins a vacuum trajectory will determine the

apogee and the encounter geometry between the MV and the

target satellite.
1. Forms of Control

There are two basic forms of control that may be used

to control the vehicle, vectored thrust or aerodynamic control

surfaces.

The vectored thrust approach could be achieved with

external or internal reaction jets. The volume and weight

43

__________ __________________________________________________________________
limitations of this system prevent the use of a separate
engine to support the reaction jets. Therefore, the reaction

jets would depend on bleed pressure from the booster. The

rocket burns for only 6 seconds and the scramjet must burn
most of its fuel at low altitudes for maximum efficiency.

In both cases, there may be no thrust available for control

while the vehicle is still subject to high dynamic pressures.

Two possible types of control surfaces are folding

fins, similar to those used on the 5-inch guided projectile

[Ref. 13], or storable flaps. The fins would fold at the base

of the vehicle, adding to its length, and would deploy upon

clearing the barrel.

The storable flap would be of the same contour as

the vehicle body and would store flush with the body. The

four evenly spaced flaps would be hinged on the forward

edge with the rear edge elevated by an actuator. The effect

would be similar to that of a variable geometry frustum.

The advantage of the storable flap is that when control is

not required, drag is not created by the control surface.

Any type of control surface used must be capable of

withstanding the launch and up to 1,500,000 N/m 2 of in flight

dynamic pressure.

44
 V. TRAJECTORY OPTIMIZATION

The gun-launched ASAT system was modeled on a HP-9830

computer. See Appendix C for the program listing. The
program is designed to calculate the vehicle position,
altitude, acceleration, thrust, weight, drag and lift once
each time increment, t. Either the scramjet or the rocket
boost vehicle described previously may be selected. Gun
elevation, A, pop-up altitude, Hi, angle of attack, A7, and
maximum flight path angle, AS, are input variables. Thrust,
F, fuel/air ratio, F8, drag, D, and lift, L, are calculated
at each time increment with the equations developed in the
previous chapters. The trajectories assume a flat earth.
If a maximum apogee of 1000 Km is assumed, the error between
flat earth and round earth ialculations is about + 5%.

A. OPTIMUM SCRAMJET TRAJECTORY

The scramjet performance is related to the dynamic
pressure. If the flight path is level and at a moderately low
altitude, the scramjet is theoretically capable of rather
phenomenal performance. As the flight path becomes steeper,
and the vehicle rapidly gains altitude, the atmospheric
oxygen available for combustion decreases. Therefore, the
scramjet has less time to produce useful thrust. This makes
the scramjet performance sensitive to the gun elevation angle,
the pop-up altitude and the angle of attack.

'45
 A trial and error method was used to determine the

optimum scramjet trajectory. The gun elevation angle was

varied from 15 to 45 degrees in 5 degree increments. For

each gun elevation angle, the angle of attack was varied

from 0 to 12 degrees in 3 degree increments. This was done

for various pop-up altitudes from 500 to 11,000 meters. The

results are presented in Figure 12. The maximum apogee,

558 Km, results from a gun elevation angle of 15 degrees, a

pop-up altitude of 6000 meters and an angle of attack of

12 degrees.

S00 +

*
APOGEE
Km.- 400
0

++

102r0 350 450

GUN ELEVATION

Fig. 12: SCRANJET APOGEE AS A FUNCTION OF GUN ELEVATION

FOR VARIOUS ANGLES OF ATTACK AND POP-UP ALTITUDES

46
 The data spread indicates that as the gun elevation

angle increases,the trajectory becomes less sensitive to the

angle of attack and pop-up altitude. Appendix D presents

the data used to produce Figure 12. Included are the angle

of attack and pop-up altitude for each point.

Figures 13 and 14 represent the variation of apogee as

a function of pop-up altitude and angle of attack at a given

gun elevation.

5
APOG EE 4

Km A=
3

14 44 74 104

POP-UP ALT.
Km

Fig. 13: SCRAMJET APOGEE AS A FUNCTION OF GUN ELEVATION, A,

ANGLE OF ATTACK, A7, AND POP-UP ALTITUDE, A=2 00

47
 The A7 = 120 curve which appears in Figure 14, verifies

the assumption that maximum performance for a gun elevation

angle of 15 degrees and an angle of attack of 12 degrees

occurs when the pop-up altitude is 6000 m.

APOGEE 4
2
X10
Km+

A=Ile

Fig. 14: SCRANJET APOGEE AS A FUNCTION OF GUN ELEVATION,

A, ANGLE OF ATTACK, A7, AND POP-UP ALTITUDE,
A=15 0

48
B. OPTIMUM ROCKET TRAJECTORY

Determination of the optimum rocket trajectory is straight

forward, relative to determining the scramjet optimum trajec-

tory. The forces affecting the rocket are thrust, drag, and

gravity. Thrust is assumed constant and of a 6 second dura-

tion. Gravity varies little over the altitude range under

study and is considered constant, g = g0 . Drag decreases

with altitude. From acceleration = force/mass where force

(thr ust - drag - mg) and mass decreases with time, to increase

acceleration, drag must be decreased while thrust is still

present. Increasing altitude as rapidly as possible is the

obvious solution. Ideally the gun would be elevated to 90

degrees and the rocket fired immediately upon leaving the

barrel. As a gun elevation of 90 degrees is not possible,

the next best solution is to use the maximum gun elevation

angle, 45 degrees, and pop-up as soon as feasible after

leaving the barrel. If the pop-up altitude is 1000 m and the

muzzle velocity is Mach 4.5, there are 0.7 seconds for the
control system to become operative and for the rocket to

ignite. The apogee achieved under these conditions is

928 Km. Table 2 is a listing of apogee as a function of pop-

up altitude and angle of attack. The gun elevation angle

is 45 degrees. Of particular interest is the first entry

in Table 2. A simple rocket-boosted, 45-degree launch with

no pop-up is capable of propelling the 45 Kg paylog to an

altitude of 409 Km. Table 2 also shows that the apogee is

insensitive to pop-up altitude up to about 2000 m.

49
 Figure 15 represents the maximum apogee tra jectory of

the gun-launched scramjet ASAT. The program output for this

trajectory is found in Appendix E.

A
L 400
T
T
U

EI
(Km)

200

150Km)paylad Separation

6(C)Thrust=.. Pop - U~p

01
0 200 400

RANGE (Kin)

Fig. 15: SCRAMJET MAXIMUM APOGEE TRAJECTORY

so
 TALBE II

APOGEE AS A FUNCTION OF ANGLE OF ATTACK AND

POP-UP ALTITUDE FOR GUN-ELEVATION 450

Angle of Pop-up
Attack Altitude Apogee
(DEG) (m) (Km)

0 0 409
3 100 577
6 100 753
9 100 800
12 100 928
3 300 577
6 300 753
9 300 800
12 300 928
3 1000 577
6 1000 753
9 1000 800
12 1000 928
3 3000 554
6 3000 716
9 3000 774
12 3000 828
3 6000 531
6 6000 673
9 6000 743
12 6000 909

If a comparison is made of flight parameters at an

arbitrary point, 100 Km, where the dynamic pressure can

be assumed to be zero, the Mach number and flight path angle

of a shot with an angle of attack of 3 degrees and a pop-up

altitude of 100 - 1000 m, are 13.1 and 53.3 degrees. For

the same shot with an angle of attack of 12 degrees the Mach

number is 14.0 and the flight path angle is 81 degrees. By

executing a 40-g pop-up, the vehicle avoids a great deal of

drag and achieves greater acceleration, as previously assumed.

51
 I
Figure 16 represents the maximum apogee trajectory of

the gun-launched rocket ASAT. The program output for this

trajectory is found in Appendix E.

-o.. 2.8(Iu) A PO.GJ

E-L
900

A 700
L
T
T
U
E

(KAG)

300

150(Km), Payload Sopairat Ion

100
331m Thrt=O

0 100 500 900

R AN GE WKi)

Fig. 16: ROCKET MAXIMUM APOGEE TRAJECTORY

52
 VI. CONCLUSIONS

The design and development of a 16-inch gun-launched

anti-satellite weapon is theoretically feasible. Gienproper

targeting information and assuming the MV can be configured

for gun launching, a rocket or scramjet gun-launched vehicle

can boost the ASAT payload to altitudes at which a RORSAT or

EORSAT may be intercepted.

The air-breathing scramjet has a greater I sp than does

the rocket; however, the scramjet thrust is altitude limited.

The rocket can take advantage of a farvorable thrust-to-drag

ratio at higher altitudes.

The need for an inlet on the scramjet complicates payload

placement and limits the volume available for fuel. The
greater density of the rocket propellent better utilizes the

volume available.

The rocket boost vehicle requires few advances in design

technology, and the maximum apogee of 928 Km for the rocket

ASAT with same payload as the scramjet ASAT indicates that

heavier payloads may be delivered by a rocket ASAT to the

altitudes of interest, 250 -440 Km. The ability of the rocket

boost vehicle to intercept satellites up to 409 Km, without

executing a pop-up manuever, indicates that a very simple,

possible spin-stabilized vehicle, can be developed to counter

the low altitude threat.

53
 APPENDIX A

PROGRAM LISTING FOR SCRAMJET THRUST

This is a listing for a TI-59 program that will, for a

given altitude, calculate the thrust for a scramjet. The

program executes in a closed loop, calculating the thrust

for the initial Mach number, incrementing the Mach number

by one and recalculating the thrust.

The memory loading prior to execution of the program:

Memory Variable Value Comment

03 nd 0.97
04 P0 Air density
(ibm/in )

06 A 1.24 inlit area

(ft )

07 wn 0.9

09 hf 18630 Btu/ibm

15 f 0.0676

21 Af -0.0005

25 T0 static air
temp. (OR)

26 a0 sonic speed
(ft/sec)

Place initial Mach number in register and press A' to

execute. j
54
 . 047 68 HOP -
000 76 LBL 048 76 LBL
001 it 8 049 17 B'
002 53 ( 050 43 RCL
003 01 1 051 21 21
004 85 + 052 44 SUM
005 93 - 053 15 15
006 02 2 054 25 CLR
007 65 x 055 32 XZT
008 43 RCL 056 4:3 RCL
009 02 02 057 15 15
010 ,- 058 22 INV
011 65 059 77 GE
012 53 ( 060 19 D'
013 01 1 061 53 (
014 75 - 062 43 RCL
015 43 RCL 06:3 15 15
016 03 3 064 65 x
017 54 ) 065 07 7
018 54 ; 066 06 6
019 45 yx 067 09 9
020 03:3 068 05 5
021 9:3 - 069 00 0
022 05 5 070 85 +
023 94 +. - 071 43 RCL
024 95 072 01 01
025 42 STO 073 54 )
026 13 13 074 55 '
027 6S MOP 075 53 (
028 43 RCL 076 01 1
029 02 02 077 85 +
030 65 078 43 RL
031 93 079 15 15
032 07 7 080 54
033 95 081 95 =
034 :3:3 X 082 42 T
035 42 STO 08. 08 08
036 14 14 084 55 +
037 68 HOP 025 43 RCL
038 68 HOP 086 01 01
0:39 68 HOP 087 9 =
040 6S OP 088 65:
041 68 MOP 089 53 (
042 68 MOP 090 01 1
04:3 6S OP 091 85 +
044 68 NOP 092 93
045 68 MOP 09:3 02 2
046 68 MOP 094.-65-

55
096
09? 14
54 14 144
14I5 94 fX
34 +/-
098 95 = 146 85 +

099 55 147 53 (
100 53 ( 148 02 2
101 53 ( 149 93
102 01 1 150 08 8
103 85 + 151 65 x
104 01 1 152 43 RCL
105 93 . 153 14 14
106 04 4 154 65 x
107 65 x 155 43 RCL
108 43 RCL 156 16 16
109 14 14 157 75 -
110 54 ) 158
159 01
54 1
Ill "3:3 X2
112 54 *
160 95 =
113 95 -
161 55
114 42 STO 162 53 (
115 16 16 163 93
116 53 ( 164 04 4
117 01 1 165 75 -
118 75 - 166 03 3
119 04 4 167 9:3
120 93 168 09 9
121 08 8 169 02 2
122 170 65 x
123 43 RCL 171 4:3 RCL
124 16 16 172 14 14
125 65 x 173 65 x
126 43 RCL 174 43 RCL
127 14 14 175 16 16
128 54 176 54 )
129 95 = 177 95 =
130 32 M T 178 34 rX
131 O0 0 179 32 X:T
132 22 INV IO0 01 1
133 77 GE 181 22 INV
1 4 1 8 1S2 77 GE
135 61 GTO 183 15 E
136 00 00 184 61 GTO
137 49 49 185 00 30
138 91 R/S 186 49 49
139 68 NOP 187 91 R/S
140 68 HOP 4 188 76 LBL
141 76 LBL 189 15 E
12 B 190 32-,.
,142

56
19--68 NOP . .
192 33 X2 240 93
193 42 STO 241 02 2
194 17 17 242 65 x
195 61 GTO 243 43 RCL
196 03 03 244 17 17
197 78 78 245 54
198 43 RCL 246 55
199 08 08 247 53
200 99 PRT 248 01 1
201 43 RCL 249 85 +
202 02 02 250 93
203 3:3 X 251 02
204 65 x 252 65 x
205 9:3 253 4:3 RCL
206 02 2 254 14 14
207 85 + 255 54
208 01 1 256 54
209 95 = 257 45 X'i
210 42 STO 258 0:3 3
211 19 19 259 93
212 53 260 05
213 01 1 261 54
214 85 + 262 95 -

215 01 1 236 NOP

216 93. 264 65 x
217 04 4 265 43 RCL
218 65 x 266 13 13
219 43 RCL 267 65 x
220 14 14 68 4:3 RCL
221 54 2 69 07 07
222 55 + 270 95 =
223 53 271 45 YX
22 4 01 1 272 93
225 85 + 273 02 .
226 01 1 274 08 8
227 9:3275 06 6
228
229
04
65
4x 76
277
95 =
6,. NOP
230 43 RCL 278 42 STO
231 17 17 279 20 20
232 54 28' 68 HOP
33 95 281 53 (
234 65 x282 43 RCL
235 53 < 283 19 19
236 53 284 65 x
237 5:3 < 285 43 RCL
28-Q 286 20 20

57
 -5350I I
288 01 1 336 95 =
289 54 ) 337 65 x
290 65 x 338 4:3 RCL
291 53 ( 339 04 04
292 01 1 340 65 x
293 85 + 341 43 RCL
294 43 RCL 342 06 06
295 15 15 343 65 x
296 54 ) 344 4:3 RCL
297 65 × 345 05 05
298 5:3 ( 346 33 X2
299 01 I 347 95 =
300 85 + 348 55
301 53 ( 349 03 3
302 43 RCL 350 02 2
303 15 15 351 93
304 65 x 352 01 1
305 43 RCL 353 07 7
306 09 09 354 95 =
307 65 x 355 99PRT
308 43 RCL 356 61GTO
309 0:3 03 357 10E'
310 54 ) 358 76LBL
311 55 + 359 13 C
312 53 ( 360 65 x
313 93 .361 5:3 (
314 02 2 362 4:3 RCL
315 03 3 363 02 02
316 65 x 364 :
S3
317 43 RCL 365 65 x
318 01 01 366 93
319 54 : 367 l 2
320 54 : :36 05
321 55 +369 01 1
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58
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 APPENDIX D

GUN-LAUNCHED SCRAMJET ASAT APOGEE AS A FUNCTION OF

GUN ELEVATION, ANGLE OF ATTACK AND POP-UP ALTITUDE

Gun Angle of Pop-up Apogee

Elevation Attack Altitude (Km)
(DEG) (DEG) (i)

30 0 0 123
35 0 0 169
40 0 0 214
45 0 0 239

15 3 500 162
20 3 500 186
25 3 500 209
30 3 500 236
35 3 500 265
40 3 500 275
45 3 500 286

15 3 1000 161
20 3 1000 165
25 3 1000 208
30 3 1000 228
35 3 1000 258
40 3 1000 275
45 3 1000 302

15 3 1500 135
20 3 1500 162
25 3 1500 188
30 3 1500 228
35 3 1500 258
40 3 1500 272
45 3 1500 282

15 3 3000 127
20 3 3000 155
25 3 3000 184
30 3 3000 219
35 3 3000 249
40 3 3000 270
45 3 3000 780

73
 Angle of Pop-up Apogee
Gun (Km)
Elevation Attack Altitude
(DEG) (DEG) (W)

3 6000 168
25 197
30 3 6000
3 6000 233
35 265
40 3 6000
3 6000 274
45
9000 114
20 3
3 9000 157
25 183
30 3 9000
9000 223
35 3
3 9000 257
40 269
45 3 9000

11000 142
25 3 178
30 3 11000
3 11000 219
35 254
40 3 11000
11000 267
45 3
500 305
15 6
500 329
20 6
500 343
25 6 334
6 500
30 500 330
35 6
6 500 328
40 329
45 6 500

1000 227
15 6
1000 314
20 6 330
25 6 1000
1000 337
30 6 332
35 6 1000
1000 328
40 6 329
6 1000
45
1500 276
15 6 294
6 1500
20 318
6 1500
25 1500 337
30 6 332
6 1500
35 1500 329
40 6 326
6 1500
45

74
 Angle of Pop-up Apogee
Gun Altitude (Km)
Elevation Attack
(DEG) (M)
(DEG)
3000 269
15 6 256
6 3000
20 3000 302
25 6
6 3000 321
30
35 6 3000 331
40 6 3000 327
6 3000 326
45
6000 188
15 6
6000 228
20 6 253
6 6000
25 287
6 6000
30 308
6 6000
35 317
6 6000
40 316
45 6 6000

9000 133
15 6 196
6 9000
20 229
25 6 9000
6 9000 321
30
35 6 9000 283
30 6 9000 300
405 6 9000 303

11000 115
15 6 164
20 6 11000
11000 201
25 6 245
6 11000
30 272
35 6 11000
11000 293
40 6 297
45 6 11000

500 409
15 9 380
9 50o
20 500 368
25 9 355
9 500
30 500 345
35 9 341
9 500
40 333
9 500
45

75
 Angle of Pop-up Apogee
Gun
Attack Altitude (Kin)
Elevation
(DEG) (DEG) m)

9 1000 403
15
9 1000 405
20
25 9 1000 387
9 1000 374
30
9 1000 362
35
9 1000 360
40
9 1000 333
45
9 1500 345
15
9 1500 404
20
9 1500 403
25
9 1500 374
30
9 1500 360
35
9 1500 350
40
9 1500 344
45

9 3000 341
15
9 3000 360
20
9 3000 389
25
9 3000 389
30
9 3000 370
35
9 3000 358
40 348
45 9 3000

9 6000 304
15
9 6000 288
20
9 6000 342
25 368
30 9 6000
9 6000 361
35 358
40 9 6000
9 6000 349
45
9 9000 249
15 249
20 9 9000
9 9000 285
25 321
30 9 9000
9 9000 339
35 341
40 9 9000
9 9000 332
45

76
 Gun Angle of Pop-up Apogee
Elevation Attack Altitude (Km)
(DEG) (DEG) (m)

15 9 11000 209
20 9 11000 210
25 9 11000 269
30 9 11000 308
35 9 11000 321
40 9 11000 330
45 9 11000 325

15 12 500 414
20 12 500 360
25 12 500 317
30 12 500 346
35 12 500 339
40 12 500 293
45 12 500 335

15 12 1000 463
20 12 1000 398
25 12 1000 379
30 12 1000 349
35 12 1000 361
40 12 1000 293
45 12 1000 335

15 12 1500 478
20 12 1500 479
25 12 1500 408
30 12 1500 349
35 12 1500 361
40 12 1500 352
45 12 1500 337

15 12 3000 509
20 12 3000 465
25 12 3000 439
30 12 3000 411
35 12 3000 372
40 12 3000 365
45 12 3000 355

77
 Gun Angle of Pop-up Apogee
Elevation Attack Altitude (Km)
(DEG) (DEG) (W)

15 12 6000 558
20 12 6000 445
25 12 6000 426
30 12 6000 405
35 12 6000 402
40 12 6000 375
45 12 6000 361

15 12 9000 392
20 12 9000 442
25 12 9000 416
30 12 9000 419
35 12 9000 405
40 12 9000 379
45 12 9000 360

15 12 11000 332
20 12 11000 401
25 12 11000 411
30 12 11000 406
35 12 11000 397
40 12 11000 377
45 12 11000 360

78
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 LIST OF REFERENCES

1. Valenti, A. M., Molder, S. and Salter, G. R., "Gun-

Launching Supersonic-combustion Ramjets", Aeronautics
and Aerospace Engineering, pp. 24-29, December 1963.

2. Murphy, C. H., Bull, G. V. and Boyer, E. D., "Gun

Launched Sounding Rockets and Projectiles", Annals of
the New York Academy of Sciences, Vol 187, pp. 304-323,
25 January 1972.

3. Covault, C., "Antisatellite Weapon Design Advances",

Aviation Week & Space Technology, pp. 243-247,
18 June 1980.
4. Johnson, N. L., "Orbital Phasing of Soviet Ocean
Surveillance Satellites", Journal of Spacecraft and
Rockets, Vol. i9, No. 2, p. 113, March-April 1982.

5. Archer, D. H. R. and Pretty, R. T., Janes's Weapon

Systems, 1973-1974, p. 746, Sampson Low, Marston & Co.,
1973.

6. Naval Ordnance Station Indian Head, Maryland Report 289,

16-inch, 280-MM Spin-stabilized Subcaliber Round
Feasibility Program: Final Report, by Monetta, D. J.,
p. 9, 30 April 1969.

7. Ballistic Research Laboratories (BRL), Report No. 209,

Supersonic Combustion Ramjet Flight Testing (Scram-
jet), by Space Research Corp., February 1975.

8. Advisory Group for Aeronautical Research and Development,

Combustion and Propulsion Fourth AGARD Colloquium,
p. 84-155, Pergamon Press, 1961.

9. U. S. Department of Commerce Weather Bureau, U. S.

Extension to the ICAO Standard Atmosphere Tables and
Data to 300 Standard Geopotential Kilometers, by Minzer,
R. A., Ripley, W. S. and Condron, T. P., 1958.

10. Wallace, F. B., "Air-Breathing Propulsion", Astronautics

F Aeronautics, Vol. 18, No. 12, pp. 28-29, December 1980.
11. Truitt, R. W., Hypersonic Aerodynamics, pp. 64-104,
Ronald Press, 1969.

88
12. Bertin, J. J. and Smith, M. L., Aerodynamics for Engineers,
pp. 142-151, Prentice-Hall, 1979.
13. Morrison, P. H. and Amberntson, D. S., "Guidance and
Control of a Cannon-Launched Guided Projectile",
Journal of Spacecraft and Rockets, Vol. 14, No. 6, pp.
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89
 BIBLIOGRAPHY

Ballistic Research Laboratories (BRL), Harp-Influence on

R & D Testing and Weapons Technology, by Murphy, C. H.,
6 January 1969.

"Bremerton's Mothball Fleet", All Hands, No. 77, pp. 34-40,

October 1981.

Bull, G. V. and Murphy, C. H., "Gun-Boosted Rockets for High

Performance Sounding Missions", Proceedings of AIAA Sounding
Rocket Vehicle Technology Conference, pp. 581-593, February,
1967.

Collar, A. R. and Tinker, J., Hypersonic Flow, Eleventh

Symposium of the Colston Research Society, Briston 1959,
Academic Press, 1960.

Cox, R. N. and Crabtree, L. F., Elements of Hypersonic Aero-

dynamics, Academic Press, 1965.

Directorate of Integration, Test and Operations U.S. Air

Force, White Paper, Prototype Miniature Air-Launched Segment,
1 October 1979.

Fourth International Symposium on Air Breathing Engines, 4th,

Orlando, Fl, 1979, American Institute of Aeronautics and
Astronautics.
Hayes, W. D. and Probstein, R. F., Hypersonic Flow Theory,
Inviscid Flow, 2nd Edition, Academic Press, 1965.

National Aero-Space Administration (NASA) SP-381, Aeronautical

Propulsion, Lewis Research Center, 1975.

Shapiro, A. H., The Dynamics and Thermodynamics of Compres-

sible Fluid Flow, Vol. 1, Ronald Press, 1953.
Tennent, J. H., "Bigger Punch for BB's - New Jersey Gets
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Third International Symposium on Air Breathing Engines,

Munich, Germany, 1976, Deutsche Gasellschaft Fur Luft-und
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