Redmon DR Tactical Missile Conceptual Design

NAVAL POSTGRADUATE SCHOOL
Monterey, California
THESIS
TACTICAL MISSILE CONCEPTUAL DESIGN
by
Danny Ray Redmon
September 1980
The sis Advisor: G.H. Lindsey
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Engineer's Thesis
TACTICAL MISSILE CONCEPTUAL DESIGN September 1980
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Danny Ray Redmon
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Missile design, Conceptual design, Missile aerodynamics
20 ABSTRACT (Conllnuo on rovorao old* II noeomamj and Idonii/r »r mloci m«t«r)

This thesis presents the theory necessary for the conceptual design
of a tactical missile. The design process begins with the well known
linear aerodynamic theory for initial sizing and later includes non-
linear effects to determine the final design of the missile. Where
theory does not apply, empirical methods are presented which are
known to give accurate results. An air-to-air missile is designed
for a specific threat as an example which immediately follows the
development of the theory for each section. Several small digital
DD jan 71 1473 EDITION OF I MOV •• IS OBSOLETE
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computer programs are presented and used for analysis of specific

areas of the design. One large program (AER01) is used for
determining the aerodynamic coefficients of the final design.
DD H73 UNCLASSIFIED
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S/N 0102-014-6601 2 hcu«itv claudication o' tkh m*atr**>»» £>•<• *«<•»•*>
Approved for public release; distribution unlimited
Tactical Missile Conceptual Design
by
Danny Ray Redmon

Lieutenant, United States Navy
B.S., Purdue University, 1974
Submitted in partial fulfillment of the

requirements for the degree of
AERONAUTICAL ENGINEER
from the
NAVAL POSTGRADUATE SCHOOL

September 1980
ABSTRACT
This thesis presents the theory necessary for the concep-
tual design of a tactical missile. The design process begins
with the well known linear aerodynamic theory for initial sizing
and later includes nonlinear effects to determine the final
design of the missile. Where theory does not apply, empirical
methods are presented which are known to give accurate results.
An air-to-air missile is designed for a specific threat as
an example which immediately follows the development of the
theory for each section. Several small digital computer pro-
grams are presented and used for analysis of specific areas
of the design. One large program (AEROl) is used for deter-
mining the aerodynamic coefficients of the final design.

TABLE OF CONTENTS
Page
I. INTRODUCTION 18
II. PROBLEM DEFINITION 19
A. THREAT ANALYSIS 19
1. Operational Requirements 19
2. Design Example (Operational
Requirements) 20
3. Scenario 20
4. Design Example (Scenario) 22
B. HISTORICAL SURVEY 22
C. LAUNCH PLATFORMS AND PHYSICAL CONSTRAINTS . . 25
D. MISSION PROFILES AND PERFORMANCE
OBJECTIVES 27
1. Design Example (Mission Profile) .... 28
a. Semi-Active Homing Missile 29
b. Active Homing Missile . 31
III. GUIDANCE LAW SELECTION 35
A. PURSUIT GUIDANCE 3 5
B. LINE-OF-SIGHT GUIDANCE • 37
C. PROPORTIONAL GUIDANCE • 37
D. COMPARISON OF GUIDANCE LAWS 38
E. PURSUIT GUIDANCE (DETAILED ANALYSIS) .... 48
F. LINE-OF-SIGHT GUIDANCE (DETAILED

ANALYSIS) 51
5
Page
1. Example I (Non-maneuvering
Crossing Target) 53
2. Example II (Effect of V ) . 61
3. Example III (Manuevering Target) .... 65
G. PROPORTIONAL GUIDANCE (DETAILED ANALYSIS) . 68
1. Example IV (Non-maneuvering
Crossing Target) 72
2. Example V (Crossing Maneuvering
Target) 77
3. Example VI (Effect of k) 81
H. DESIGN EXAMPLE (GUIDANCE LAW SELECTION) ... 85
IV. SIZING THE DIAMETER . . 92
A. THE RADAR RANGE EQUATION 93
B. ACTIVE RADAR HOMING 95
1. Example 97
C. SEMI-ACTIVE HOMING 101
D. DESIGN EXAMPLE (ANTENNA SIZING) 102
E. INFRARED SEEKERS 102
1. Planck's Law 103
2. Emissivity 104
3. Energy into a Hemisphere 108
4. Targets 109
a. Self-Emission 110
b. Reflection 110
5. Target Temperature 110
a. Example I Ill
6
Page
b. Example II m 112
6. Simple IR System 113

7. Detectors 114
8. Idealized Range 117
a. Example (Idealized Range) 118
F. WARHEAD SIZING 119

1. Target Vulnerability 120
2. Conditional Kill Probability 121

3. Sizing the Warhead Radius 124
V. BASELINE DEFINITION 134
A. CONTROL CONCEPTS 134
1. Wing Control 135
2. Canard Control 136
3. Tail Control 136
B. GROSS WEIGHT AND CENTER OF GRAVITY 137
C. DESIGN EXAMPLE (BASELINE DEFINITION) .... 143
VI. LINEAR AERODYNAMICS 14 7
A. MISSILE DRAG 147
1. Supersonic Skin Friction 148
2. Supersonic Wave Drag 149
3. Base Pressure Drag 153
4. Induced Drag 154
B. DESIGN EXAMPLE (ZERO LIFT DRAG CALCULATION) . 154
C. MISSILE LIFT CURVE SLOPE 156
D. MISSILE PITCHING MOMENT 161
E. WEIGHT AND CENTER OF GRAVITY VARIATIONS . . . 163
7
Page
VII. LIFTING SURFACE DESIGN 164
A. WING PLACEMENT 164
B. MANEUVER LOAD FACTOR 165
1. Design Example (Maneuver Load
Factor) 168
C. TAIL SIZING 169
D. WING PLANFORM 170
1. Effect of Taper Ratio and Leading
Edge Sweep 170
2. Example 174
3. Effect of Varying Aspect Ratio .... 174
4. Design Example (Wing Planform) .... 179
5. Design Example (Canard Planform) . . . 181
E. DESIGN EXAMPLE (REVISION OF ZERO LIFT DRAG
AND LIFT CURVE SLOPE 185
VIII. PROPULSION REQUIREMENTS 187
A. BOOSTER INITIAL SIZING 187
B. SUSTAINER INITIAL SIZING 191
C. ROCKET MOTOR CHAMBER PRESSURE 193
D. TYPICAL PROPELLANTS 19 6
E. DESIGN EXAMPLE (BOOSTER) 199
F. DESIGN EXAMPLE (SUSTAINER) 201
G. REDUCING ROCKET MOTOR LENGTH 203
1. Design Example (Resizing for
Propulsion) 205
Page
H. DESIGN EXAMPLE (CHAMBER PRESSURE) 2 05
I. DESIGN EXAMPLE (SIZING THE NOZZLE) 207
J. TAIL SIZING 208
IX. NONLINEAR AERODYNAMICS AND AEROl 212
A. VISCOUS CROSS-FLOW 212
B. TOTAL MISSILE LIFT 218
C. DRAG CHARACTERISTICS OF A MISSILE 220
1. Zero Lift Drag 221
a. Subsonic 221
(1) Body Drag 221
(2) Wing Drag 222
(3) Tail Drag 222
b. Transonic 222
c. Supersonic 224
2. Induced Drag 229
3. Total Drag 229
D. PITCHING MOMENT CHARACTERISTICS 231
1. Body 2 31
2. Wing (Fixed Surface) 231
3. Tail (Control Surface) 239
E. AEROl DESCRIPTION 240
1. Verification of AEROl 242
a. NASA TN D-6996 242
b. NASA TM X-2367 247
C. NASA TM X-2780 and NASA TM X-2289 . 247
F. COMPONENT WEIGHTS 2 58
9
Page
G. DESIGN EXAMPLE (FINAL ANALYSIS) 262
X. CONCLUSIONS AND RECOMMENDATIONS 283
AEROl COMPUTER PROGRAM LISTING 285
LIST OF REFERENCES 314
INITIAL DISTRIBUTION LIST 316
10
LIST OF TABLES
Page
2-1) Historical Data 24
3-1) Guidance Law Trends for Air Targets 46
3-II) Line-of-Sight Computer Program 56
3-III) Example I Output 59
3-IV) Example II Output 62
3-V) Example III Output 66
3-VI) Proportional Guidance Computer Program .... 75
3-VII) Example *V Output 78
3-VIII) Example VI Output 82
3-IX) Design Example Output 89
8-1) Typical Propellant Properties 198
9-1) Input Data 244
9-II) Output Data 246
9-III) AEROl Input 263
9-IV) AEROl Output 264
9-V) AEROl Output 268
11
LIST OF FIGURES
Page
(2-1) RAM-K Fighter 21
(2-2) Weight Limitations 26
(3-la) Pursuit Guidance 36
(3-lb) Beam Rider Guidance 36
(3-lc) Proportional Guidance • • 36
(3-2) Target Heading Sensitivity 40
(3-3) Target Speed Sensitivity 41
(3-4) Target Acceleration Sensitivity 42
(3-5) Angle Bias Sensitivity 43
(3-6) Noise Sensitivity 44
(3-7) Wind Gust Sensitivity 45
(3-8) Miss Distance Sensitivity to Missile
Acceleration Limit 47
(3-9) Pursuit Geometry 48
(3-10) Line-of-Sight Geometry 51
(3-11) Non-maneuvering Crossing Geometry 58
(3-12) Non-maneuvering Crossing Target 60
(3-13) Crossing Target Geometry 61
(3-14) Effect of V„ on the Encounter 64

M
(3-15) Maneuvering Target 65
(3-16) Effect of a 7 g Maneuver Upon the Encounter ... 67
(3-17) Proportional Guidance Geometry 68
(3-18) Non-maneuvering Target 72
12
Page
(3-19) Crossing Maneuvering Target 77
(3-20) Trajectories of Crossing, Maneuvering
Intercept 80
(3-21) Initial Geometry 81
(3-22) Effect of Varying k 84
(3-23) Head-On Scenario 86
(3-24) Crossing Scenario 87
(3-25) Obilique Scenario . 88
(3-26) Selection of Navigation Constant 90
(4-1) Required Antenna Size 98
(4-2) Atmospheric Absorption 100
(4-3) Black-Body Spectral Radiant Emittance 105
(4-4) Actual Spectral Radiant Emittance 106
(4-5) Radiant Emittance of a Body 107
(4-6) Energy Emitted into a Hemisphere 108
(4-7) Simple IR System 113
(4-8) Simple Chopper 116
(4-9) Preamp Input 116
(4-10) Encounter Geometry 119
(4-11) Static Encounter 122
(4-12) Warhead 125
(4-13) P_ versus r 129

D W
(4-14) Effect of Initial Velocity on Warhead Radius . 132
(4-15) Hollow Warhead 133
13
Page
(5-1) Control Configurations . 134
(5-2) Generic SRAAM Configuration 139
(5-3) Generic MRAAM Configuration 140
(5-4) Generic LRAAM Configuration 141
(5-5) Generic SAM Configuration 142
(5-6) Lifting Surface , 144
(5-7) Baseline Missile 146
(6-1) Hemispherical Nose Wave Drag 151
(6-2) Double-Wedge Wing 152
(6-3) Base Pressure Areas 153
(6-4) Wing-Body-Tail Lift 156
(6-5) Linear Lift Interference Factors 158
(6-6) Wing Leading Edge 159
(6-7) Forces Acting on the Missile 162
(7-1) Sustained Maneuver of a Missile 165
(7-2) Planform Geometry 170
(7-3) Theoretical Lift Curve Slope 171
(7-4) Theoretical Lift Curve Slope 172
(7-5) Effect of X on Drag 175
(7-6) Effect of X on Lift Curve Slope 176
(7-7) Lift Drag Function 178
(7-8) Wing Lift Drag Function 182
(7-9) Canard Lift Drag Function 184
(7-10) Design with "Optimum" Wings 186
(8-1) Forces Acting on the Missile 188
(8-2) Nozzle Geometry 209
14
Page
(8-3) Missile Design 210
(9-1) Relative Contributions of Linear and
Nonlinear Terms 213
(9-2) Cross-flow Drag Coefficient 214
(9-3) Cross-flow Drag Proportionality Constant . .

. 216
(9-4) Drag Coefficient for a Flat Plate
Normal to the Flow 219
(9-5) Transonic Wave Drag for Ogival and
Blunted Conical Forebodies • 225
(9-6) Transonic C_ for Unswept Wings 226
(9-7) Ratio of C for Various L/D to C for

W W
Hemisphere 227
(9-8) Wave Drag of Pointed Conical Nose 230
(9-9) Mean Base Pressure Curve 233
(9-10) Wing Center of Pressure (Subsonic) 234
(9-11) Wing Center of Pressure (Supersonic) 235
(9-12) Body Center of Pressure 236
(9-15) AEROl Input Data 243
(9-16) Body Alone Normal Force 248
(9-17) Body Alone Moment 249
(9-18) Body Alone Axial Force 250
(9-19) Tail Body Lift Force 251
(9-20) Tail Body Drag Force 252
15
Page
(9-21) Tail Body Moment 253

(9-22) Wing Body Normal Force 254
(9-23) Wing Body Moment 255
(9-24) Complete Missile Lift Force 256
(9-25) Complete Missile Drag 257
(9-26) Aero Surface Weight 259

(9-27) Final Design 260
(9-28) Static Stability 266
16
ACKNOWLEDGEMENTS
The author wishes to express his sincere appreciation to
the faculty of the Aeronautical Engineering Department of the
Naval Postgraduate School. The broad subject area of this
thesis required the help of experts in several areas for which
the help of all concerned is appreciated.
The author is particularly indebted and grateful to his
thesis advisor, Professor G.H. Lindsey, whose counsel and
assistance enabled him to express the concepts in this thesis
in a meaningful manner.
Finally I would like to thank my wife, Peggy, for her help,
patience, and love, without which, this thesis would not have
been possible.
17
I. INTRODUCTION
This study was made to present a method for the conceptual
design of tactical missiles. The starting point for the design
was a recently completed report by General Dynamics, Convair
Division entitled Rapid Approach to Missile Synthesis (RAMS) . A
procedure was then developed more akin to aircraft design and
which bears little resemblance to RAMS and which uses basic
equations to size components rather than nomograms and table
look-up. The procedure starts with a threat description and
proceeds with the formulation of performance objectives and
a conceptual design of a tactical missile to counter the threat
The design is not unique, but as will be shown, is a compromise
of parameters to give one possible solution to the design prob-
lem; therefore, the point design arrived at is not necessarily
the optimum design for the presented threat. An attempt is
made to find the optimum performance within specific areas of
the design process.
Throughout this study the theory involved is explained and
specific examples are worked. A complete design example is
worked out in detail. It is an air-to-air missile designed to
counter the new Soviet RAM-K fighter aircraft. This example
is worked in each section immediately following the develop-
ment of the theory for that specific area.
18
II. PROBLEM DEFINITION
A. THREAT ANALYSIS
1. Operational Requirements
The design of a new missile is usually in response to
an operational requirement which arises as the result of one
of the following: (1) A new technology provides the means to

design a more effective missile to meet a current threat. An
example of this might be an advance in material science, which
allows higher inlet turbine temperatures for a turbojet engine;
therefore, allowing higher missile flight speeds. (2) Intelli-
gence indicates a new threat for which existing missiles are
not effective. (3) Operational reports indicate a current mis-

sile is inadequate against a current threat.
Regardless of how the operational requirement is derived,
a statement of the threat is required before the design process
can proceed. Experience has proven that one missile cannot be
designed to meet all types of threats without seriously com-
promising performance or effectiveness. This can be illustrated
with the design of the warhead. A contact fuze, shaped charge
warhead designed to penetrate and kill hard targets such as
tanks, would not be effective against a highly maneuverable
aircraft for which the expected miss distance is several feet.
For this reason the design of a missile must start with a de-
tailed analysis of the threat. The more detailed this analysis
is, the more effective the final design can be.
19
2 Design Example (Operational Requirement)
A design example will be used as a continuous thread
throughout this thesis to demonstrate applications of the theory.
An air-to-air missile will be designed to counter the new class
of Soviet fighter, which is in the advanced development stage
at the Ramenskoye Experimentation Center. The fighter, as des-
cribed in Aviation Week [1, 2]has been designated the RAM-K. The
RAM-K is a twin engine fighter with variable geometry inlets and
swing wings. The aircraft bears a resemblance to both the F-14
and F-15. It is expected to be the recipient of a new look
down, shoot down radar and the 40 km range AA-X-9 missile. The
following unclassified dimensions and performance data are avail-
able on the RAM-K:
Wing span 40 ft
Overall length 64 ft
Gross weight 60,000 lbs
Maximum speed M=2.5
Service ceiling 60,000 ft
Figure (2-1) is a drawing of the RAM-K.
3 Scenario
The scenario within which the missile is expected to
operate should also be described. If the normal mode of operation
of the threat is not known, an attempt should be made to define
the most demanding scenario that can be expected. For a defen-
sive weapon the most challenging incoming threat will normally
be a head-on encounter. The threat profile may vary from a high
level attack with a terminal dive to a low level attack with a
20
^4L
RAM-K
Figure (2-1). RAM-K Fighter,

21
terminal pop-up maneuver. In the case of the AS-6 (Kingfish)
two modes of attack can be expected. In such a case both pro-
files must be evaluated to determine the most demanding in
terms of missile performance objectives. For an offensive sys-

tem, such as an air-to-air missile designed to intercept and
destroy an enemy fighter before it launches its weapons, the
scenarios analyzed should include all possible encounter
geometries
4 . Design Example (Scenario)
The scenario for the above threat would likely be an
intercept situation in defense of the fleet high value unit.
The scenario is taken to be a head-on encounter with the missile
and the target at the same altitude. Since the combat specifi-
cations of an aircraft are normally given at 10,000 ft., this is
taken as the scenario altitude.
B. HISTORICAL SURVEY
Missile design is an iterative process, and the first time
through the design loop many assumptions have to be made con-
cerning component sizes and weights. One method of approach
at the early stage is to employ historical data of existing mis-
sile sizes and weights; since justifications for these parameters
were made duirng their design processes. An example of the use
of historical data in determining the initial missile length
can be made with the length to diameter ratio. The length to
diameter ratios of existing missiles of the same class as that
22
being designed are collected, and an average is computed. The
diameter of the design is fixed by one of three driving factors
(propulsion, warhead, or guidance) . From the average length to

diameter ratio the initial missile length is then estimated.
From this historical data, initial choices based on the experi-
ence of others can be made for many of the missile parameters.
These parameters define a baseline missile, which is the initial
configuration from which design iterations and refinements can
be made.
Since missiles are designed for specific missions, speci-
fic parameters such as length and diameter are of little value
in comparing missiles. Dimensionless ratios such as length to
diameter, L/D, ratio and aspect ratio, AR, are more meaningful
when relating missiles. Some parameters which are useful in
defining the baseline missile are listed below:

L/D = Length to diameter ratio
L /D = Nose length to diameter ratio
AR = Aspect ratio of the wing
AR. = Aspect ratio of the tail
W/S = Weight to lifting surface area ratio
V, = S^lVfS ,-d ,.) Tail volume coefficient

t t t ref ref
W /Wwn = Gross weight to warhead weight ratio
.
G
The tail volume coefficient, V is a dimensionless para-
,
meter used to initially size the tail. For a tail control mis-
sile, it is a measure of the relative control effectiveness when
comparing missiles. For a wing control missile it is a relative
measure of stability.
23
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A complete historical survey should not be limited to
the parameters listed here. Any dimensionless parameter which
will add information about the proposed design should be inclu-
ded for completeness.
Table 2-1 is an example of a collection of such para-
meters for existing air-to-air missiles EL. 31 . in this table
the subscript, c, is used to indicate a canard control surface.
C. LAUNCH PLATFORMS AND PHYSICAL CONSTRAINTS
The problem definition must also include a description of
the intended launch platform for the missile. The aircraft or
shipboard launcher from which the missile will be launched will
fix many design features of the missile. For instance the most
important consideration in the problem definition phase is any
physical constraints imposed by the launcher. Since it is not
normally feasible, economically to design a launcher to fit the
missile, most new missiles must fit existing launchers. In the
case of shipboard launchers there will be a maximum length and
diameter and a maximum launch weight which can be accomodated.
For the case of an air launched missile, there will be a
maximum weight, and the dimensions may also be limited due to
the performance requirements of the aircraft.
For the air-to-air missile design example of this study,
the launch platforms will be the F-16 and F-18A. Figure (2-2)
which is from Interavia [4, 5]shows the pylon weight limitations
for these aircraft. From these figures it can be seen that the
maximum launch weight for this design is limited to 2500 pounds
by the pylon limitations of the F-18A.

25
Load Carrying Capability of F-18A
Load Carrying Capability of F-16
250/9.0
3500/5.5 250/9.0
2200/5.5 2500/5.5
Figure (2-2) . Weight Limitations
26
D. MISSION PROFILES AND PERFORMANCE OBJECTIVES
The mission profile of a missile consists of dividing the
flight into fundamental segments which consist of a single func-
tion, such as boost to cruise speed and altitude, cruise to
the target, and terminal homing phases. The mission profile
will vary from missile to missile. For a cruise missile it
may consist of a series of pop-up maneuvers and low level cruises,
For a short range missile, the profile may be entirely terminal
homing. The Mach number and altitude are specified at the begin-
ning and end of each mission segment, as well as the range
covered by each segment. The range covered by a segment can be
considered in one of two ways. If the segment is short, such
as the terminal phase, the distance along the intended flight
path is considered. For longer range missiles, the distance over
the ground is of importance. The mission profile must be defined
during the problem definition phase in order to specify missile
performance objectives.
The mission profile of a missile normally consists of a
boost, cruise (mid-course) and terminal phase. The boost phase
accelerates the missile to its flight speed. This acceleration
may be large for a surface-to-air missile which must be acceler-
ated from rest to a high supersonic speed or it may be small for
an air launched missile which has the speed advantage of the air-
craft from which it is launched.
The cruise segment, or mid-course phase, primarily is used
to deliver the missile to a point in space where the seeker can
27
acquire the target. The range and speed of the cruise segment
is then a function of the required stand-off distance for the
target.
The terminal phase is somewhat more difficult to analyze.
If the target maintains constant heading and velocity the flight
path of the missile may be modeled by circular arc segments. This
method will give approximate values of range. If the target
maneuvers, the missile must follow and the range and speed require-
ments become more complicated.
In determining the range and speed requirements, all expected
encounter geometries should be analyzed. The most demanding
encounter will then fix the performance objectives. The most
demanding speed requirement, in terms of maintaining a minimum
stand-off distance, will normally be a head-on encounter. Al-
though the required missile speed and range are determined in
this section, the missile velocity may be varied later in the
design process due to guidance considerations.
1 . Design Example (Mission Profile)
From the threat defined above, the ideal situation would
be to obtain a fire control solution and launch such that the
minimum separation distance between the launch aircraft and the
target is 40 km. This can be accomplished in one of two ways.
The launch aircraft can fire a semi-active homing missile at
such a range and speed that intercept occurs before the minimum
range is reached, or an active homing missile can be fired, and
once missile lock-on is achieved, the launch aircraft can maneu-
ver to maintain the minimum separation distance.
28
The active radar homing missile would decrease the
launch range and the range required of the missile, which will
lessen the constaints on the launch aircraft. The terminal por-
tion of the engagement is a function of the guidance law and will
be determined in Chapter 3.
Two cases are investigated to determine the effect on
the range requirement of the missile when a minimum separation
distance from the target to the missile of 40 km is maintained.
The first case is a semi-active homing missile, for which the
launch aircraft must maintain a closing course until intercept.
The second case is an active homing missile which has a lock-on
range of 10 km. The launch aircraft may then maneuver to main-
tain a separation distance.
a. Case 1: Semi-active homing missile
L M
^T
R. = Range at which the missile is launched
M_ = 1.5 = Launch Mach number
M^ = 2.5 = Missile Cruise Mach number
a = Speed of sound
V = M a = 1.5a = Launch speed

Ll Li
V = Ma = 2.5a = Target speed
Vw =
MM M,.a = 2.5a = Missile speed
29
The instantaneous range from the missile to the target is
given by, R^
R (V + V }t (1)
*MT - = M T
The instantaneous range from launch aircraft to the target
is given by, R^
*LT =
R " (V
L
+
V* (2)
If the target does not maneuver, intercept will occur at
t
f
, when R^ -
= R " (V + V T }t
M f
R R
t = Q , = -0
f (V +V ) 5a
M T
If the launch aircraft is at the minimum separation distance,
R^_ = 40 km, when intercept occurs.
40 km = R - (V + V )t
Q L T f
substituting for V , V and t_

Li T X.
R
40 km = R - (1.5 + 2.5)a(^Q.)
5a
Solving for R
R = 20 km = Launch range
30
The range required of the missile is then, R^
R^ = V t = 100 km = 53.96 nmiles
If the missile speed is increased to M„„ = 3.0, then

M
R = 148. 15 k and,
Q
= 80.81 km = 43.61 nmiles.

*M
b. Case 2: Active Homing Missile
The lock-on range is a function of the seeker in the
missile and will be covered later in this thesis. If it is
assumed that the launch aircraft must maintain its course until
lock-on occurs at a range of Rj^r the problem can still be solved,
The geometry is the same as in Case 1. Instead of following a
constant course until intercept, the launch aircraft must now
only maintain a closing course until R^ = Ry

n . Then from
equation (1)
= R (V +
"mT " *LO " M V*fl
Solving for t f ,
R 0~ R
LO
t
fl (V +
M V
If at the time of target lock-on, t f ,, the target
and launch aircraft are at the minimum separation distance,

= R from equation (2)
^LT min'
31
R__ = R
XT . = Rn - (V T + V m )t
min L T fl
Inserting for t f ,
R
min "
R " <W V*LO ( )/( W
Solving for R ,
= mm v +v t
m ;
^
R
VV
,
(3)
o V +V
1 - / 1 - / L T
\
V +V T,
M \V V T,
For the same geometry and relative speeds of the
first case, with M„ = 3.0.

M
•fl 5.5a
A reasonable value of lock-on range is 10 km. This
will be shown later in the guidance section of the study. The
time to lock-on then becomes,
R -10
_ _0
•fl 5.5a
From equation (3), R n then becomes, R = 118.52 km The missile
range to lock-on is then, RM w
R»„i = V„t_ n = 59.19 km

Ml M f1
32
If the target does not maneuver the time from lock-
on to intercept becomes, t- 2 «
£2 (V V )
M+ T
and the missile range from lock-on to intercept becomes,
= V fc = 5 45 km
-
*M2 M f2
The total missile range is then the sum of the two,
+ R = 64 64 km = 34 88 nmiles
*M ~ ^Ml M2 - - .
As can be seen from the above analysis, both the
detection range of the target and the required missile range are
decreased significantly when an active homing missile is used.
On the other hand, it must also be remembered that the complexity
and cost of the missile will be increased as a result of choosing
an active radar seeker. For the design example in this study,
an active radar seeker is chosen; therefore, the maximum range
requirement will be 35 nmiles at a speed of M = 3.0, however,
this missile velocity is tentative until a guidance analysis
is complete.
From the preceding analysis the mission profile is

determined. It must be kept in mind that the mission profile
may be changed during the design process to meet other design
objectives. The following profile assumes both the target and
launch aircraft at the same altitude.
33
BOOST CRUISE TERMINAL
HOMING
SEGMENT
begin begin end
h
end *™ GE
(1) Boost 1.5 10,000 ft 3.0 10,000 ft
(2) Cruise 3.0 10,000 ft 3.0 10,000 ft 29.6 nmiles
(3) Terminal 3.0 10,000 ft 3.0 10,000 ft 5.4 nmiles
34
III. GUIDANCE LAW SELECTION
Although the specifics of the guidance system is beyond the
scope of conceptual design, the selection of a guidance law is
necessary for initial calculations. The warhead design depends
on the expected miss distance between the missile and the target
and the lifting surface area depends on the maneuvering require-
ments of the missile. Both the miss distance and maximum acceler-
ation required are functions of the missile guidance law.
The guidance law for a missile is the analytical formulation
used by the guidance system to convert sensed target information
into missile steering commands. Three general guidance laws are
used. Most others can be forced to fit into one of these cate-
gories. These are:
1) Pursuit Guidance
2) Line-of-Sight Guidance
3) Proportional Guidance
A. PURSUIT GUIDANCE
A pursuit guidance law is illustrated in Figure (3-la) and

is one in which the missile velocity vector is always directed
toward the target. The target and the missile velocity vectors
must therefore be sensed; so this type of guidance normally
assumes an on-board tracker. The missile may have a separate
mid-course guidance package to increase range, but target lock-
on initiates the pursuit guidance for the terminal homing phase.
35
Figure (3-la). Pursuit guidance.
Figure (3-lb) . Beam rider guidance
Figure (3-lc) . Proportional guidance
36
For this reason it has the advantage of launch-and-forget at
lock-on. Since the signal processing is limited to looking and
pointing, the avionics are relatively simple and usually on-
board the missile. An option for this type of guidance would
be to include a lead angle to accomodate faster moving targets.
B. LINE-OF-SIGHT GUIDANCE
Line-of-sight guidance is used in a beam rider missile. This
guidance scheme is illustrated in Figure (3-lb) and requires that
the missile remain on a line (beam) joining the target and a
control point. The target tracker is located at the control
point; therefore, avoiding the necessity of an on-board tracker.
Because of this, a dedicated fire control system is needed from
launch to intercept. The range of this type of guidance is
normally less than with the other types. A speed advantage is
required for line-of-sight guidance since no lead angle is incor-
porated. The main advantage of this type of guidance is the
simple avionics required to maintain the missile in the beam.
C. PROPORTIONAL GUIDANCE
A proportional guidance law is one in which the rate of change
of the missile heading is made proportional to the rate of change
of the line-of-sight between the missile and the target. This
is illustrated in Figure (3-lc) . Since the guidance law antici-
pates the target's future position, it can attain a higher degree
of responsiveness than other guidance laws. In proportional gui-
dance the rate of change of the line-of-sight must be sensed
37
on-board the missile. Because of this requirement, and the need
to provide anticipated steering commands, the avionics required
are the most complex of the three guidance systems.
D. COMPARISON OF GUIDANCE LAWS

In early design considerations two parameters of interest
are acceleration required of the missile and the miss distance
attainable. Of the three guidance laws only the proportional
law can respond to fast maneuvering targets. Since the missile
must stay in the line-of-sight for a beam rider system, any tar-
get maneuver will cause large excursions in the missile flight
path, resulting in large normal accelerations. The pursuit gui-
dance law causes similar large excursions near intercept due
to the velocity vector always pointing at the target.
Several system parameters affect the miss distance attain-
able with a particular guidance law. An excellent source on
the effects of these parameters is an article written by Dr.
Robert Goodstein [6] . The parameters studied for their effect on
miss distance were:
1) Sensor Bias Angle
2) Noise
3) Target Heading
4) Target Acceleration
5) Target Speed
6) Wind Gusts
The results have been reproduced and are included in Figures (3-2)
through (3-7). Table 3-1 provides overall guidance in the selection
38
of a guidance law and is also reproduced from the above reference.
A first glance would indicate that proportional guidance is a
proper choice for all cases. It must be kept in mind, though,
that cost and simplicity are also driving factors in the design
process. Furthermore, it can be seen that, while proportional
guidance with a high gain has good performance against maneuvering
targets, any noise in the system will highly degrade this perfor-
mance. For this reason another guidance law may be desired, or
a compromise in the gain selection may have to be made in which
some performance is given up in order to deal with a noisy system.
A reasonable range of proportionality constants that gives good
performance against both maneuvering targets and noisy systems
is k = 2 to k = 6
Once a guidance law is selected, a more detailed analysis has
to be performed to determine if the maximum acceleration required
of that particular guidance system is within the attainable
maneuverability limits for the missile. The maximum acceleration
required, in turn, determines the lifting surface area needed.
A good estimate of maximum acceleration, which keeps the miss
distance less than 50 feet, is to set it equal to three times
the target acceleration plus ten.
a = 3a^ + 10
m t
Figure (3-8) shows the miss distance sensitivity to target
acceleration.
39
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45
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46
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47
E. PURSUIT GUIDANCE (DETAILED ANALYSIS)
As stated previously, a pursuit guidance law requires the
missile velocity vector to always point at the target. For
this reason the missile always ends up in a tail chase situation,
with the maximum acceleration occurring at the end of the
encounter. From this description the maximum acceleration of the
missile can be determined.
'P vT
/
M.
/
/
/
V '
M.
/v R. Reference
Direction
Figure (3-9). Pursuit geometry.
From Figure (3-9) the time rate of change of the range, R, is
R = V cos 6 - VM
T
also
B = -V sin 3/R
T
or
R *£ = V sin 6
T
48
-M^
sin 6
= -Is dt
R
(1)
=
dR
dt (2)
V T cos 3 - V
M
Substituting equation (2) into equation (1) gives,
V
dB T dR M
'* Letting k =
sin R (V cos B - V )
T M
(cos B - k) dR
d3n
A _
(3)
iTn~B R
Integrating equation (3) yields,
JinR = kAn(tan =) - Jin (sin B) + Anc
c tarF 8/2
AnR = An
sin B
By trigonometric identity,
k (sin 3)
(tan B/2) =
(1+cos B)
Therefore,
k-l
c^ (sin B)
AnR = An
1
(1+cos 3)
and
c (sin B)
k-l
R =
}
(1+cos B)
49
From the initial condition B = 6 when R = R ,
k
R ( 1+cos B )
o, = -^
(sing )
/l+cosB \ / o
/sing •
\\
R = R f I
\ 1+cosB/ I sinS J
Substituting the above equation for R into the equation for @
6 = -V sinB/R
V k 2 "k
S _ t / l+cosB \ (sinB)
~R„ 1 1+cos B"J ",~;„ l-k
D \ 0' (singQ I
)
The missile acceleration can be expressed as a normal and a
tangential component,
a = VM B n + VM t
M M
The normal component is a , where,
a = V.. B
m M
M T / 1+cos B \ sin b ^7.

a ~ P
m I
v
1+cos B / sins
I
The terminal acceleration for a pursuit guidance law will occur
at the end of the encounter (B * 0) . From the above expression
50
the terminal acceleration can be evaluated
a
m
=0, for 1 < k < 2
V V
a
m
= —§-£
R
I
\
rr a
1+cosB
"
J
/
sin ^
o
for k = 2
a = °° for k > 2
m
Since pursuit guidance always ends up in a tail chase situation,
the missile will never intercept if k < 1 . Thus, for pursuit
guidance operating against a non-maneuvering target, the velocity
ratio should be between one and two. These results indicate
this guidance system would not be effective against air targets;
therefore, results for a maneuvering target were not pursued.
F. LINE-OF-SIGHT GUIDANCE (DETAILED ANALYSIS)
/
/ Reference
n Direction
Figure (3-10). Line-of-sight geometry.
51
Figure (3-10) illustrates the geometry used to derive
the beam rider equations of motion. The basic concept of beam
rider guidance is that the missile is maintained in the line-of-
sight of the target and a control point. This can be expressed
in an equation as follows:
V_ sin a. V.. sin a

+ = -2 L_ = J5 m
(1)
r
t
where, r = range from point to the target
r = range from point to the missile
From equation (1)
r.VV, sin a = r V_ sin a. (2)

t M m m T t
As in the case of pursuit guidance, the missile and target acceler-
ations can be divided into normal and tangential components. If
the target is limited to contant g turns, and the normal component
of missile acceleration is of interest; then,
Differentiating equation (2) with respect to time yields,
r. V„ sin a
t M mtMm+ r t V„ a cos a
mmT
= r V_ sin a.
tTt
+ V_ a. cos a.
t
Solving for a ,
m
a
nt
= — =-=
r.V^cosa [r
L
«
mT V m sin a.
t
+ r
m
V_
T
»
a.
t
cos a,
t
-
•
r.
t
V.,
M
sin a
m
]
t M m
52
From the original figure,
r = V cos a
t T
r = V., cos a
m M m
Also
• « a + <j>
*5 = a + *
t
m
a
m
+ 
T t t
. » i
» - e
t
-
t
r = V cos a
t T t
r = V.. cos a
m M m
a™ =
m
—
r,V„cosaT7
i r
L
*
r m sin
m VT a.
t
+ r
m
V_
T
a.
t
cos a.
t
t M m
- r. VM in a
s.
t M mj
• . •
9 = a + r
d>
m m
53
a
m
= VM Mm 9
The above equations are the equations of motion which describe
the target and missile trajectories. These equations cannot be
solved analytically except for highly specialized cases. The com-
plete set of equations can be solved using a numerical integra-
tion technique. If Euler's one step method is used, the algorithm
is as follows;
>
t
(i+D = e
t
(i + At 8 (i)
(i+l) = <f>(i + At (j)(i)
a, (i+1) = cud + At a (i)
r (i+l) = r (i + At r (i)
t fc t
r (i+l) r m (i + At r (i)
m m m
a (i+l) = a + At a (i)
m m (i m
m
(i+l) = e(i
m
+ At 9
m
(t)
With initial conditions;
r (0) = r
t Q
r =
m (0)
<j>(0) = <J>,
a =
m (0)
e (0)
t
m m.
54
a (0) = a
t
The target and missile positions can be expressed as follows;
x
m
(i+1) = x
m
(i) + At v
Mm cos (i)
y m (i+1) = y (i) + At V M sin 8 (i)

m M m
x (i+l) = x.(i) + At V cos 9.(i)

t T
y t (i+l) = y (i)
t
+ At V T sin 8 (i)
Where
x (0) = ym (0J =
m m
Y t (0) = rQ cos <J>
yt (0) = r
Q
sin ^
The above equations have been programmed on the HP 9 8 30 com-
puter. Table 3-II is a listing of this program. The program
asks the user for the initial conditions and the target acceler-
ation. It also asks for the integration step increment, At.
It should be kept in mind when using the program that the error
involved in integrating is of order At. The output is a plot of
missile and target trajectories as well as the missile maximum
acceleration and time of flight. Three examples follow which
demonstrate possible uses of the program. (Note: All angles
are input in radians.)
55
TABLE 3-II
19 PRINT "THIS PROGRAM DETERMINES THE RCCELflRRTION OF"

28 PRINT "fl BEAM RIDER MISSILE AND PLOTS THE TRRJECTOR
38 PRINT
48 PRINT "INPUT TIME INCREMENT FOR INTEGRATION"
50 INPUT ru
68 HI M X [ 2 5 9 ] Y C 2 5 3 U C 2 5 6 ] V C 2 5 8 ] R C 2 5 8 J R C 2 5 8 ]
j j j > ?
78 PRINT "INPUT INITIAL TARGET RANGE"

38 INPUT Rl
98 PRINT "INPUT TARGET SPEED"
188 INPUT VI
118 PRINT "INPUT MISSILE SPEED"
128 INPUT V2
138 PRINT "INPUT INITIAL LINE OF SIGHT ANGLE"
148 INPUT PI
158 PRINT "INPUT MISSILE ALPHA"
168 INPUT A2
178 PRINT "INPUT TARGET ALPHA"
138 INPUT Hi
198 PRINT "INPUT MISSILE THETA"
288 INPUT T2
218 PRINT "INPUT TARGET THETA"
228 INPUT Tl
238 PR I NT "
I N P U 1" TAR ET ACCELERAT 1 H
248 INPUT Gl
258 1=1
268 R2=8
265 RE 1 ]= R1
278 AC 1 3=0
238 XC I 3=0
298 YC I 3=0
388 UC I 3=R1*CQS<P1)
318 VC I 3=R1*SIN(P1)
328 AC I 3=0
338 PRINT " NH YM NT
'
395 PR I NT ' D Y U W fl N T A PR I NT F THE UTPUT t 8=YES s 1 =
396 INPUT T9
397 IF T9=l THEN 418
488 PRINT NC I 3? YC I 3 U[ s I 3>VC I 1
418 1=1+1
428 T3=G1/V1
438 P3=Vl*SIN(fil>/Rl
448 H3=T3-P3
458 R3=V1*C0S<A1
4gq R4=y2*C S ( H2 •'
461 D6=R4*V1*SIN(AD
462 D7=R2* 1 # A 3 * C S ( A 1
'
,'
>
463 D8=-R3*V2*SIN<A2)
4 f, 4 i\ q=r i + '/ 2 * C S (. fl 2 )
56
TABLE 3-II (cont)
465 fl4=(D6+D7+D3 >^D9

4 6 6 T4=fl4+P3
470 T1=T1+B1*T3
430 Pi=pi+ru*p3
49 Rl=Rl+m*R3
495 R1=R1+D1*R3
496 R2=R2+D1*R4
500 R2=fl2+Di*fl4
510 T2=T2+B1*T4
520 RC I ]=V2*T4
530 IF RB3(R[ I 3XHBS (AC I- 1 3 THEN 6
540 N = RC I 3
600 T2=R2+P1
6 1 RC I ] = R1-R2
620 X[ I 3 = X[ 1-1 3+M*V 2* COS (T2 'i
63 YC I ] = YC 1-1
3+Bl*V 2*3 IN (T2 j
640 I 3=UC 1-1 3+Dl*V 'l*COS

UC T (. j
65 I 3=VC 1-1 3+Dl*V 1*3 IN ( T

VC )
6 6 O IF RC I ]>0 THEN : t97

665 T5=B1*<I-1>
670 PRINT "INPUT MIH II NUN RLUE" ':' ' i
1
630 INPUT X6
6 9 O PRINT "INPUT P1H>: 1INUN RLUE" '•'
'i
700 INPUT X7
710 PRINT "INPUT MINI NUN 'RLUE" 1 ','
720 INPUT Y6
730 PRINT "INPUT Mftt IINUN 'RLUE" 1
740 INPUT Y7
300 S C R L E X 6 )< 7 Y 6 j i ? 'i i"
819 PRINT - "HfiS AXIS BEEN DRRN

32 INPUT Fl
3 3 O IF F1=0 THEN 360
340 XRXI3 0>X7/1Q
350 YflXIS 0? Y7.-10
36 PEN
370 FOR N=l TO 1
38 PLOT XCW3jY[W3
39 NEXT N
9 PEN
910 FOR 3=1 TO I
920 PLOT UCS3jVCS3
930 NEXT 3
940 PEN
950 PRINT
951 PRINT
Q IF RC I 3>Fl[ 1-1 3 fHEN S '54
.1 £.
"
9! M=RC 1-13
954 PPRINT
R I "THE
"
THE MMAXIMUM
fl X I M U M ACC:CEl
C E L.ERflTIOh
E R fl T 1 N fl
960 PRINT "THE TINE TO INTERCEPT IS

1000d STOP
57
1. Example I (Non-maneuvering Crossing Target)
^<
\
T
• V
M
»0 m^
Figure (3-11) . Non-maneuvering crossing geometry
r = 359 meters
<J>
= 109.57° = 1.9124 rad
9 = 17.57° = .3067 rad
9 = 109.57° = 1.9124 rad

mQ
a = -91.0° = 01.5882 rad

fc
a =
t
v
M
=37 3 m/sec
V^ = 221 m/sec
Table 3-III is the computer output. As indicated the missile
maximum acceleration is,
a = -459.25 m/sec/sec = -46.86 g's

m
58
TABLE 3-III
INPUT TIME INCREMENT FOR INTEGRATI

INPUT INITIAL TARGET RANGE
INPUT TARGET SPEED
INPUT MISSILE SPEED
INPUT INITIAL LINE OF SIGHT ANGLE
INPUT MISSILE ALPHA
INPUT TARGET ALPHA
INPUT MISSILE THETA
INPUT TARGET THETA
INPUT TARGET H .JCELERATION
XM YM .', 1 T
DO YOU WANT PRINT OF THE OU TPUTj fl 0=YESj 1=N0
8 -120,, 2644734 338 256495
-5. 154984716 17.92341813 -189. 7381283 341. 5926479
-9. 197499767 36. 1300131 - 9 9 1 9 57681 . 344. 5 3 8 8 8 7 ':.:
-12. 11631381 54. 55819713 -88. 66141559 343. 2649534

-13.90 8 8 8 092 73. 11335036 -78. 127863 35 1 ,, 68 1 1 662
-14.53120543 91.75172791 --67 5927184 „ 354. 937259
-14. 14756982 110. 3966859 -J J O J -J O £
l . fcj t 353. 2734118
-12. 62997166 123.9348330 - 4 6=52 4 8 3 5 2 3 361. 6895646
-10. 0574053 147.456557 - 3 5 9 8 9 65264. 364. 9457174
- 6 46499644 8
. 165.7572973 -25. 455 3 8885 368 2313782
-1.8 9 3 023052 133.3332156 -14. 92894745 371. 6 1 3 8 2 3
3. 614079328 201.6565344 -4 . 3 8 6594 8 6 3 374. 9541758
-*
2983236
••-,
In. 90880633 219, 1760013 6. 147757723 ^ i",
17.24154285 236 . 3664862 16.68211032 381 6 2 6 4 8 1
25.26153519 253. 2839385 27.21646291 334, 9 6 2 6 3 4 2

34. 01774632 269. 67 6 1 37.7588155 298737
4 3 45961 8 9 9
.
"' O ^j ~P cj O C| '"' "7 "7
48. 28516389 39 1! 6 3 4 9 3 9 8
53.53767559 301 4464555 . 5 8 8 1 9 5286 8 . 394, 9 7 16926
64.2841 194 316.745131 69. 35387327 398 i 3872454
Q C "7
75.41315987 331.6503313 O O O ,- C J O
-".' •-, •-,
i
i'j
7 „
i'-i i-i
O i 481 6 4 3 3 9 8 2 ,
C r"i ""'
87. 12134988 346. 16 7746/' 90. 42257346 484, i'"i £T -i
Cj Q v •
j 777
3028325 1 CT -~i
360. 188. 956931 488, 3157833
111.8741571 0652959 374. 111 ,,4912336 411 6513566
124. 3449199 4661897 337. 122 8256362 „ 4 J 38894
1 4 9
133. 1671393 480.5175 8 3 132.5599388 4 1 3241622
151.8184937 413.232983 143.8943414 421 668315
INPUT MINIMUM X VALUE
INPUT MAXIMUM X VALUE
INPUT MINIMUM Y VALUE
INPUT MAXIMUM Y VALUE
HAS AXIS BEEN DRAWN, 0=YESj 1=N0
THE MA X I M U M A C C E L E R A T 1 N I 3 -459 . 2 5 2 6872 METERS " 3. EC

••
' 3E
THE TIME TO INTERCEPT IS 1.3 SEC
59
CO
H
0)
4J
>i s
>1 u
u
+J
P
<D n
id
u •
o *i
4-1 
VO •H
'H fa
I
O
O
CM
I
60
The large acceleration is typical of line-of-sight due to the
missile requirement to stay in the beam. The trajectories are
plotted in Figure (3-12)

2. Example II (Effect of V M )
This example is presented to study the effect of missile
velocity on a crossing target (non-maneuvering)

a,
/
/
VM /
*o = V
Figure (3-13). Crossing target geometry
The initial conditions are as follows;
r n = 4000 m
cf)
= 45° = .7854 rad
9 = 45 - .7854 rad
m,
a, = 135 = 2.3562 rad
= 180 = 3.1416 rad
Vm = 200 m/sec
61
TABLE 3- IV
THIS PROGRAM DETERMINES THE AC ÊLA RATION OF

A BEAM RIDER MISSILE HMD PLOTS THE TRAJECTORY
INPUT TIME INCREMENT FOR INTEGRATION

INPUT INITIAL TARGET RANGE
INP JT TARGET SPEED
INPI.JT MISSILE SPEED = Yoc sn/s&c
INP JT INITIAL LINE OF SIGHT ANGLE
I
INP IT MISSILE ALPHA

I
INPI. IT TARGET ALPHA

INPI. IT MISSILE THETA
INPUT TARGET THETA
INPUT TARGET ACCELERATION
XM YM
DO VOL WANT A PRINT OF THE OUTPUT.
I
8 'ESs l=NO
INPUT MINIMUM X VALUE
INPUT MAXIMUM X VALUE
INPUT MINIMUM Y VALUE
INPUT MAXIMUM Y VALUE
HAS A', as BEEN DRAWN) 0=YESj l=NO
;
THE MAXIMUM ACCELERATI 03129548 METER 3Ei

THE TIME TO INTERCEPT IS SEC
THIS PRi GRAM DETERMII IES-THE AC JELARATION OF

A BEAM IDER MISSILE AND PLOTS THE TRAJECTORY
I
INPI JT TIME INCREMENT FOR INTEi IRATIC

INPI JT INITIAL TARGET RAM IE
INPI JT TARGET SPEED
INPI JT MISSILE SPEED = C OO rr\ / S£~C
INPI JT INITIAL LINE OF SIGHT ANGLE
INP JT MISSILE ALPHA
INPILIT TAR GET ALPHA
INPIUT M I SILE THETA
INPIUT TAR GET THETA
INPIUT TAR GET ACCELERATION
XM YM :t r'T
DO YOI J WANT A PRINT OF THE TPUTj 0: 'ES l=Nl
INP UT MINIMUM X VALUE
INP UT MAXIMUM X VALUE
INP UT MINIMUM Y VALUE
INP UT MAXIMUM Y VALUE
HAS A aS BEEN DRAHN? U =YESj l=NO
THE MAXIMUM ACCELERATIC 774168 METERS/SEC/SEC

THE TIME TO INTERCEPT IS SEC
62
TABLE 3-IV (cont)
THIS PROGRAM D E T E R M I H E S T H E C C E L R R R T 1 N
fl
R BERN RIDER MISSILE RND PLOTS THE TRflJEi :TOR'
INPUT TIME INC JREMENT FOR INTEl IRRTIC )N

INPUT INI TIRL TARGET RANGE
INPUT TRR GET SPEED '
INPUT M I £ SILE SPEED = 800 no /sec

INPUT INITIAL LINE OF SIGHT Rl •IGLE
INPUT M I £ SILE ALPHA
INPUT TfiF GET ALPHA
INPUT M I SILE THETA "
INPUT TRR GET rHETfl

INPUT TRF GET ACCELERATION
1
XM VM
DO YOl WF NT R PRINT OF THE DUTPUTj 9= YES* i=N0
J
INPUT M I h I MUM X VALUE

INPUT MA> :imum X VALUE
INPUT M I h II MUM Y VALUE
INPUT MR> IIMUM Y VALUE
HRS r; 
O
00 4-1
rH
p
o u
o —
o
<J\
U
3
0i
o •H
o fa
vo
o
o
ro
O o O O O o O O O o
o o O O O O o o o o
o
ro
t*» ^T rH CO LT) CN <T\ vo ro
CN CN CN rH rH rH
w
M
<D
+J
64
The program was run three times for a missile velocities of
400, 600, and 800 m/sec. Table 3-IV contains the program out-
puts and Figure (3-14) is the plot of the trajectories. As
can be seen from the output, the missile maximum acceleration
increases with increasing missile speed. For example,
V,./Vm = 2 gives the smallest acceleration, although the maximum

M T
acceleration for V /V_ = 4 is not exceedingly large for this
scenario.
3 . Example III (Maneuvering target)
In this example the effect of a target maneuver is inves-
tigated. If at the time of launch the target initiates a 7 g
(68.6 m/sec/sec) turn, the following encounter would result:
V
M ^
-
\<*o m.
Figure (3-15). Maneuvering target
65
TABLE 3-V
THIS PROGRAM DETERMINES THE RCCELRRflTION OF

flBERM RIDER MISSILE fih D PLOTS THE TRRJECTOR'
I HP j TIME
I
I INCREME T FOR INTEGRRTIO
INPI JT INITIRL TARGETT RANGE
I HP JT TARGET SPEED
I HP! JT MISSILE SPEED
INPI JT INITIRL LI HE OF IGHT ANGLE
INPI JT MISSILE ALPHA
I HP LIT TARGET ALPHA
I HP LIT MISSILE THETA
I HP LIT TARGET THETA
I HP LIT TARGET RCCELERR I OH
XM YM YT
DO VOL 1 WANT R PRINT OF THE ITPUTj 0= CO
I 1=NC
I HP UT M I H I X VALUE
I HP LIT MAXIM X VALUE
I HP UT M I H I Y VALUE
I HP UT MAXIM Y VALUE
HAS as BEc DRAWN? 0=YESh l=NO
THE MAXIMUM ACCELERATION 321? METER 3 /SEC:/ SEC:

THE TIME TO INTERCEPT I: SEI
66
u
a)
+J

o
a)
c
e
en
4-1
+J
o
ro
V
U
P
en
•H
o o o o o
o o o o o
o o o o o
CO
67
The initial conditions are;
r = 10000 m V = 821.436 m/sec

T
* = 90 = 1.5708 rad v., = 985.723 m/sec

M
= 90 = 1.5708 rad
"b
c^ = -180
= -90
"0
a = 68.60 ra/sec/sec
From the output (Table 3-V) , notice the large missile acceler-
ation required (211.55 m/sec/sec) to intercept a maneuvering
target. The trajectories are plotted in Figure (3-16).
G. PROPORTIONAL GUIDANCE (DETAILED ANALYSIS)
V.
Reference
Direction
Figure (3-17). Proportional guidance geometry
68
Proportional guidance automatically establishes a lead angle
and reacts to a changing line-of-sight. The basic guidance law
used equates the rate of change of the missile heading to a
constant times the rate of change of the line-of-sight. From
the above figure this law can be expressed as
) = k a
m
From the figure, the rate of change of the line-of-sight, a, is
given by,
V m sin B - v„ sin 8
•
_ _T t M _m
r
As in the case of pursuit and line-of-sight guidance, the para-
meter of interest here is the normal acceleration; therefore, the
missile and target tangential accelerations are assumed to be
zero. In this case,
m Mm
a = V 9
t T t
From the guidance law,
a
m
= VM
M k a
and
a r = V,, k(V m sin B. - V M sin B )

m M T t M m
69
Since V = V. = , the time derivative of this equation is.i
m t -a.
r a
m
+ r am =
m
k Vm
mtt [(VS. cos B.
tmm - V 8 cos &)
m 3 (1)
From the original figure,
e = 6 + o
m m
• »
•
= - o =
•
m
6 e -
m m m k
•
= m "4>
s 6
m
Also,
* »
h~ 9
t
- a
K- K k
Making these substitutions, equation (1) becomes,
r a
m
= -a
m
r +
-MTtk
k- VM [
m
V_ O.-t—) cos B.
t
- V
Mmk
(l-f)cos
Ayl
1
8m
m
Since,
a
m = VK „ Mm
V
»t - T
9
t
r a
m
= -a
m
r + k
-Mt
VM a. cos 6.
t
- k
Mm
V..a_ cos 6^
m
- a (V_ cos B. - V M cos 6 )

m T t M m
70
From Figure (3-17)
r = V_ cos B - v cos &

T t M m
r a
m
= -2 a m r + k V M
m Mt a. cos 6,
t
- k
Mm
VM a cos 6
m
k Va. cosB. a
a
m
=
r
—m
r
[ 2r + k Vw
M cos6 m
Collecting equations;
r = V cos 8 - V cos 6
T t M m
B = 6 - a
t t
m m
V sinS - V sinS
a =
T t M m
a
= t
9
^ ^
9 = k a
m
The above equations are the equations of motion for a missile
using proportional navigation assuming constant missile and
target speeds. As with the line-of-sight equations, the motion
is quite complex. The equations cannot be solved analytically
except for special cases. One such case will be investigated
here. That is for a non-maneuvering crossing target.
71
1. Example IV (Non-Maneuvering Crossing Target)
V,
T
(a = 0)
t
V.
M
Figure (3-18). Non-maneuvering target.
For this case, r = -V„ cos 3 from equation (1)

M m
S = -!S [2r - kr]

m r
3-1
m
( k -2)
&na = (k-2) £nr + flic,

m 1
If
a = a» at r = r_
m
k-2
a = a A (~)
r
Q
From this equation,
if k > 2 as r -*
m
72
if k = 2 a = a_ = constant
m
if k < 2 a
m
—*
'
°° as r -*
From the above example it can be realized that the pro-
portionality constant, k, must be greater than two. A more
general analysis of the equations of motion can be obtained by
solving the equations numerically. The same Euler's one step
method is used here with initial conditions, at t = 0,
a = a
m (0) in
r(0) = r
Q
3. (0) = 3.
m m
Q
o(0) = a
Q
6.(0) = 9
=
m (0)
6 9
nu
The algorithm used is as follows:
a
mm
r(i+l) = r(i)
(i+1) = a (i)
+ At r(i)
+ At a
m
(i)
mm
a(i+l)
(i+1)
= a(i)
= 9 (i)
+ At a(i)
+ At 9
m
(i)
73
i
(i+l) = 6 (i) + At 9 (i)

t t t
6(i+l)
8
mm (i+D =
= 8
B
(i)
(i)
+ At
+ At
8
8
m
(i)
(i)
t t t
The trajectory of the missile and target can be deter-
mined assuming the missile is at the origin at t = 0. From the

original figure the missile and target positions are given by,
x
m
(i+1) = x
m
(i) + At V„ cos
Mm 9 (i)
y m (i+1) = uy (i) + At V M sin

m (i)
9
m M
x (i+l) = Y (i) + At V cos (i)

t t T
y t (i+l) = y (i) + At V sin (i)

t T t
With initial conditions,
x = y m (0) =
m (0) * m
x (0) = r cos a
t Q Q
y t (0) = r Q sin a Q
Evaluating the missile initial acceleration can be more complicated
One procedure which is both realistic and of interest is to have
the missile and target on a constant bearing - decreasing range
course (a = 0) when the target initiates a constant g turn at

t = 0. In this case a (0) = and the subsequent motion can be
m
found.
74
TABLE 3-VI
18 PfRINT "THIS PROGRAM FINDS TH NUN

29 RINT "MISS LE ACCELERATION
36 RINT "PROP RTIONAL HAVIGATI ON Cl I
35 RINT
36 IM XL £50] YC250 3 3?VC
j
IM flC250]iT[258]
40 RINT "INPUT TINE INi :nen
58 NPUT Dl
68 RINT "INPUT NAVIGATION CONSTANT
78 NPUT K
88 RINT "INPUT MISSILE VELOCITY"
99 NPUT VI
1 8 PRINT "INP T TAR ELOCITY"
118 INPUT V2
128 PRINT "I
"INP TAR ;et CCELERATION"
130 INPUT fll
140 PRINT "INPi I N I T [HI MISSILE At CELERP1 ION"
150 INPUT AC 1 ]
168 PRINT "INPI I N I T HL RANGE"
178 INPUT RC 1 ]
188 PRINT "INPUT BETH 'Al GET"
288 INPUT 61
218 PRINT "INPUT BETH 1 ISSUE"
228 INPUT B2
238 PRINT "INPUT THETA TARGET"
248 INPUT Tl
258 PRINT "INPUT T H E T A MISSILE
268 INPUT T2
278 PRINT "INP T SIGMA
288 INPUT SI
298 1 = 1
295 PRINT MISSILE IT "ARGET POS

296 PRINT
"
297 PRINT T C
388 XC I 3=0
318 VC I 3=0
328 UC I ] = RC 1 3*COS S 1 >
338 VC I 3=RE 3*31 N S 1 )

1
348 PRINT "DO YOU WANT A P R I N T F THE UTPUT » 8=YES j 1 =N '
345 INPUT Ql
358 IF Ql=l THEN
360 PRINT XC I 3jYC I 3»UC I 'C I ]
365 =
1 1 + 1
370 XC I ]=XC 1-1 3+ 1*C0S<T2)*D l

38 YC I 3=YC 1-1 3+ 1*D1*SIN<T2
39 UC I 3=UC 1-1 3+ COS<Tl
408 VC I 3=VC 1-1 3+D1 S I !-•!
( T
4 R2=V2*C0S(B1 >-Vl* 0SCB2)
1
428 A8=K*V1*A1*C0S(B1 /RC I--1
75
-
TABLE 3-VI (cont)
43@ fi 9=R[ I - 1 ] * '•

2 * F: 2 + K * V 1 * 2 S ( B2 , • ' •
RC I- 1 ]
440 fi:j = Ho-fiy

445 TC I 3=<I-1)*D1
450 S2=<V2*SIN<B1>-V1*SIN -
B2 ' '
•
-R[ 1 ]
460 T8=fll/V2
470 T9=K*S2
430 B3=T3-S2
490 B4=T9-S2
500 R[ I 3=RE 1-1 ]+Dl*R2
510 AC I ]=flC I-i 3+Bl*A3
520 S1=S1+B1*S2
530 T1=T1+IU*T8
540 T2=T2+D1*T9
550 B1=B1+B1*B3
560 B2=B2+B1*B4
570 IF fit I 3<AC 1-1 ] THEN 6yu
530 Z1=AC I ]
600 IF I ]>0 THEN 350

PC
601 IF ABSCAC I 3><flBS<flC I 1 3) Tl HEN
602 Z1=RC 1-1 ]
603 Z2=TC I ]
613 PRINT
619 PRINT
620 PRINT "MAX I MUM MISSILE flCC IS METERS-- SEC-" SEC
640 PRINT "MISSILE TIME C F FLI :ht
700 PRINT "INPUT MINIMUM VALUE of
710 INPUT X6
720 PRINT "INPUT MAXIMUM VALUE OF
730 INPUT X7
740 PRINT "INPUT MINIMUM VALUE OF
750 INPUT Y6
760 PRINT "INPUT MAXIMUM VALUE OF
770 INPUT Y7
73 S C A LE X 6 X 7 Y 6 Y 7 j ? >
790 PRINT "HAVE THE AXIS BEEN DRAIWNj 0=YES»1=NC

791 INPUT Fl
792 IF F1=0 THEN 330
800 X X IS fl X7 1 ?
•'
810 VAX IS 0jY7.-"10

330 PEN
340 FOR J=l TO I
350 PLOT XCJ3»YCJ3
860 NEXT J
870 PEN
830 FOR W=l TO I
390 PLOT UCNIj VC M ]

900 NEXT W
910 PEN
1O00 STOP
76
The above algorithm was programmed on the HP 98 30 computer
The listing is included in Table 3-VI. The inputs and output
of the program are the same as the line-of-sight guidance pro-
gram. Several examples follow which demonstrates the use of the
program.
2. Example V (Crossing Maneuvering Target)
a = 16 .0 g's
fc
Figure (3-19). Crossing maneuvering target.
V %.
= 373 m/sec 9 = 11 .51 = 0.3067 rad
M
VT = 221 m/sec $ = -91.0° = -1.5882 rad

t
a = 156.8 m/sec/sec 8 = -38.0 = -0.6632 rad

m
o
r = 359 m a = 109.57° = 1.9124 rad

Q o
= 11.51 = 1.2491 rad

m,
The output is listed in Table 3-VII. An important aspect of this
problem is the maximum acceleration required (202.92 m/sec/sec).
77
1 3 9 ,,.. , 5
TABLE 3-VII
THIS PROGRAM FINDS THE MAX I NUN

MISSILE ACCELERATION FOR fl
PR P RT 1 HAL NAV I GAT 1 N SYSTEM
INPU T TINE INCREMENT

IHPU T NAVIGATION CONST ANT
INPU T MISSILE VELOCITY
INPU T TARGET VELOCITY
INPU T TARGET ACCELERATION
INPU T INITIAL MISSILE ACCEI IATIC
INPU T INITIAL RANGE
INPU T BETA TARGET
INPU T BETA MISSILE
INPU T THETA TARGET
INPU T THETA MISSILE
INPU T SIGMA
MISSILE POSIT TARGET POSIT
Y 1 I c
DO YOU WANT A PRINT OF THE jTPIJTj 9= YES; 1=N0
-120. 2644734 338 256495
j • y 9 1' t' y y o y 2 17. 69326338 -109, 73O1208 341, 5926479
11.72925942 35.48776 6 2 6 -99,32872172 345, 3 33U6
17. 50036490 53. 14233894 39. 84937433 349, S 4'c' r' r' f f
23.21064114 7 . 3 :
•'
6C9 1 1 - 8 92 9k 8524
? » 1 3 5 3 31 1 1620
28.35360473 88. 67891421 •
68 9?234776
. 6 3 601
34.44056325 106. 4659 r 49 •59. 19193143 363 7461642
39. 95057932 124.2834453 •
4 9 6 O 0634 5
. 369 2323885
45.33038997 142. 1255214 •40. 20831377 y75 0553462 „
50. 71944940 159. 9 9 4 9 6 3 •

31 2 i ~ 99 S
»
,
l "_
381. 207734O
55. 95494106 177, 3950225 -22.07517195 yy 68 1 3O2 j
r' 1
61 07134968
. 195.32934 -13.3555933 394. 4694O36
66. 053071 213.8018172 -4.382251242 481 561997 6 .
70 O 9563'
a r 231.8164631 3. 334206 794 408, 95O659O
75.53054295 iTû y r r' y i y t 11.2834366 416. 626 9 3
79. 93371892 267.9877605 18. 95543527 424,, 5 7 3 6 3 3
34,21557618 236. 1512922 26. 34854372 432, '? Q O C. C> dU u_ 1
." '._'
~.<
'_'
\.<
38. 20169238 384.378331 33. 42943337 441,, 2746385

91 91709127 . 322. 6464 9 8 48. 21332036 449, 9971918
95 . 3 3 6622 3 340. 9303234 4 6 6 8 3 52174
, 458. 9548139
93. 43536132 359. 3710956 52 . 3 3 14 46 2 468. 136233
101 1890036 . 377.3166893 58.650 8 5 6 8 9 477. 5380453
103. 5742899 396.3135251 64. 13293155 437. 1 2 4 2 8 1
185. 5693244 414.3565113 69.27127132 496. 9 O 6917

107. 1539546 433 . 4398689 74.05941184 586, 8 6 5 6 426
103. 310O167 452. 5 3 2 3 73. 49132646 5 1 6 9 8 7926 €
c -i -:'
109. 0215346 470. 63 9 6 2 6 3 32.56143373 •J i f 2610316
"7
109. 2743269 4 i 9 . 337 i O62 86.26462715 tr
JO
-i
i « 6720 3 4
109.0535142 507. 9866517 89. 59623167 548. 2073223
108.3634271 526. 623 6 9 4 3 92' 55206,. 558, 3551496
107. 1324200 545, 2362632 95. 12339263 569 60O6142
105.51O1054 563.811135 97. 32198776 530 4 3 06946
103.3425413 5 :: c „ 4 F 46 1
.:. 99 . 1 38O8494 591 3317626
100. 6769169 6 m . 7932657 1 . 5 5O409 682 2 9 01O10
78
TABLE 3-VII (cont)
MAXIMUM MIS SILE HCC IS 2 2 9212: METERS-- SEC- S c

z<
MISSILE T I E OF FLIGHT is
r- 1.7 SEC
MINir UM 'FlLUE OF
INF' LIT
INPUT MAX It' UN 'flLUE OF
INPUT MI Nit' UM 'RLUE OF
INPUT MAX If UM 'flLUE OF
HAVE THE AXIS BEEN DRAWN) :
la NO
79
w
u
Q)
U
P
a
a)
o
a>
-p
c
•H
0^
C
•H
M
<D
>
c
id
6
c
•H
CO
03
O
U
o
o
CO
CD
•H
M
+J
o
<D
•n
<8
u
Eh
o
CN
CO
•H
fa
80
The same problem was run for line-of-sight guidance with no
target acceleration in Example I. The maximum acceleration
was 459.25 m/sec/sec. This points out the advantage of pro-
portional navigation over line-of-sight guidance. Figure (3-20)
is a plot of the trajectories.
3. Example VI (Effect of k)
This example demonstrates the effect of varying the pro-
portionality constant, k. The scenario is as follows.
7 g turn
Figure (3-21). Initial geometry.
V L = 20 8m/sec
V = 413 m/sec
m
a. = 68.60 m/sec/sec
= -106 = -1.85 rad
= -29 = -.5061 rad

m,
81
TABLE 3-VIII
INPUT TIME INCREMENT

I NPU N V IGflTI N C N S T H T = 3
fl fl
INPUT MISSILE VELOCITY

INPUT TARGET VELOCITY
I N P U TARGET R C C E L E R T 1 H fl
INPUT INITIAL MISSILE ACCELERATION

INPUT INITIAL RANGE
INPUT BETA TARGET
INPUT BETA MISSILE
INPUT THETA TARGET
INPUT THETA MISSILE
INPUT SIGMA
,•',
1 i 1 d
••, i c
D Y U W ANT A PR I NT F THE UTPUT j @ = Y ES > 1 =N
MAXIMUM MISSILE ACC IS S3,, 70521471 METERS/ SEC-SEC

MISSILE TIME OF FLIGHT IS 3.2 SEC
INPUT MINIMUM VALUE OF X
INPUT MAXIMUM VALUE OF X
INPUT MINIMUM VALUE OF Y
INPUT MAXIMUM VALUE OF Y
HAVE THE AX I S BEE N DRAWN j O=YES , 1 =N
THIS PROGRAM FINDS THE MAXIMUM

MISSILE ACCELERATION FOR A
PR P RT 1 NAL HAV I GAT 1 N SYSTEM

INPUT NAVIGATION CONSTANT V
I NP U T INITIAL M I S S I L E A C C E L E R A T I N
INPUT INITIAL RANGE
INPUT BETA TARGET
INPUT BETA MISSILE
INPUT THETA TARGET
INPUT THETA MISSILE
INPUT SIGMA
XI Yl X2
T U W ANT A PR I NT F 1"
HE UTPUT > Q=YES ? 1 =N
METE P S / S E C
•
MAX I MUM 71.11 3 3 3 1 9 7

M I SS I LE ACC IS ' SE
82
TABLE 3-VIII (cont)
THIS PROGRAM FINDS THE MAX I MUM

MISSILE ACCELERATION FOR R
PR P RT 1 NAL HA V I G A T 1 N S Y S T E

- 5"
I NPUT NAV I GAT 1 N C HSTANT
INPUT INITIAL MISSILE ACCELERATION
INPUT INITIAL RANGE
INPUT BETA TARGET
INPUT BETA MISSILE
INPUT THETA TARGET
INPUT THETA MISSILE
INPUT SIGMA
XI Yl X2 Y2
D Y U NANT A PR I NT F THE UTPUT t O = Y ES » 1 =N
MAX I MUM M I SS I LE ACC I S 65 „ 3 3 5772 4 8 METE R S / S E C / S E C

•

INPUT MAXIMUM VALUE OF X
INPUT MINIMUM VALUE OF Y
INPUT MAXIMUM VALUE OF Y
HA '•/
E THE AX I S BEEN DRANN :- O=YES t 1 =N
83
u
o
o
o
00
O
o •
<o M
CTi
01
c
•H
O >1
** u
CO nj
>
M-l
o
CN
r^ -P
<D
IW
o 1+-4
o w
V£>
>—
O (N
CO <N
^
n
1
*-*'
O (!)
V£> U
ro 3
Cn
•H
h
O
rr
<N
o
CN
o o o O o o o O o O
o CO CN o CO <£>
m
*r CN
o CTi CO f* VO *!• CM >-{
01
u
<D
4->
84
9 = 48.6° = .8483 4ad
m
9 = -28.4° = -.4956 rad

t
a = 77.6° = 1.3544 rad

Q
The problem was run for k = 3,4, and 5.
Table 3-VIII is the output. It can be seen that the
effect of increasing the proportionality constant is to decrease
the maximum acceleration required. Figure (3-22) is a plot of
the trajectories.
H. DESIGN EXAMPLE (GUIDANCE LAW SELECTION)
From the examples given in this chapter, it can be seen that
a missile designed to encounter a highly maneuverable target,
such as a fighter, requires a proportional guidance law to limit
the maximum acceleration required of the missile. To select
the proportionality constant, it was assumed that the threat
could maintain a constant 7g turn at M, = 1.5 and an altitude
of 10,000 feet.
Three cases were investigated, (1) A head-on encounter with
the target initiating a turn at 10,000 meters range, (2) A
crossing encounter in which the target turns into the missile at
10,000 meters range, and (3) An oblique, closing encounter in
which the target turns into the missile. The scenario and
computer outputs are shown in Figures (3-23), (3-24), and (3-25).
From this analysis the crossing encounter requires the largest
acceleration (263.2 m/sec/sec)
For the crossing scenario then, the missile speed was varied
and the results indicated that as the speed increased the maximum
85
V V.
m
7 g turn
V = 821 m/sec (M = 2.5) =

m m,
V. = 492 m/sec (M = 1.5)

= 180
r = 10,000 m
Q
a =
o
=
m.
k =
= 180
THIS PRO GRAM FINDS THE MAXIMUM

PR P RT 1 N fl L N fl V I G fl T 1 N SYSTEM
INPL TI ME INC EMENT

IN PI Nfl V GAT I H CONSTANT
IN PI. MI ILE ELOCITY
I MP I
Tfl RG ET V LOCITY
INPl Tfl RG ET fl CELERATION
INPI. IN IT IAL ISS ILE ACCEL :rati
I HP I IN IT IAL
INPI. BE Tfl TAR ET
INPl BE Tfl M I ILE
INPI. TH ET fl Tfl GET
INPI TH ET fl MI SILE
INPI SI GM fl
ISS IL E PO SI TARGET POSIT
XI Yl
DO YOU WANT fl PRINT OF HE OUTPU" 0=YESj I=NC
M fl X
I M U M M I S SILE C C I S 126.1911 9 9 4 fl METE F: S •
SEC •
SE i
MISSILE TIME OF FLIGHT IS 9 SEC

Figure (3-23). Head-on scenario.
86
r« = 10,000 m =
fc
V. = 492 m/sec
= 73.8
m
o
V = 821 m/sec
m 120°
o
= -120
k = 4
= -46.2
m,
UI RHM FINDS
™t-:' T
MloblLE ^ THE MAX I MUM
:?
ACCELERATION FOP '

fi
PROPORTIONAL NAVIGATION STEM
INPUT TIME INC REM FN T
INPUT NAVIGATION CO NSTANT
INPUT MISSILE VELOC I TV
INPUT TARGET VELOC TV
INPUT TARGET ACCELE RATION
INPUT INITIAL MI SSI LE
INPUT INITIAL RANGE ACCELERATION
INPUT BETA TARGET
INPUT BETA MISSILE
INPUT THETA TARGET
INPUT THETA MISSILE
INPUT SIGMA
MISSILE POSIT
TARGET POSIT
XI V
DO YOIJ WANT A PRINT IF HE JTPUTj 0=YES) i=nc
MAXIMUM MISSILE ACC IS 263

MISSILE TIME OF FLIGHT IS 199522 .
METE I
BE C, SEC
INPUT MINIMUM VAI ME OF X SEC
Figure (3-24) . Crossing scenario.

87
V
m
= 9
Jll
= 492 m/sec = 135"
V
V = 821 m/sec = 53.9*
m o m,
= 135
Q =
53.9"
m.
k = 4
r„ = 10,000 m
THIS PROGRAM FINDS THE MAX I MUM

PR P RT 1 HAL NAV I GAT 1 N SYSTEM
INPUT TINE INCREMENT

I NPUT NAV I GAT 1 N C NSTANT
INPUT INITIAL MISSILE ACCELI iRATION
INPUT INITIAL RANGE
INPUT BETA TARGET
INPUT BETA MISSILE
INPUT THETA TARGET
INPUT THETA MISSILE
INPUT SIGMA
K1 Y 1
NAN' A PR I NT F "I" HE UTPUT » =Y ES » 1 =N
MAX I MUM M I SS I LE ACC I S- 1 56 . 979596 METERS- •'SEC- 'SEC

MISSILE TIME OF FLIGHT IS S.8 SEC
INPUT MINIMUM VALUE OF K
Figure (3-25). Oblique scenario.

88
TABLE 3-IX
TIME INCREMENT
INF' LIT
INPUT NAVIGATION CONST AN"
I NPUT M I S3 1 LE VEL C I TY * MM - 2 . O
I N P U TARGET A C C E L E R T fl 1 N
I N P U INITIAL M I S S I L E fl C C E L E R fl T 1 N
INPUT INITIAL RANGE
INPUT BETA TARGET
INPUT BETA MISSILE
INPUT THETA TARGET
INPUT THETA MISSILE
INPUT SIGMA
XI Yl X2
D Y U NANT A PRI H T F THE UTPUT » =Y ES »
1 =N
MAX I MUM M I SS I LE ACC I S 2 75.5 7 3 4 1 45 METE R S •-"

SEC/SEC
INPUT MINIMUM VALUE OF
THIS PROGRAM FINDS THE MAXIMUM

MISSILE ACCELERATION FOR A
PR P RT 1 NAL hi AV I GAT 1 N SYSTEM

INPUT NAVIGATION CONSTANT
INPUT MISSILE VELOCITY > ~ ^m 3.0
I N PUT INITIAL M I S S I L E A C C E L E R A T 1 N
INPUT INITIAL RANGE
INPUT BETA TARGET
INPUT BETA MISSILE
INPUT THETA TARGET
INPUT THETA MISSILE
INPUT SIGMA
XI Yl X2 i £
D Y U WAN TAP R I NT F THE U 1" P U T , O = Y ES > 1 =N
MAX I MUM M I SS I LE ACC I S 248 ., 233583 M ETER S/ SE C / SE C

89
4->
c
-U
co
c
O
u
c
o
•H
-p
(0
•H
>
z
<4-l
c
o
•H
4J
d)
rH
<U
CO
m
I
U
a
en
•H
fa
co CO CO 03 CO Q CO to Q CO CO (S3 CD
OJ *4 (9 O) OD Pw CD in m CM ~<
(S,D) N0I±fcftG~l30DH XUW
90
acceleration decreased. The results for M = 2.0 and M^ = 3.0
are shown in Table 3-IX. This result indicates the desirablity
of retaining the missile Mach number originally selected.
For the crossing case and a missile speed of M^ = 3.0, the
proportionality constant was then varied from k = 2 to k = 6
The results are plotted in Figure (3-26). If the maximum
acceleration is limited to 31 g's (3a + 10), the required pro-
portionality constant is k = 3.75. This is well within the
desirable range of 2 - 6 indicated earlier.
From this analysis the required performance objectives are:
M = 3.0
m
k = 3.75
(a)
m max
= 31 g's
91
IV. SIZING THE DIAMETER
The missile diameter is determined by one of three driving
factors. For relatively short range missiles the diameter will
be fixed by either the warhead or the seeker requirements. As
might be expected, for longer range missiles the diameter will
more likely be fixed by either the warhead or the seeker require-
ments. As might be expected, for longer range missiles the
diameter will more likely be fixed by the propulsion require-
ments in order to prevent excessive propulsion system lengths.
An initial estimate of the missile diameter must be made at
this point in order to proceed with the design. The initial
seeker requirement can be determined from a knowledge of the
lock-on range requirement found in Chapter 2. The warhead
necessary to inflict a "kill" can also be estimated from infor-
mation about the target and characteristic explosives. The
propulsion requirement cannot be determined because of the lack
of any aerodynamic drag or weight information at this point. For
this reason the missile diameter will be now sized for seeker
or warhead requirements. The missile propulsion requirements
will be determined later in the design process, and it may be
necessary at that time to resize the missile to meet these pro-
pulsion requirements.
Selection of the type of seeker depends upon the operational
arena of the missile. The seeker of a shoulder fired, battle-
field missile would not be the optimum seeker of a shipboard
92
missile where antenna and component sizes are not limiting
factors. All types of guidance use some portion of the electro-
magnetic spectrum. The three primary areas of use are the
electro-optical, infrared, and radio frequencies. The milli-
meter wave section of the spectrum is also of current interest
in the design of missiles due to small component size and will
also be discussed. The following table lists some of the major
advantages and disadvantages of the three.
Advantages Disadvantages
Optical Target resolution (de- Bad weather degrades

tail) Night use degrades
Real time information
Three dimension effect
Infrared Improved resolution Attenuation due to

over RF aerosols and atmosphere
RF Longest range Larger components

Least absorption and
attenuation
A. THE RADAR RANGE EQUATION
An omnidirectional antenna is one that radiates power in all
directions equally. If the power radiated by an antenna is P ,
the power density at a distance R. from the source is given by,
Power density = P / ( 4tt R )
4tt R = area of a sphere of radius R.
Since antennas are normally directive instead of omnidirectional,
most of the power is radiated in a particular direction. The
93
gain, G , is a measure of the increased power from a directive
antenna as compared to an omnidirectional antenna. Therefore the
power density from a directive antenna can be expressed as,
P G
t t*
Power density =
4TT Rt
This is the power density which arrives at the target. The tar-
get intercepts a portion of this energy and reradiates it in the
opposite direction. The radar cross section, a, is a measure of
the effective area of the target. The power radiated by the
target is P . ,
P G a
echo . _ 2
t
This energy propagates as if it were radiated by an omni-
directional antenna. Therefore if the receiving antenna is a
distance, R , away the power density at the receiver is
P G a
t t
(Power density) = ^ 5—
r Z Z
(4tt R ) (4tt R )
t r
If the energy is intercepted by the receiving antenna, which has
an effective area as seen by the returned energy of A ; then the
power received by the radar , P , is
94
p
r = —H—
(4tt
P.
r
G.
I—
z
)
a
(4tt
A
*-*-
R
X.
*)
««
This is the simplest form of the radar equation and can be used
to determine the size of antenna required.
B. ACTIVE RADAR HOMING
Active homing is the method of missile guidance in which the
radar transmitter and receiver are located on-board the missile.
In this case the same antenna is used for both transmitting and
receiving. The radar equation then becomes,
P G g A
fc t fc
r
(4tt R^)
where, R. = R = R and A = A. .
t r r t
The minimum power

r for which the target
3 can be detected, P , is
nan
a function of many variables. A full development of this term
can be found in reference (8)
P
mm . = k Tn B
n
F
n
(~)
N '
n min
.
Boltzmans constant is k = 1.38 x 10 " joule/ k. The value of

-21
kT at room temperature is 4 x 10 watt/cps of bandwidth. The '
bandwidth, B , noise figure, F , and minimum signal to noise
ratio, (S_/N ) are all functions of the receiver. Typical

min
95
values are listed below.
B = 1 MHz
n
F = 7.5 db = 2.37 (for crystal mixer)
(Sq/Nq) = 14.7 db = 5.43 (for probability of detection,

min
P = 0.9 and probability of false alarm,
D
P,. = 1/15 minutes)
The above values give P = 5.15 x 10~ watts. This is the

mm .
value which will be used throughout this section.
From antenna theory the gain is related to the effective
antenna area by,
n - 4tT &
The maximum radar range can then be shown to be
2 n V4
P a A
t t
R (1)
max 2
X P
47T
mm .
Equation (1) for radar range does not include any system losses.
It also does not include the statistical nature of several of
the parameters. Because of these assumptions the actual range
of a radar may be as small as one-half of what the radar range
equation predicts for laboratory conditions. For this reason,
twice the required range should be used when using the above
equation.
96
1. Example
The AN/APQ-15 3 is the airborne attack radar system used
on the F-5E aircraft. The following parameters apply to this
radar.
f = 8-10 GHz
Q
= 3 x 10 m/sec =
A c//•f
9
.0333 m
u
9 x 10 /sec
c = speed of electromagnetic propagation

o
= 3 x 10 m/sec
P = 80 kW
Antenna = Parabolic dish 30.5 x 40.6 cm

2
A
fc
= 0.12383 m
for a target of 1 square meter of radar cross-section,
R = 36 16 km = 19
. . 5 nmiles
max
For the case of an active homing radar, the size of the
transmitting and receiving antenna is the parameter of interest
The antenna size may very well drive the design diameter of the
missile. The antenna diameter can be expressed as follows.
1/2
2
P R
A
4tt A
mm .
max
t 9 o
1/2
2
Let 4tt X P .
min
C =
p a (2)
t
then ndt :
t 4 max
4C R
max = 2 R
therefore. d
max
' t
97
02
1
-181
- 91
a;
N
•H
W
M fd
c
\ c
. ^ \ \
21
0)
LxJ
M
CD
-P
c
\ 2:
Q)
U
•H
(T
Pi
CD
u
o
•H
(S3H0NI) d313WUia UNN31NU
98
Equation (2) has been plotted in Figure (4-1) for various
values of the transmitter frequency. From this plot and a know-
ledge of the maximum lock-on range required, the antenna size
can be determined.
From equation (2) and Figure (4-1) there are two obvious
ways to decrease the antenna size required. (1) Increasing fre-

quency is the best way to reduce antenna and electronic component
sizes. The current trend is toward higher frequencies. (Milli-
meter waves.) One problem is that the equations developed in
this section do not include atmospheric attenuation. For fre-
quencies above about 30 GHz the absoprtion due to atmospheric
gases increases. This is shown on Figure (4-2). As indicated
on this figure there are "windows" where the attenuation is less.
These "windows" occur at frequencies of 34 GHz, 94 GHz, 140 GHz,
and 220 GHz. These are the frequencies where most of the cur-
rent research and development is going on. As the frequency in-
creases, the wavelength approaches the size of rain droplets.
For this reason, radar performance is greatly reduced in inclement
weather. (2) Increasing transmitter power will also decrease
the size of antenna necessary. The limiting factor in this area
is the lack of high power sources. In the millimeter range the
available power from current traveling wave tubes is 50-100
watts. Increasing power is obviously confined to size and weight
limitations of missile components.
99
100 1
—
1
i i i i i
"1 1 1
M ilt
10-
.1 0.1
0.01
0.001
00001
I
Figure (4-2). Atmospheric Absorption [8]
100
C. SEMI-ACTIVE HOMING
The advantage of semi-active homing is obvious when the radar
range equation is investigated. From equation (1)
9 P G. a A
R
2
P
2
- t t r
R "
t r 77T2Z
(4tt) P
mm .
In the above equation the missile range from the target is R .
The transmitting and receiving antennas are at different ranges
and have different characteristics in this case. As before,
G
t
= ~
4tt a.
therefore,
~ P. A, A a
2 = t t r
R 2r
t r 2
4 it X P .
min
The main advantage is in the transmitter characteristics. Since
the transmitter is not located in the missile, it is not normally
limited in size and weight requirements. In the above equation
if a transmitter power and standoff range, R , is chosen the
receiving antenna can be sized for a maximum homing range, R ,
of the missile.
1. Example
P = 100 km
t
R = 100 nmiles
f = 10 GHz
A = 4 m
t
14
P = 5.15 x 10" W
min
101
R (nmiles) d (in)
max r
10 5.8
20 11.6
50 29.1
It can be seen from comparing these numbers to those of Figure
(4-1) that the required antenna size is less than one half of
that required for an active homing radar of the same frequency.
D. DESIGN EXAMPLE (ANTENNA SIZING)
An active radar was assumed in Chapter 2 to decrease the
required missile range. The lock-on range was 10,000 m or
5.4 nmiles. As stated earlier, twice this number should be used
for determining antenna size. From Figure (1) for a range of
10.8 nmiles, and a transmitter power of 10 kW at f = 20 GHz,
the required antenna size is d = 10 inches.
E. INFRARED SEEKERS
In the design of missile seekers two parameters of primary
importance are range and size. The idealized range for an infra-
red tracker relates these two factors. The idealized range is
the range at which the signal-to-noise ratio is unity and is
given by,
2 1/2
D*T TT„ D J
a IR a
R = (1)
4 y/bTH
102
Typ. Leal value
10
Specific detectivity D* 1C ,
Transmission through
atmosphere 0- -1.0
Transmission through
IR optics 0- 1.0
IR
Aperture diameter D
a
Radiant intensity J 10
Receiver bandwidth Af 10
Sensitive area of
detector 10" 6 - 10" 1 cm 2
The derivation of equation (1) and its use are the subjects of
this section. Some references (9) may give the above equation
in terms of the Noise Equivalent Intensity, NEI.
1/2
R
o NEI
where /Af~T
NEI =
D* A T TIR
a a
1. Planck's Law
The radiant emittance of a body is a measure of the radiant
power per unit area emitted from the surface.
W = —P watt/cm , 2
(2)
The spectral radiant emittance is the radiant emittance per unit
wavelength interval,
103
=
\ TT watt / cm I-
1
—6
y = micron = 10 meters.
Planck's law gives the blackbody spectral radiant emittance as
a function of wavelength and temperature,
= 2_JL_h_cJl 1
( W )
; ()
lJ;
K
X BB .5 exp(hc/AkT)-l
A
-34
h = Planck's constant = 6.6238 x 10 Joule-sec
g
c = speed of light = 3 x 10 m/sec
X = wavelength
k = Boltzmann's constant = 1.38 x 10~ Joule/ K

T = Absolute temperature, K
Figure (4-3) shows equation (3) for various absolute tempera-
tures. As can be seen the wavelength at which maximum radiant
emittance occurs varies with temperature. This maximum occurs
at a wavelength
r given
3 J Wien's displacement
by r law, X
max
X T - 2897. 8y °K
max
2. Emissivity
Actual bodies do not emit radiation according to Planck's
law. A more typical plot of radiant emittance is shown in
Figure (4-4). Spectral emissivity, E,, is defined as the ratio
of the actual spectral radiant emittance to the blackbody spectral
radiant emittance,
A
e, =
<v BB
104
r<
O
c
id
p
4J
•H
g
Q)
P
G
id
•H
id
id
o
CD
a
0.1 1.0 10 100 1000
Figure (4-3) . Spectral radiant emittance.
105
<v
w.
<v
Figure (4-4). Actual spectral radiant emittance.
As shown in the above figure, £,, may vary with wavelength. A
grey body is defined as one which has constant spectral emissivity,
e = e, = constant
IR systems normally use filters to limit the accepted
radiation to a specific wavelength band. The radiant emittance
of a body between wavelengths X, and X^ becomes,

A,
W / e (W, ) dX
X
BB
In Figure (4-5) the surface at the orgin emits a total
energy WA into a hemisphere normal to A.
The radiance is defined as the radiant power per unit
solid angle per unit projected area,
d P
Radiance = N = cos98A3ft cos6 9ft dA
106
olid angle ft.
Solid angle ft.
-^•Surface area
A, e, T
Figure (4-5). Radiant emittance of a body.
From equation (2)
N = watts/steradian cm
cos9 9ft
The radiant intensity is defined as the radiant power per unit
solid angle from a point source.
Radiant intensity = J = -^r watt/steradian
The following is a summary of the definitions of radiant energy
quantities,
2 ,
W = radiant emittance, watts/cm
J = radiant intensity, watts/steradian

2
N = radiance, watts/steradian-cm
107
From the definitions the relationship between W, J and N are,
W = ttN = tt J /A
From the above definitions and Figure (4-5) the energy into solid
angle, ft, is,
W
= —ft, A cos
NA ft, cos 9
1 tt 1
The energy into solid angle ft_ is given by,
=
W
-
NAft. ft. A
2 TT 2
3 . Energy into a Hemisphere
From the definition of radiance and the radiant emittance,
the radiance in terms of the radiant emittance can be found,
2
3 P
N
cos98A8ft
8P
W =
dA
1 9W
N =
cos9 8ft rsin9d<j>
Figure (4-6). Energy emitted into a hemisphere.

108
From Figure (4-6) the incremental solid angle is
dfi
r sin 6djr d8_
= sin 9 d 8 d <J>
If the above surface, A , is considered a Lambertian surface,
the radiance, N, is independent of the direction of radiation
dW = cos 6 N dft
dW = cos N sin 8d8d|i
The total radiant emittance into a hemisphere above the surface
is then,
277 -77/2
W = f N cos 9 sin 9 d 9 d <£

J
o o
77/2
1 . 2
W = 2tt N Sin
2
W = 77 N
4. Targets
Infrared targets include a wide variety of radiation
sources. The radiance of most bodies can be divided into that
due to self-emission and that due to reflection of incident
radiation,
N = N + N
e r
The relative magnitude of these contributions depends on a number
of factors and varies from target to target and operating
environment.
109
a. Self-emission.
Self-emission, also referred to as thermal emission,
depends primarily on the temperature of the body and the emis-
sivity. The most often used appraoch is to consider the body as
a grey body which emits radiation according to the Stefan-

Bo It zmann law.
4
N
e
=
tt
watts/steradian-cm
where a = 5.67 x 10~ 12 watts/cm 2 (°K)

4
This term is the total radiance (over all wavelengths) and is
not the same as used previously.
b. Reflection.
Radiance due to reflectance depends on the illumi-
nating source. This source may be the sun, active, or semi-
active sources. It is obvious that at night for. a passive
infrared system, the radiance due to reflection is not a con-
tributing factor. For this reason only the radiance due to self-
emission is considered in this section.
5. Target Temperature
Since the self-emittance of a target depends on the
temperature of the target, a method for determining this tem-
perature is needed. The temperature of an aerial target varies
depending on the aspect of the target. The propulsion system
has hot surfaces such as the nozzle and exhaust plumes. There
may also be hot surfaces due to aerodynamic heating and/or
solar radiation.
110
Air breathing engines normally have exhaust plumes
ranging from 600 to 1000 K. Rockets typically have much hotter
plumes. The flame temperatures for liquid propellants range
from 2500 to 7500 K. Solid propellants flame temperatures range
from 1700 to 3500 K. The plume temperature can be estimated
from the relation.
Tflame = JO = i + Izl Me 2
T T 2
plume e
where T = stagnation temperature
T = static temperature
M = Mach number at the nozzle exit

e
a. Example I
For a flame temperature of 2700 K and an exit Mach
number of 3.0 the plume temperature can be found,
T
flame = 1270 °
6 K
1+I-1M 2
.
plume
2 e
For many missile encounters the exhaust plume may
be shielded from the infrared sensor. For a head-on encounter
the temperature of interest is the skin temperature of the target
This temperature is due to aerodynamic heating and is a function
of the target speed and the target material. One approach to
finding this temperature is through the use of the recovery
111
factor, which requires some knowledge of the material of the
target. The recovery factor, r, of a material is defined as
follows
T - T
surface ambient
T - T
stagnation ambient
The skin temperature of the target then becomes,
T
surface
=T ambient + r (T
stag
-T)
amb
The stagnation temperature is found from the relation,
T .
stag
- T .
amb
(1 + ^L
2
M
2
)
The Mach number, M, is that of the target and the specific heat
ratio, y, is for air.
b. Example II
A target flying at M = 2.5 where the ambient temper-
ature is 300 K has a recovery factor of 0.75.
T . = 575°K
stag
T . 581°K
surface
This is the temperature used, along with the emissivity of the
target, to find the radiant emittance of the target from
equation (4)
112
6 . Simple IR System
Detector
Target filter
A e, T I
/
chopper preamp
Figure (4-7) . Simple IR system.
Figure (4-7), above, shows a simple IR system and a
target at a range R. If the system is sensitive to radiation
in the 3 to 5 micron region the radiant emittance becomes,
X =5
2
W = f e (WJ dX
A
X
\
=3 BB
27rhc'
W- c
/ 5
1
c/ kT)-l
exp(hc/
1 dX
X
3
The above integral is best evaluated on the computer. If the
ambient temperature and target speed is known, the skin temper-
ature of the target can be determined.
113
The radiance from the target then becomes,
W
-
N =
7T
If Figure (4-7) , the solid angle of the aperture as seen from
the target is, _a

R
The power seen at the detector surface is then,
IR Power = N Q A
The above formula assumes no attenuation by the atmosphere or
the IR system optics. This attenuation is significant in actual
IR systems. These factors are normally accounted for through
the use of atmospheric and IR optics transmission coefficients.
T = transmission of the atmosphere

r
a
T TT5 = transmission of the IR optics

IK
The total power at the detector then becomes,
T TV A^ A W
g I* t a
P = (5)
ttR
7 . Detectors
Detectors are devices which are radiation transducers.
It's purpose is to change the incoming radiant power to an
electrical signal, which can then be amplified. Detectors can
be divided into two main categories. (1) Thermal detectors -
The responsive element of a thermal detector is sensitive to
114
temperature changes brought about by the incident radiation.
(2) Photodectectors - Responsive elements of photodetctors are
sensitive to the number of incident photons.
Detectors also are made up of windows, apertures and
Dewar flasks. The window restricts the bandwidth to which the
detector is sensitive. The aperture may limit the field of vie-
in order to limit photon noise. The Dewar flask cools the
detector which improves the detectivity.
Detectivity of a detector is defined as,
_ signal/noise
- S/N
—— tc.
D = -. — \b)
input power P
The specific detectivity is
1/2
D* = D [ Af A ] (7)
d
Af = Bandwidth
A, = Sensitive area of detector

d
For a tracking system the bandwidth is that of the preamplifier
in Figure (4-7) . The input to the preamplifier is proportional
to the incoming IR energy, which has been modulated to give tar-
get resolution from the background and provide line-of-sight
information.
A simple chopper is shown in Figure (4-8) . It consists
of an opaque material which has a wedge cut-out of angle a. The
rotation causes the input from a point source to be modulated,
115
w
Figure (4-8)
® .
while that of the background is not.

Simple Chopper.
The input signal to the
preamplifier would look like Figure (4-9) . The frequency content
of the signal in Figure (4-9) can be found from a Fourier Analysis
If the pulses are assumed to be sinusoidal of period T, the
optimum bandwidth is, ->
Af -I
W
T =
TTCtW
.Target^
2jr
T =
w
Figure (4-9) . Preamp input
116
The specific detectivity is characteristic of the
detector used. Reference [9] is an excellent source of infor-
mation on operational detectors.
8 . Idealized Range
Equation (5) is,
T T A A W
P =
a IR t a
ttR
From equations (6) and (7) this becomes,
S/N tt R'
[Af A
1/2 T T A A W
d ] a IR t a
The idealized range, where the signal to noise ratio is unity, is
D* T T A A W
„ 2 = a IR t a
1/2
[Af A ] ,
d
To simplify this equation the radiant intensity is given by,
A W
t
J =
TT
Since the parameter of interest in missile design is the aperture

ttD
diameters A , it is replaced
v with so that,
a'
2 1
1/2
D* T T__ tt D J
a IR a
R
o
4 /AfA
-I 1/2
R
Q
4/AF-A7
D =
a D* T T TTD
1K TT J
a
117
a. Example (Idealized Range)
From example II a target flying at M = 2.5 has a skin
temperature of 581 K. If this target has a presented area of

2
1 m , the detector size needed to detect the target at a range
of 10,000 m can be determined. From Wien's displacement law the
maximum radiation occurs at,
X = 4.99 y
max
If the system is designed to accept radiation from 3 to 5 microns,
and the emissivity of the target is 0.7.
5
2
2-rrhc 1 ,,
,5 exp (hc/XkT) -1
If this equation is integrated on the computer, the radiant
emittance becomes,
W = 1410 watts/m
The radiant intensity becomes,
J =
A
—- —W =448.82 watts
Typical values of the parameters in the idealized range equation
are (9)
T = 0.75
a
T - 0.95
IR
Af = 1000 cps
A, = 1 cm
d
10 1 /'
D* = 1 x 10 (cps) cm/watt
Substituting these values into the idealized range equation gives,
D = 0.0355 m = 1.4 in.

a
As can be seen the size of the IR seeker is relatively small
compared to other seekers. The above analysis is for the
"idealized" range. Attenuation of IR radiation can be quite
high thereby increasing the seeker size required.
F. WARHEAD SIZING
The conditional kill probability of a missile is the prob-
ability that the target is destroyed given that the warhead is
delivered to a point in space and the fuze detonates the war-
head at a miss distance r.
Figure (4-10) . Encounter geometry
119
The fragment distribution, D(cf>), is the number of fragments per
unit solid angle, Q. The total number of fragments within the
cone is,
N = D(4>)ft
The fragment density, p, is the number of fragments per unit of
area normal to the path.
N D(4>)fl
P
A A
however,
and
2
p = Dji! = D(cj>)sin (f)
(8)
r r
m
1. Target Vulnerability
The vulnerability of aircraft or missile components is
normally determined experimentally. Fragments of a specified
size are fired at the component, and the damage is assessed to
determine if the fragment would cause a kill. If a large num-
ber of fragments are fired, the ratio of killing fragments to
hits can be determined. This ratio is defined as the probability

N
that given
3 a hit a kill will result, ^ K ,
' P T,/TT = S5— • Assuming
.
the
.
K/H N
H
distribution of hits is uniform over the target,
A
P
K/H "A—P
=
(9)
120
A = presented area of target
A = vulnerable area of target
As would be expected, P
K/H # depends greatly upon the
encounter geometry. It will be dependent upon the aspect of
the aircraft, and also depends upon the type of kill specified.
If the target is assumed to be a spherical target, the prob-
ability of kill given a hit can be assumed constant.
2. Conditional Kill Probability
The fragment density is given by equation (8). From

this density expression, the average number of hits, a, on the
vulnerable area of the target is,
2
_ D (<j>) sin (ft
2 v
r
m
It is customary to assume that the distribution of hits on the
presented area follows a Poisson distribution. The conditional
kill probability then becomes,
a
P = 1 - e" (10)
D
/ x . 2
= 1 - exp
-D (<ft) sin Av
P 2
(ft
D
r
m
The above expression depends upon the fragment distribution,
D((ft). If the warhead casing is scored such that it produces N
fragments of uniform size and mass, m, the problem is simplified
by formulating an alternate expression for a.
121
£ + 2r
w m tan 6
Figure (4-11) . Static encounter
The warhead-target encounter geometry is shown in
Figure (4-11) . As shown the area of the fragment ring depends
on the miss distance, r . The area of the ring is given by, A

m
A£ = 2tt r (£. + 2r tan 6)

f m w m
If the N fragments are distributed evenly in A f/ the number of
fragments per unit area is
= N = N
m Uw
P
A£ * 2 it r + 2r tan 6)
f m
The average number of hits on a vulnerable component is then,
a = p A 122
v
From equation (9), A = P A .
V K/ rl p
Therefore, a = p p__ .„ A
K/H p
N P
a =
K/H %
m Uw
2tt r + 2r tan 3)
m
If in Figure (4-11) , the average target width into the paper is
given by W, the presented area is,
A^ = w(£ + 2r tan 3
p w m
The average number of hits is then,
N p W
ar = ->*' (ID
I 2tt r
m
The distance at which the target just fills the fragment ring
is the critical miss distance, and the maximum distance for
which a applies. This is found by setting
L = £ + 2r tan 3
w c
From which
L - %
r = w
c 2 tan 3
If the miss distance in Figure (4-11) is such that the entire
target is always presented to the fragment ring; i.e., r > r ,
the presented area becomes
A = W L
P
123
The average number of hits then becomes, a
N P
K/H
W L
II 2TrU
m w + 2r
m
tan 6)
(12)
3. Sizing the Warhead Radius
The parameter of interest in this chapter is the diameter
of the warhead required to achieve a specified kill probability.
The development thus far is the conditional probability of kill,
P . It has been assumed that the guidance system delivers the
warhead to the point of interest, and the fuze detonates the
warhead at this point. Since only the conditional probability
of kill is determined, the purpose of this section will be to
maximize P or to find the warhead diameter which sets P = 1.
From the threat to be encountered, the target presented
area, A , and the vulnerability, P ,„, can be determined. Also
from an alaysis of the threat, the siz e and impact velocity of
the fragments necessary to kill the target can be determined.
The initial velocity required to obtain the impact velocity is
a function of the explosive used and the charge to mass ratio,
C/M.
C _ Mass of explosive/unit length

M Mass of warhead casing/unit length
The initial velocity is given by Gurney ' s equation,

1 1/2
C/M
V. = J2E
v (13)
1 1+C/2M
124
Gurney ' s constant, v2E, for various explosives are given below [11
Explosive Density, kg/m n/2E, m/sec

TNT 1590 2316.5
RDX 1650 2834.6
HMX 1840 3118.1
PETN 1730 2834.6
Tetryl 1620 2500.0
Composition B 1680 2682.2
Octol 1800 2895.6
From equation (13) , the charge to mass ratio necessary to attain
the specified initial velocity can be determined.
v / 2E
c i
M 2
1-V. /2(2E)
l
Figure (4-12) . Warhead
125
From Figure (4-12) , C/M can be expressed as,
2
C ê p
e
M
^rw
, _. 2
~ ê 2.
)p
c
where
p = explosive density
p = casing density
2
r
2 e ê
M " 2 2 p
(r +t) - r c
e e
2
p
C _ e
M 2 p
2r t + t c
e
If t < < r
e
2
r p p r
e e e e
M 2r t p p 2t
e c c
p (r " tJ
C e „
MP c
2t
(14)
From equation (14) the casing thickness in terms of the war-
head radius can be determined.
r
t =
2 S £n + i
M P
e
126
With the casing thickness fixed as a function of warhead radius
the number of fragments, N, can be determined. In order to
achieve the desired velocities of fragments, it is essential
to have enough length for the diameter. An acceptable length
to diameter ratio for a cylindrical warhead is from two to three
Most air-to-air missiles have a length to diameter ratio of 2.5.
For this analysis a value of 2.5 is used.
The warhead casing volume is then given by, V ,
V
c
= 27rr t£
WW
2
V = lOirtr
c w
3 is, m
The mass of the casing '
c
,
2
m = lOiTtr
w P
c
c
The total number of fragments, N, is obtained by dividing the
case mass by the individual fragment mass.
m lOTTtr p
N = _£ = JtL-S.
m
m
From the equation (11) or (12) the average number of hits can
be determined as a function of warhead radius

2
_
5tr
w P
c
P WU
K/H
W
a ~ mr
i
m
2
5tr p P V/U WL
w c K/H
11 mr ni (i +2r tanB)
w m
127
The conditional probability of kill can be determined now for a
given warhead radius using equation (10)
a. Design Example (Effect of radius on P )
If the above equations are programmed for the con-
ditions listed below, a plot of the conditional probability of
kill versus warhead radius can be obtained.
Threat: RAM-K
L = 19.51 m
w = 6.10 m
P = - 10
K/H
Fragments
m = 105 grains = 0.0068 kg
V. = 2133.6 m/sec
l
p = 7000 kg/m
S = 20 degrees
Explosive: Composition B
p =16 80 kg/m
Miss distance: r = 50 ft = 15.24 m

m
Figure (4-13) is a plot of the output. From this
figure it can be seen that a warhead radius of r = .06 m is

w
required to achieve a conditional kill probability, P = 1.0.
Therefore the missile diameter required for warhead considera-
tions is, d = 4.72 inches.
The warhead radius also varies with the required
initial velocity. From the equations for charge to mass ratio
128
o
as
<N o
CO
r-
CO
i o
01
3
r- H
o
>
u
04
vo -P
O <U
CO
in J-l 1
o ^r
U
*r 3
o Cn
• •H
ro
o
CN
O
Q*
129
and casing thickness the radius required to achieve a specified
kill probability can be determined.
Since,
t =
w
P
C c
M K
p
e
and
V. /2E
C l '
M
1 - V. /2(2E)
'
1
the average number of hits becomes,
_ 3
5pK p W r
.
a = c K/H w
i
V. /2E
l
-£+ 1 mr
m
- V. p
,1 /2(2E)/ e
The above equation

^ assumes r < r
m c
Letting
5 P W
c K/H
b =
•
2
/V. /2E \ p
c mr
2 + 1
2 p m
\1 - V /2(2E)/ e
i
the probability of kill becomes,

2
-br
= 1-e
w
P (15)
D
If the conditional probability of kill is selected as P = 0.999,
equation (15) can be solved for the warhead radius.
130
'w= I^M 1/3
The initial velocity, V. , required to achieve a target kill is
a function of the miss distance, fragment size, expected en-
counter altitude and target characteristics. For this simple
analysis the effect of initial velocity on warhead radius will
be studied. The effect of varying the initial velocity in
equation (16) is plotted in Figure (4-14) . The results were
determined for various explosives to show their effect on the
warhead radius. If an initial velocity of 7000 ft/sec is chosen
with Composition B as the explosive the required warhead radius
is 2.6 inches.
From this analysis the warhead weight can be found. The
casing thickness is given by,
t = .115 r (from required C/M)

w
i = 5 r
w w
Therefore, the explosive weight is
2
W
e
= ir(r
w
- t) Z
we p
W = 5.9530 kg
e
The casing weight becomes,
W
c
= (irr
w
2
- nr
ewe 2
) I p
W = 6.8651 kg
r
c
131
PQ
CL
£-• £ X
2 s en
Eh U K
•H
"0
«d
<d
esQ^ c
u o
tn >1
+J
\
H •H
O
U.
rH
CD
>• >
id
323 <i% •H
-P
-J •H
UJ c
> •H
H-l
-J
O
4J
o
<D
z
w
02S3
•3*
•H
J. a. a. j_ #JS»8 fa
* CO cu »"»
(S3H0ND sniaya au3HauM
132
The total warhead weight becomes,
WTT „ = 12.8181 kg3 = 28.26 lb

WH
The required diameter for the radar antenna was 10 inches
and exceeds that required for the warhead. If the warhead is
made hollow and kept at the same weight, equation (14) can be
reformulated to give
M
C . K-^-i 2
]
2r t - t'
w
The hollow portion of the warhead is then found from
W
—=
p
e
it
/
\
r
w
2
- r.
1
fcw
Figure (4-15) is the resulting warhead
r .
= 2 . 76 in
l
t = .12 in
Figure (4-15) . Hollow warhead,
133
V. BASELINE DEFINITION
A. CONTROL CONCEPTS
The lifting and control surfaces of a missile may be of
monowing, triwing or cruciform configuration. Figure (5-1) shows

these three arrangements.
Monowing Triwing Cruciform
Figure (5-1). Control configurations.
The monowing arrangement is typical of most cruise missiles,
which require long range and low drag. For this type of arrange-
ment the missile must bank to orient the lift vector for a maneuver
Because of this, the monowing missile is not as rapid in maneu-
vering as the cruciform configuration, which can produce lift
in any direction instantaneously. The cruciform control also
has identical pitch and yaw characteristics which results in
a simpler control system. The triwing configuration is used
very seldom for conventional missiles. It can be shown that
134
the triwing missile requires larger wing size; therefore, there
is little drag savings even though there is one less wing
than with the cruciform missile [10]. From this discussion it
can be seen why the cruciform configuration is the most com-
monly used for tactical missiles of short or medium range.
The positions of the lifting surfaces on the missile body
depends on the method of control used for the missile. There
are three conventional methods of control for tactical missiles.
These are; 1) Wing control; 2) Tail control; 3) Canard
control.
1. Wing Control
Wing control missiles normally have large movable wings
located slightly behind the missile center of gravity. Because
of the small moment arm the wing surface must be relatively
large to provide control effectiveness. As would be expected,
larger activators are required for moving the wings. A positive
deflection of the wings causes a positive normal force; there-
fore, the missile reacts almost instantaneously; thus making
wing control the fastest reacting method of control. Because of
the smaller moment arm, the resulting smaller pitching moment
and instantaneous lift result in smaller angles of attack. This
feature makes wing control missiles attractive for applications
where theincidence angle must be kept small. Air breathing
applications often use wing control because of inlet perfor-
mance degradation at higher angles of attack. This type of
control is also good for fixed seekers.
135
2 Canard Control
Canard control is normally the method of control where
the movable surfaces are placed as far forward as possible.
Because of the resulting larger moment arm, smaller surfaces are
required to provide control effectiveness. Lift on the missile
is still developed primarily by the aft (wing) lifting surface.
Response is slower than wing control because of the need to
pitch the missile to an angle of attack before lift is developed.
Higher angles of attack are needed to generate the required lift.
One advantage of this type of control is convenience of packaging.
Since the controls and avionics are forward of the propulsion
system, the need for connectors is elminated. For stability
reasons the wing of a canard control missile must be located
farther aft than a conventional wing-tail configuration. The
zero lift drag is normally lower than wing control missiles
due to smaller surfaces.
3. Tail Control
Like the case of canard control, a tail control missile
has the movable surface as far from the center of gravity as
possible. This also results in a larger moment arm and there-
fore smaller surface required. Control deflection is the oppo-

site of that for canard or wing control since a negative control
deflection results in a pitching moment that pitches the nose
up and therefore a positive lift on the main lifting surface (wing)
Tail control is normally the slowest method of control. One
advantage is that the flight controls are at the end of the
136
missile requiring the propulsion system to be located forward
of other types of control. This results in less center of gravity
movement as the propellant grain burns. This becomes a definite
advantage for longer range missiles.
B. GROSS WEIGHT AND CENTER OF GRAVITY
Since the component weights and their precise locations can-
not be determined at this point in the design process, some
method of estimating the total weight and center of gravity is
needed. There are two approaches commonly used to find the gross
weight of missiles in the conceptual design phase. One is through
the use of the historical data discussed in Chapter 2. Since
the warhead weight is known, an estimate of the gross weight
is now,
W
WH
:[/
7
AVG
Another method, which is used extensively in the design of

aircraft, is the use of regression formulas to find gross weight
or component weights in terms of parameters that are known early
in the design. Reference (7) has derived such a formula for the
gross weight of a missile. It is,
2 * 13 1 ' 14
W = K (L) (D)
Q G
K = Constant to be determined ,,,
L = Total missile length (inches)
D = Missile diameter (inches)
137
The constant K in equation (1) is derived from a baseline
G
(generic) missile. In this case
(W J
baseline
K_ _
—
^ 2 13
1J 1 * 14
(L)^* (D)
baseline baseline
The accuracy of a regression formula such as equation (1) depends
upon how close the synthesized missile is to the baseline for
which K was determined. If the parameters used vary more than

G
20 percent, the accuracy of the regression equation decreases
rapidly; therefore, if the parameters length and diameter vary
significantly from those of the baseline, equation (1) may give
an erroneous estimate of the gross weight. As an aid in deter-
mining the gross weight, the following values of K were derived

G
from data given in reference [7].
Missile Figure K
G
SRAAM (5-2) .00128
MRAAM (5-3) .00118
LRAAM (5-4) .00093
SAM (5-5) .00108
Figures (5-2) , (5-3) , (5-4) , and (5-5) show the generic missiles
from which these values were derived.
The center of gravity of the baseline missile for this section
is taken to be 60 percent of the total length. At this point
sufficient information has been developed to define the baseline
missile from which design iterations will be made. The lifting
138
c
•H
+J
«J
u
3
Cn
•H
3
w
o
•H
M
<M 0)
C
a
n*
O
OS J H «
I
CO in
rQ3
0)
*6*8 U
3
O _ en
•H
9 \ >'_ .tfi
fa
o
en
139
m
I
in
U
3
•H
fa
140
I
in
o
u
3
•H
fa
141
m
00
in
00 a
«— a
o 2
u w
c
<N «1
o
r-i h U
c^
e
•H
4J
-H
CO
•H
5-1
0)
C
(U
u
in
I
M
3
•H
fa
142
surface planform for the baseline is taken as a delta planform.
As will be shown later, this wing planform will be very close to
an optimum wing.
C. DESIGN EXAMPLE (BASELINE DEFINITION)
The threat for which this missile is designed is a highly
maneuverable fighter. For this threat a canard control, cruci-
form configuration is chosen. The rationale is that this configur-
ation will provide the fast response necessary at minimum drag.
The diameter was fixed at 10 inches due to antenna considerations
in Chapter 3. From historical data in Chapter 2,
L m (k) D -
. (15.89) 10 = 158.9 inches
L
L = = 22 ' 3 inches
N (
ET °
The MRAAM of Figure (5-3) is used as a generic missile for
selecting K_, . Inserting length and diameter into equation (1),
the first estimate of gross weight becomes,
2 ' 13 1 * 14
W„ = .00118 (158. 9) (10) = 794.83 lb
The total lifting surface required is then, from historical
average,
s " (
I'
AVG
(
V " 'sFTog''
794 33
- '
2
S = 9.02 ft
143
Since the canard to wing area ratio is known from historical
data,
S /S
/
c T7
W
=0.20
S T7 = 7.52 ft'
W
S = S - S = 1.50 ft'
C W
r
Lifting surfaces (delta planform) . From historical data,
AR.,
lR = 1.61
w
AR =3.74
c
b/2 AR = —
s
Figure (5-6) . Lifting surface
Wi ng: AR =
W " ^ W
(b) S 3 ' 48 ft
W
(C ) = 2 S /b = 4.32 ft
W
Canard:
(b)
c
=VAR c S
c
= 2.37 ft
(C ) = 1.27 ft.
r
c
144
The baseline missile is now defined. The canards are placed
as far forward as possible. The wings are placed as far aft
as possible to ensure the center of pressure is behind the
center of gravity. The exact location of the wings will be
modified in the next chapter. Figure (5-7) is a drawing of
the baseline missile.
145
iH
•H
CO
CO
•H
e
CD
c
•H
rH
<U
CO
<d
oq
u
3
c^
•H
fa
146
VI. LINEAR AERODYNAMICS
The total drag on the missile is used to size the propul-
sion needed for the cruise segment of flight. The wing size
depends upon the maximum lift required by the missile. The
wing and tail are normally placed to provide minimum drag during
cruise or a certain stability margin at launch. To make any
of the above calculations, values of the aerodynamic coefficients
are needed. This chapter presents the background aerodynamic
theory necessary for these initial calculations. The theory
used is linear aerodynamic theory and slender body theory, from
which simple calculations can be made. Where linear theory did
not apply, an attempt was made to find existing empirical expre-
sions, which yield results accurate enough for initial calcula-
tions. The full nonlinear theory will be presented in Chapter 9.
The reference area for all coefficients in this report is the
missile maximum cross sectional area. The reference length is
the maximum missile diameter.
A. MISSILE DRAG
The total drag of a missile consists of zero lift drag, C ,

D
and induced drag, C
i
C^ = C^ + C^ (1)
D Dn D.
l
The zero lift drag can be found from a component build up method
in which the contributions due to the nose, body and lifting
surfaces are added together to obtain the total zero lift drag.
147
Care must be taken to reference the appropriate areas when
using this method. The total is then multiplied by 1.25 to
account for interference effects and variations in skin roughness
[12].
C„
D
=1.25 (
V v v N
+ (
° B
+ (
° W
+ (c
d
°
>
T
(2)
The method used to find the components drag depends upon the
speed regime in which the missile is operating. Since this
report is concerned primarily with supersonic tactical missiles,
supersonic zero lift drag will be discussed here. The component
supersonic zero lift drag can be divided into skin friction,
C , and wave drag, C .
f W
(C ) = (C , + (C )
f w
w w w
1. Supersonic Skin Friction
The flow over a body traveling at supersonic speeds is
likely to be turbulent; so the incompressible skin friction co-
efficient is given by,
C = lill ^
(3
f-
i m
dog 10 d >2.58
R )
e
The Reynolds number in equation (3) is based upon the cruise
altitude and speed and upon the characteristic length for the
148
component being determined. The Reynolds number is given by,
P V *
~ M
Re
M
where x = L.,, the length of the nose
L , the length of the body without the nose
(c) , the mean aerodynamic chord
The compressibility correction to equation (3) is,
- -0.58
Z
C - C- (1 + 0.15 M ) (4)
f M
i
From equation (4) the skin friction drag coefficient for each
component can be found when referenced to the appropriate area.
iSw ted) N
(c_
D
f
i = (c.)
f
H
fref
S
N
(s
1 )
wetted'
(C = (C "
D »
f> S
f B ref
B
The lifting surface skin friction drag is determined in a similar
manner. Care must be taken to include all surfaces in the
wetted area calculation for the lifting surfaces.
2. Supersonic Wave Drag
The supersonic wave drag consists of components contri-
buted by the nose and lifting surface. Nose wave drag depends
on the shape of the nose, and the most common nose shapes are
149
conical, ogival and hemispherical. Reference [10] lists
empirical formulas for finding the form (wave) drag of various
nose shapes at zero angle of attack.
2 la 69
(1) Conical; c = (0.083 + . 097/M ) (a/10)
W
a = tan -^=
2L
— = Nose semi-vertex angle (Degs)
N
The center of pressure for a conical nose is at the centroid of
the nose planform or two thirds the length of the nose.

2
( 2[196(L /D) - 16]
(2) Ogival; C = P< 1 =
U j
Z
W ( 28 (M + 18) (L /D)
N
P = (C ) for conical nose

W
The center of pressure for an ogive noise is,
50 (M + 18) + 7M P (5M - 18)

2
N 40 (M + 18) + 7M P (4M - 3)
The semi-vertix angle for an ogive is twice the equivalent cone
angle.
(3) Hemispherical; The drag on a hemispherical nose is extremely
high compared to other nose shapes, and is difficult to
estimate. An initial estimate of the wave drag can be
found from Figure (6-1)
150
en
CP
id
in u
• . T3
CN
>
W
o•
c
CN
u iH
(d
§ o
•H
3 M
C.
in x: a
•
u CO
rH ro •H
s £
. o
I
U3
u
3
•H
in
CN 00 >*o CN
151
The wave drag due to the lifting surfaces can be found
using the methods of reference [12] . For a double wedge air-
foil with sharp leading edges as shown in Figure (6-2) , the
wave drag is given by the following formulas:
(1) Supersonic leading edge,
2
C = i (
t Jw
D c s
w * ref
(2) Subsonic leading edge,
2 S
cn
D TT
= B cot A
LE
(i)
c
—
S
5L-
-
W ref
-*-*t
Figure (6-2) . Double wedge wing [12]
c/x
where B =
t A = leading edge sweep
1 - x /c
t
S TT = planform area
8
" r
M - 1 W
152
3. Base Pressure Drag
The drag contribution of the blunt base for non-boattailed
bodies is given in reference [4] as,
2yM - ( -1)
\1.14/ \ 2.8 M
2 2 x -1
c
U ' = -C
AB ^P Y+l Y+l
B *M
This term assumes no jet thrust from the base of the missile,
or that the missile is operating in the power off condition.
This term is not included in equation (2) , which is not a bad
assumption for powered flight where the nozzle exit area is
approximately equal to the base area of the missile. For the
case where the nozzle exit area is much less than the base
area as in Figure (3), the base pressure contribution should be
included.
Figure (6-3). Base pressure areas [10].
153
In this case the base drag is,
S,
c_
AB
= c
AB
'
S
-
,
ref
S, = shaded area of Figure (6-3)
4 . Induced Drag
The induced drag on a missile is the drag due to lift.
This drag is caused by the component of the lift vector in the
drag direction. For supersonic flow the induced drag is given
by,
2
c = -i- c
l Not
where;
=
w
c.
L q
^ S ref-
The lift curve slope, C , will be developed later in this chapter
B. DESIGN EXAMPLE (ZERO-LIFT DRAG CALCULATION)
The thickness to chord ratio of the wing and tail have not
yet been determined; however, it is desirable to construct the
lifting surface as thin as structurally possible to minimize the
wave drag. Since structures have not been covered the minimum
thickness to chord ratio is estimated at 3 percent. The flight
and geometric conditions determined thus far are;
154
h = 10,000 ft L._ = 1.8 58 3
N
3 '° L = 11.3833
*M = CB
S _ = 0.5454 (c) = 2.8816
ref w
(t/c^ (t/c)
c
-0.03 (c)
c
= 0.8467
S T7 = 7.52 ft
W
S = 1.50 ft
c
From these conditions the following table can be constructed.
Nose Afterbody Wings Canards
X 1.8583 11.3833 2.8816 0.8467
3.3394 29.8014 15.0400 3.0000

wetted
R 2.984 18.282 4.6280 1.360
e
c 0.0025 0.0020 0.0024 0.0029
fi
c 0..0015 0.0012 0.0015 0.0017
f
\ 0.0095 0.0652 0.0827 0.0187
\ 0.1545 ____ 0.0400 0.0050
c^ 0.1640 0.0652 0.1227 0.0237

'D
The zero lift drag for the wings and canards in the above table
take into account that there are two sets of wings (4 panels)
The total missile zero lift drag then becomes,
(c ) + (c ) + (c ) + (c )
N ° AB ° W ° C
C^ = 0.4695
D
155
C. MISSILE LIFT CURVE SLOPE
Figure (6-4). Wing-body-tail lift [13].
For the purposes of this section lift on a wing-body-tail
combination can be taken as the sum of the components in Figure
(6-4). These consist of,
L„ = lift on the nose

N
= lift on the wing in the presence of the body
w
(B)
= additional lift on the body due to the presence

B
(W) of the wing
= lift on the tail in the presence of the body

(B)
= additional lift on the body due to the presence

B
(T) of the tail
The lift of only the wing-body combination can be defined as, L ,
where,
L = K L (5)
c c w
156
The lift of the wing alone, L , is that obtained from thin
airfoil theory or experiment considering the exposed area only
The constant K in equation (5) is defined as
K = K + K
C B W
(W) (B)
From this equation, K is the ratio of the additional

B
(W)
body lift in the presence of the wing to the wing alone lift for
zero control deflection, 5=0.

(c t >
L
t
r La B
= (W)
m °(W) m
K 5 Q
B L
(W) W ^Lo 1
,,
w
- (B ) - (B)
K fisB
W (B> (C
L La'
w w
The interference factors, K have been deter- and Y-

B
^(B) (W)
mined from slender body theory for wing-body combinations.
Figure (6-5) is a plot of these values. The wing alone lift
curve slope, (C_ is determined from thin airfoil theory or

)
La
W
experiment. The lift curve slope of delta wings with super-
sonic leading edges is given by,
C
La
=
J
where 8
-aK 2-1 k K £
For subsonic leading edges this becomes.
c m 2TTtane/tany k > £
La E6
157
2.0
1.8
1.6
1.4
1.2
1.0
0.8
0.6
0.4
0.2
0.0 0.2 0.4 0.6 0.8 i.O
(r/b)
w OR (r/b)
T
Figure (6-5). Interference factors [12]
158
Where E is the elliptic integral of the second kind for
v 1 - (tane/tany) ,
Figure (6) shows the Mach angle y and sweep angle, z
Supersonic LE Subsonic LE
Figure (6-6). Wing leading edge.
The lift of the nose is that obtained from slender body
theory. For small angles of attack
«W N
1
= 2/rad -
The tail-body combination lift is determined in the same
manner as the wing. The above equations are defined for the case
where the incidence angle is zero and the angle of attack, (a),
159
is varied. Analogous terms can be defined for the case where
the angle of attack is zero and the incidence angle (6) is varied,
LR L<5
R
B
(T) (T)
v
k
B
= -j
L
_
= —7^
{C
< ; a =
(T) T La'
T
L (C.J
= (B ) = (B) „ = „
k .
'
T L < C
(B, T La>
T
The interference factors k and k were also found

B i
(T) (B)
from slender body theory and are plotted in Figure (6.5)
From the above defnitions the total missile lift curve slope
can be found. If the analysis is for small angles of attack
so that L~N.
(N) = (N)„ + (N)__ + (N) n + (N)_ , .
N W B T + (N)
(B) (W) (B) B
(T)
in coefficient form,
C S (C + (C S + q SW
N « reg " N> « S ref N> <* w (c
n'
N W (B) B
(W)
+ (C„) qm Sm + (C„) qm S m
N _ ^T T N ' T T
X B
(B) (T)
If the downwash is neglected so that q = q, and the above
equation is differentiated with respect to angle of attack,
160
s s
(C„ = (C„ + (C„ ^L. + (c
^
) ) ) )
Na cM Na
N
Na
^
S
ref
Na
B
S
ref
+ (C
Na> S^7
S
+ (C
N«LB
—S
T ref ref
(B) (T)
From the definition of the interference factors.
(C„J
Nff
= (C„ J
Na'
+ (C_,
Na)
(1L,
w
+ K
B ,._/
)
S ,
CM N W (B) (W) ref
+ (C } (K + K }
2- (6)
Na T T B S"
S
(B) (T) ref
If the tail is the control surface, a similar development for
the control effectiveness. C„ r yields

J
N o
NaJ m + k„
(c M .) = (c XT (k m )
N6 T T B S
CM (B) (T) ref
D. MISSILE PITCHING MOMENT

From Figure (6-7) the moment about the center of gravity
can be found. The centroid of the wing is the location of the
center of pressure of a wing alone in supersonic flow. The
effect of the wing-body combination is to move the center of
pressure aft and as can be seen in Figure (6-7) the center of
pressure for the additional lift on the body due to the presence
of the wing is aft of this location. Reference [13] has an
161
N,
W(B)
N
T(B)
N N
* B(N) B(T)
M <2>
-W
Wfc —
*W(B)
N i
x
B(W)
x
T(B)
'B(T)
Figure (6-7). Forces Acting on the Missile.
excellent discussion on how to find these centers of pressure.
For the purpose of this chapter, which is initial sizing and
placement of the lifting surfaces, the center of pressure for
both of these forces, N and N is taken as the centroid

W B
(B) (W)
of the wing planform. With this assumption, the moment about
the center of gravity is,
(M)„M = N„ SC_. + (N + N ) x,,

** + (N + N ) Xm
CM N N W , _ s B r B T
(W)' (B) (T)
Following the same development as for C
Ma Na .. D Na TT
W
W,_.» B ,._. D S
ref
-
N (B) (W)
+ «L, ) (K m + K )
(-i) (tt-^-) (7)
Na T.„ B /mN D S -
T (B)
x
(T) ref
162
Also if the tail is the control surface.
Xm S
M6 Na T B D S
T (B) (T) ref
Ome must be careful in defining the moment arms in the
above equations. If a nose up pitching moment is developed in
Figure (6-7), the moment arm is positive. Conversely, a nega-
tive moment arm means a nose down pitching moment is developed.
E. WEIGHT AND CENTER OF GRAVITY VARIATIONS
From the preceding sections of this chapter, it can be seen
that the analysis is normally for one point in the flight pro-
file. Since the launch condition has been defined, the tail
sizing can be accomplished for this initial condition. The
variation of missile weight and center of gravity is due to
propellant burning. For a solid propellant this variation can
be quite large. Since no information is available on the pro-
pellant at this point in the design, the following guidelines
will serve for initial calculations. For air-to-air missiles
the propellant is approximately 35 percent of the launch weight.
The center of gravity travel is 5 percent of the length. For
surface-to-air missiles which must be boosted to flight speed,
the propellant weight can be taken to be 48 percent of the
launch weight with a corresponding center of gravity travel of
approximately 8 percent of the length. These are initial approxi-
mations taken from historical data and can be refined later in
the design process.
163
VII. LIFTING SURFACE DESIGN
From the analysis of wing lift and drag in Chapter 6, it can
be seen that the performance of a wing will vary with planform.
Up to this point the lifting surfaces have been considered delta
planforms with zero taper ratio. This is not necessarily the
optimum planform since it was taken from a historical average
and does not apply to a specific missile. This chapter deals with
the sizing, placement and planform definition of the missile.
A. WING PLACEMENT
The wing placement on the missile depends upon the type of
control used. For canard control the wing (aft surface) is nor-
mally fixed as far aft as possible for stability purposes. For
a wing control or tail control missile, where the wing is near
the center of gravity, the wing placement becomes more critical
and depends upon the stability margin required. Since the drag
during the cruise segment includes the drag due to lift, one
method to minimize drag would be to place the wing such that
zero lift is produced on the tail during cruise. The moment about
the center of gravity is zero for trimmed flight, thus equation
(7) yields, for (C ) = 0.

T
„ = [ftfaja *n Sref
W " (C M ) S T7 (K
W + K )
Na
W W (B)
B
(W)
164
B. MANEUVER LOAD FACTOR
Regardless of the type of missile being designed, it will be
required to maneuver in order to intercept its intended target.
For an air-to-air or surface-to-air missile the level of this
maneuver may be quite large. The maneuver load factor required
was found in Chapter 3. The maximum maneuver the missile can
sustain depends upon the maximum trimmed normal force the missile
can develop.
Figure (7-1) . Sustained maneuver of a missile.
From Figure (7-1) the force developed by a missile in a con-
stant acceleration turn is
L = nW
(1
n = maneuver load factor
165
Small angles of attack are assumed for which the lift and
normal force are approximately equal. This approximation is
good for angles of attack of up to 10 degrees, and above this
value of maximum trimmed angle of attack the linear theory
becomes inaccurate. With this assumption for now, equation (1)
becomes
L = N = nW
(C )0 q S nW 2
Na ref " < >
nW
(C„J
Na required , (a)
* * S ref
'max q
,.
Equation (2) gives the lift-curve slope required to develop
the required normal force at a trimmed angle of attack, (a)

max
The lift curve slope developed is given by equation (6) in Chapter
6.
(C
Na>
CM
= ((
W N
+ «W W ,
(K
W
"(B)
+ KB
(W)
> S
'
ref
(3)
S
+ (C
W
Na
T
(K
T
(B)
+ K
B
(T)
}
S"^
S
ref
As discussed earlier the values of the interference factors
depend upon the wing planform. Typical values of (IC. + K )

W B
(B) (W)
and (K + K ) are from 1 . 5 to 2 . . As a conservative

X B
(B) (T)
estimate a value of 1.5 is assumed. Equation (3) then becomes,
S S
(C„
Na
)
_,.,
CM
= (C„
Na
)
XT
N
+ 1.5 (C„
Na )
rT
W
^—
S
ref
-
+ 1.5 (C„ )
Na m S
T
=-i-
,
ref
(4)
166
Selecting supersonic leading edges,
«W W = < C
Na»
T
= 4 ^
Therefore
(C
Na>
CM
" (C
N a>
N
+
TT—
ref
< S
W
+
V
If the complete missile lift-curve slope is set equal to the
required lift-curve slope, the lifting surface area required to
maintain the maneuver load factor can be found, using equation (4)
B
< s
w
+
V req
- [(c
Na>
req
" < c
nc>
N
]
-îr
l
Let
K =
(S
W
+
V^
< s
w
+
V baseline
If the same ratio of wing to control surface area is kept to
minimize stability perturbations, the new wing and tail area are,
S
W
=K(S W> ..
baseline
S = K(S )
T
baseline
The above analysis assumes a linear variation of C„ which is
good for small angles of attack. A more precise analysis will
be performed in Chapter 9. The above analysis should be performed
at the expected encounter conditions.
167
1. Design Example (Maneuver Load Factor)
Since a canard control was chosen for the design example
the canard and wing position are fixed as fqr forward and aft
as possible. The analysis is done for a conservative Mach number
of 2.5 after the missile has slowed from its cruise velocity due
to the maneuver. From previous results,
n = 31 gs
2
(S + S ) =9.02 ft
baseline
W_ = 794.83 lbs
If the missile is required to maneuver at one-half its powered
range, and the propellant weight is 35 percent of the launch
weight, the maneuver weight becomes
W = 655.73 lbs
The dynamic pressure for M„ = 2.5 and at 10,000 feet altitude is

M
1 2
q = 2 V
T7
° M
2
q = 6369.84 lbs ft
The required lift-curve slope becomes for (a ) = 10 degrees
= .1745 rad.
(C ) = 33.5311 per rad.

req
The required lifting surface area is;
(S T7 + S )
req
= [33.5311-2]
6 S
~ = 6.57 ft
,
168
Therefore K = 0.7284 .
The required wing and canard sizes to achieve the maneuver are;
S T7 = (7.52) (.7284) = 5.48 ft 2

w
2
S = (1.50) (.7284) = 1.09 ft
c
C. TAIL SIZING
For a wing-tail combination, the primary concern in the
sizing of the tail is the static stability of the missile. The
missile becomes more stable as the mission proceeds, since the
center of gravity moves forward as the propellant burns. As
the missile becomes more stable, control of the missile becomes
sensitive. If the tail is sized for zero static stability at
launch, the missile control will remain more effective during
flight. This is the best condition possible without the use of
some form of stability augmentation system at launch. Therefore,
at launch C. T = .
Na
" (C X + (C !K + K
Na> N Na' *W S-^7 W, B B,„ 1
N W ref (B), (W)
(5)
S
+ T + K
(C X (K
Na }
T
T S^^
ref
T
(B)
B
(T)
)
With the lifting surface area fixed due to the maneuver load
factor, the tail can be sized to satisfy equation (5) . As can
be seen the position depends highly on the moment arms that the
lift forces act through. Since the missile length has not been
fixed at this point in the design and may vary due to propulsion
requirements, this analysis will be completed later.

D. WING PLANFORM
The wing planform is specified by the leading edge sweep,
A , taper ratio, A, aspect ratio, AR and planform area S . The
planform area was fixed due to maneuvering requirements in a
previous section. This section is concerned with defining the
remaining planform parameters. Figure (7-2) is the wing plan-
form and the equations used to define these parameters.
2
AR = b /s
X = c /c
t r
2 s
c =
r b(l+X)
c = c
i+x+y
1 r
(
I+T
i c = tan A
2 LE
Figure (7-2) . Planform geometry.
The value of the lift-curve slope used previously was derived
from linear theory and is applicable only to simple planforms.
For the purpose of this section, which will include low aspect
ratio wings with supersonic and subsonic leading edges, Figures
(7-3) and (7-4) are used. These figures have been corrected for
3-D effects.
1. Effect of Taper Ratio and Leading Edge Sweep
The lift and drag characteristics of the wing are the
primary parameters of interest. The objective in wing design is
170
theory
(per rad)
theory
(per rad)
(f*r rad)
TAN A
Figure (7-3). Theoretical wing lift curve slope [12].
171
TAN A
thee*)
(per rad)
TAN A LE (C N
J
\
N a/theoo
(per rad)
Figure (7-4) . Lift curve slope continued [12]
172
is to obtain maximum lift with minimum drag. It will be shown
that these objectives are usually conflicting; therefore, some
compromise, or optimum, planform must be found. From Chapter 6
the equations for the drag of a wing in supersonic flow are found
The skin friction drag depends upon the mean geometric chord.
Equation (3) in Chapter 6 indicates a larger mean geometric
chord would result in less skin friction drag for a fixed area.
The mean geometric chord can be expressed in terms of taper
ratio as follows,
3 b(l+A) V 1+A
1+X+X 2
5 =
I \/ar (1+A)
2
This equation leads to a zero taper ratio to maximize c and
reduce skin friction if the surface area and aspect ratio were
fixed. The wave drag is constant for supersonic leading edges,
and decreases when the leading edge goes subsonic or the leading
edge is behind the mach line. The lift capabilities also de-
crease as the leading edge goes subsonic.
As stated earlier this leads to conflicting performance since
the objective is to minimize drag while maximizing lift. At
this point an example best illustrates the results of varying
taper ratio and leading edge sweep. The lift - curve slope is
derived using the methods of reference (1). Figures (7-3) and

(7-4) are from reference [12] and are used to find the supersonic
linear lift corrected for 3-D flow effects. The drag methods
of Chapter 5 are used to determine the drag characteristics.

2. Example
2
For a fixed wing area of 4 ft and an aspect ratio of
2 the lift curve slope and drag were determined for a flight
Mach number of M= 2. This Mach number corresponds to a sonic
leading edge sweep of 60 . The wing leading edge sweep was
varied from zero to 75 for taper ratios of 0, 1/2 and 1. The
results are plotted in Figures (7-5) and (7-6)
From this example certain generalizations can be made.

From Figure (7-5) it can be seen that the drag is relatively
insensitive to taper ratio. There is a reduction in drag for
increased leading edge sweep. For this example there is approxi-
mately a 6 percent drag reduction for every five degree increase
beyond the sonic value. Figure (7-6) indicates that the effect
of decreasing the taper ratio is to delay the drop in the lift
curve slope of the wing. From this example a general guideline
would be to fix the leading edge sweep 5 degrees beyond the sonic
value and the taper ratio at zero. This would provide a 6 per-
cent reduction of wave drag while maintaining the maximum lifting
capabilities of the wing.
3 Effect of Varying Aspect Ratio
The result of increasing aspect ratio is an increase in
the lift-curve slope of the wing [12] . The aspect ratio is
given by,
2
AR = b /s
For a zero taper ratio wing this becomes;
AR = 2b/c (6)
r
174
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r-i
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175
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176
From equation (6) it can be seen that increasing aspect ratio
results in a corresponding increase in wing span for a given
root chord. Missiles are normally span limited, due to launcher
constraints; therefore, there is a maximum span which can be
accomodated. The drag of the wing again is in conflict with
the lift since increasing aspect ratio decreases the mean geo-
metric chord for a given span and therefore increases skin fric-
tion drag. A compromise wing AR must be found which considers
both the lift and the drag characteristics. For a discussion
of optimum aspect ratio, the following functions are defined
for convenience:
F = F + F
2
s Lift-drag function (7)
where C
— ^Normalized
1 " (
V max
drag function
1/C
Na
F?
A
=
TTTr
X/ lt T = Normalized lift function
J
Na mm
.
From equation (7) if F is plotted over the allowable
range of aspect ratio, a minimum value of the lift-drag function
fixes the desired aspect ratio. This aspect ratio corresponds
to minimizing the drag function, F, , while maximizing the lift

function, F_. For convenience the abscissa is plotted as c/c , »
2. max \ )
as shown in Figure (7-7)
From Figure (7-7) the optimum mean geometric chord cor-
responds to point A.
177
(max)
Figure (7-7) . Lift-drag function
5= s-
max
'max/ A
The aspect ratio is then given by
c = 3 c
r 2
b = 2s/c
AR = b 7s
:
As mentioned earlier a missile is normally span limited. The
plot of the lift-drag function F is normally fairly flat on the
left, or for c/c . . approaching zero. For this reason point
B may be chosen as the optimum since F varies very little up
178
to this region. Point B corresponds to increased chord and
decreased span.
4 . Design Example (Wing Planform)
From the previous analysis the following parameters were
defined.
M„= 3.0
2
S = 5.48 ft
w
If the leading edge sweep is fixed 5 degrees behind the mach
line.
y = sin" 1 ^ - 19.5°
A = 95 - y = 75.5°
LE
\ =
The planform table becomes
c c K
AR b r B(W)
2.0 3.31 3.31 2.21 1.17 .26
1.5 2.87 3.82 2.55 1.19 .30
1.0 2.34 4.68 3.12 1.22 .35
.75 2.03 5.40 3.60 1.24 .40
.50 1.66 6.62 4.41 1.29 .48
.25 1.17 9.36 6.24 1.36 .62
The wave drag is constant and is given by,
C.. = 4 cot A T „ (^)

D T7 LE c S
W refc
C = .0094
W
179
AR
% \ AR tan A
tan
6
A
LE
(C._ )
W
(KT1
(B)
+K_
(W)
)
2.0 .0303 .0397 7.73 .73 2.1137
1.5 .0296 .0390 5.80 .73 1.9845
1.0 .0288 .0382 3.87 .53 1.8271
.75 .0282 .0376 2.90 .73 1.7813
.50 .0274 .0368 1.93 .73 1.4809
.25 .0260 .0354 .97 .73 .7937
AR c/c F F F
'
max l 2
2.0 .35 1.0000 .3755 1.3755
1.5 .41 .9824 .3999 1.3823
1.0 .50 .9622 .4344 1.3966
.75 .58 .9471 .4456 1.3927
.50 .70 .9270 .5360 1.4630
.25 1.00 .8917 1.0000 1.8917
From Figure (7-8) it can be seen that the lift-drag
function remains relatively

2 constant up
^ to c/c = .58. Since
' max
the object is to make the span as small as possible this point
is taken. The wing planform becomes/
180
c = .58 c = 3.62 ft = 43.44 in
max
c = 5.43 ft = 65.16 in
r
b = 2.02 ft = 24.24 in
c = 3.90 ft = 46.80 in
AR = 0.74
5. Design Example (For Canard Planform)

From previous analysis and development, the following
parameters have been defined:
M = 3.0
2
S = 1.09 ft
c
(t/c) = 0.03
c
If the leading edge sweep is set 5 degrees behind the sonic
value and the taper ratio is set to zero, the following planform
table results.
= ?5 5
-
*LE
X =
AR b c c K
r *W(B) B (W)
2.5 1.63 1.34 .89 1.29 .52
2.0 1.48 1.47 .98 1.31 .55
1.5 1.28 1.70 1.14 1.35 .59
1.0 1.04 2.10 1.40 1.47 .76
.5 .74 2.94 1.96 1.51 .90
.25 .52 4.19 2.79 1.59 1 .02
181
-ll
- B'
c
8' o
•H
U
U
c
- V p
Cn
id
u
-9*
I
M
M-l
•H
X
id Cn
e c
10 •H
2
00
-e* I
-2* 3
•H
- I*
a
o> (0 in cn
noiidnhj Duya-uin
182
AR
% \ AR tan
*a 8
tan A
LE
C
Na
(k)
2.5 .0069 .0087 9.67 . 73
2.0 .0067 .0085 7.73 .73 2.7900
1.5 .0067 .0085 5.80 .73 3.6339
1.0 .0064 .0082 3.87 .73 2.5952

.5 .0061 .0079 1.93 .73 2.0880
.25 .0058 .0076 .97 .73 1.0124
AR c/c F F F
max l 2
2.0 .35 1.0000 .3628 1.3628
1.5 .41 1.000 .3844 1.3844
1.0 .50 .9647 .3901 1.3557
.5 .70 .9294 .4849 1.4143
.25 1.00 .8941 1.0000 1.8941
From Figure (7-9) it is seen that there is a minimum of
the lift-drag
r function at c/c = 0.5. The optimum
r canard is
max
then,
C = 0.5 c = 1.40 ft = 16.80 in

max
c = 2.09 ft = 25.08 in
r
b = 1.04 ft = 12.48 in
AR = 0.99
c = 2.01 ft = 24.12 in
183
a
o
•H
+J
O
c
3
*u
id
-p
•H
T3
5-1
C
u
CD
•H
NOiiDNnj Dyaa-uii
184
E. DESIGN EXAMPLE (REVISION OF ZERO LIFT-DRAG AND LIFT-CURVE
SLOPE)
Wing: c = 3.62 ft
c = .0014
(C ) = .0750
u
W
Canard: c = 1.4 ft
C- = .0016
(C ) = .0166
U
Q c
Body: (C ) = .2292
D
B
The complete missile C_ including the interference factor
of 1.25, is now 0.4010. From the previous calculation of the
baseline zero lift-drag coefficient, the drag has been reduced
by 14.6 percent.
From equation (6) in Chapter 6 the lift-curve slope is now
C.. = 25.17/rad
Na
Figure (7-10) is the missile design to this point
185
w
C
•H
s
3
e
•H
+j
•H
C
Oi
•H
to
a)
a
&i
•H
fa
186
VIII. PROPULSION REQUIREMENTS
The following discussion presents a method for preliminary
sizing of a solid rocket motor for a boost-sustain trajectory
of an air launched or a surface launched tactical missile. The
analysis consists of sizing the booster from incremental velo-
city considerations and sizing, the sustainer for the maximum
range required at the operational altitude. The method assumes
a constant acceleration boost and a constant altitude cruise.
A. BOOSTER INITIAL SIZING
Since the control system cannot respond properly while in
the boost phase of flight, it becomes important to make the boost
time as short as possible. The limiting factor for boost time
is the maximum axial acceleration the airframe and components
can withstand. This maximum acceleration is normally around
30 gs. The boost time then becomes,
% -
) *
vi
For constant acceleration,
V 2" V AV
1 B
b a a
The incremental velocity during boost, AV_. , can be derived

o
from the equations of motion.
187
/
Figure (8-1). Forces acting on the missile.
If during the boost phase the thrust, drag and launch angle are
considered constant, the axial acceleration of the missile is
constant and may be written as
m dV
jt= T - D - W sin y'L
T
dt
—
T-D
dV = g(— )dt
W
- g sin y
L
dt
If the launch velocity is V, and the velocity at the end of
boost is V_
V.
dV = g(-^-)dt - / g sin y (2
L
J'
The vehicle weight in equation (2) is a function of time. If the
propellant weight is given by W , and the propellant grain burn

IT
is linear with time, the missile weight can be expressed as,
188
W = W_ - W (-^J
L p t
b
where W = Launch weight.
Equation (2) then becomes,
t dt
AV = V - V = g(T - D) -3 sin Y L t b
B 2 1
Lb -W p t)
(W T t
Integrating the first term yields,
AV
B
=
g(T - D)t
w
}
£n
(
1 -
V fc
b - g sin y t
L b
Since the empty weight is given by
W_ = W x - W
E L p
The incremental velocity can be written as
g(T - D)t W
AV
B = W
p
^ WT
E
" g Sln Y L % (3)
A first estimate of propellant weight can be made if the drag is
assumed zero in equation (3) , and I = Tt.

sp "b/w
w.
AV_ = g I in 77- - g sin y T
B 3 sp W^
E
'Lb t*. (4)
In the above expression the specific impulse, I , is charac-
teristic of the propellant chosen and can be found from histori-
cal data, or a specific propellant value may be used.
189
W
L
Equation (4) can then be solved for ^— and the first esti-
W
E
mate of propellant weight, W , can be found as follows,
W
w
p
= W
L
(1
l
- —E
W_
;
Li
With the propellant weight and specific impulse known, the
total impulse and average thrust required for boost can be found.
I_ I W
T sp p
T =
r-
With the thrust known and an average value of drag assumed,

equation (3) can be iterated for an improved estimate of the pro-
pellant weight needed.
The final result is used to calculate the booster combustor
volume and length.
v w
b " p/p n
p p
where n = volumetric packing factor
B B/trD
' c
The combustor diameter is limited by the missile maximum
diameter and is a design choice. The propellant density, p ,
and volumetric packing factor, n , are determined from histori-
cal data or given for a specific propellant.
190
B. SUSTAINER INITIAL SIZING
The sustainer thrust required to maintain cruise is the
driving factor in the sustainer motor sizing. For initial sizing
purposes, a level, constant velocity cruise segment is assumed.
In this analysis the thrust required is equal to the aerodynamic
drag developed by the missile. The performance requirements
determine the maximum range, operating altitude, and velocity of
the missile. From these requirements the sustainer burn time,
t , can be determined.
s
. _ max B
s ~ VM
M
where S = distance traveled during boost.

B
Since sustainer thrust is equal to drag, T = D, the total
impulse required becomes,
The sustainer nozzle is sized for the operational altitude
of the missile. The thrust coefficient, C , , can be expressed as;

Fd
Y+l Y-l
2 po
C c A
Fd d V 7-T (
Y +1
}
pc
The constant, Cd, is the nozzle efficiency and has been
determined from historical data to be 0.96. The nozzle half
angle correction, A, is given by;
191
A = (1 + cos a)/2
where a is the nozzle half angle. A nominal value used in many
designs is 15 . Larger values of a give significant non-axial
flow components in the nozzle. Values less than 15 give large
nozzle lengths and therefore contribute to excessive missile
weights. The combustion chamber pressure is also a design choice
A lower usable value of P is 200 psia for sustainers and 500 psi
for boosters. The chamber pressure cannot exceed the maximum
expected operating pressure of the missile (MEOP)
The thrust of the sustainer can be expressed as a function
of the thrust coefficient, chamber pressure, P , and throat area,
A . The throat area required to deliver the required sustainer
thrust can be determined from
T = C , P At
s Fd c t
The nozzle area ratio is a function of the pressure ratio
P./P , where P_ is the ambient pressure if the nozzle expands
the flow fully.

Y+l
2
|2(y-D
* - -i j
*
fi + (1+1) m
M 1
M Y+1 L 2 e J
t e |
where P. r , . -i Y-l
, 1 + (-^) M.
c
192
From the previous equation the exit area can be determined.
From the throat and exit diameters, the nozzle length is found
by
D - D^
_ __e t
L
n 2 tan a
At this point in the design the nozzle exit area and length
should be checked to see if they exceed any specifications on
the missile; i.e., the nozzle exit area must be less than the
base area of the missile.
Finally, the delivered specific impulse is typical of the
propellant chosen for the sustainer. The propell'ant weight is
then,
(
Vs
r sp
The sustainer combustor volume and length are then determined
in the same manner as the booster. The equations concerning
the sustainer nozzle also apply to the booster nozzle with the
appropriate booster areas, pressures and thrust substituted*
C. ROCKET MOTOR CHAMBER PRESSURE
As indicated earlier the delivered thrust increases with
increasing chamber pressure, P ; however, the wall thickness
in the rocket motor depends upon the expected operating pressure
within the chamber. If the wall thickness is t inches, and the
yield stress of the casing material is a , it can be shown that

Y
the thickness required of the motor casing is given by,
193
P r
t =
max
(5)
where r is the chamber radius, and P is the maximum chamber

max
pressure, which is taken to be 1 . 2 P to allow for variations
within the propellant. From equation (5) the weight of the motor
casing can be determined if the casing is cylindrical and
t < < r
W = p V = 2irri tp
c c c c c
Substituting for t
2.4-irr I p P
= c c c
W (6)
c
The specific impulse of the rocket motor is given by
1/2
Y-l
V. P Y
I = -1 -i 2g (-M R T. l - (=2.) (7)
sp g„ gc *c y-1
j c
From equations (6) and (7), it can be seen that a compromise
must be made in selecting the chamber pressure; since increasing
P increases the specific impulse but also increases the casing
weight. An attempt must be made to find an optimum operating
pressure.
If the rocket motor weight consists of the nozzle, propellant
and casing,
WM = WXT + w_ + w_ (8
M N P C
194
and the total impulse, which is constant is given by,
I = Tt,
b
=1 sp W
p
The optimum chamber pressure can be found by minimizing the
weight and maximizing the impulse.
A WM A WM
dp
r
v
I' dp
r
V
I W
c c sp p
differentiating yields.
1 d ,_M. _ _M sp _
I dp W ; ~ W dp
sp c r c
p p (9)
I
,
1
sp
v
dp
-
d
c
,_M>
l
VL,
W
p
*
; ~
W
VJ
I
M
2~
d I
dp
*c
sp _ n
p sp
From equation (8)
wu w WXT
Ji =: J= + -N + 1 (10)
u
w w w * '
p p p
Substituting equation (10) into equation (9)
, dW W dW W„ dW W d I
1 C C p N p M sp _ q
" ~ "
W dp
W
T7 2 dp
^c TT 2
W dp W I dp
p
^ ^c ^c p
* sp c
p p *
195
Substituting equations (12) and (13) into equation (11)
Y-l
2.4p W W RT n p y
c P E
pa
p y
g
r c
I
sp
Q
A
p
rc
(12)
pc
r
Substituting for g I in the above equation yields
Y-l
(14)
2Y
p y
-i
(f)
pc
If a propellant and casing material are chosen, equation (14)
can be solved for the chamber pressures, p , which minimizes
W„/I . One interesting feature of equation (14) is that there

M ^
is a minimum yield strength to density ration -%- that will yield
p
c
a usable chamber pressure, furthermore this optimization yields
a very shallow minimum. Therefore, if the thrust or exit dia-
meter requires an increase in p the penalty paid in additional
casing weight will be small.
D. TYPICAL PROPELLANT
From the preceding discussion it can be seen that some know-
ledge of propellants to be used in the rocket motor is needed.
The thrust developed by a rocket motor depends directly upon the
pressure in the chamber.
T = C
p
AT P c
196
Since
PI
r sp
I
sp
dW I dl W„ dl
C + (w _J3£ SJO . M SJO m
}
dp
r c N _ 2 dp I dp
c I *c sp
r ^c
sp
From equation <8)
w + w„ = w„ - w
C N M p
Substituting for W + W„
c N
dW W dl
_£. E SP = o
u
dp
r I dp
c sp ^c
From equation (6)
dW 2.4iTr A p
c _
-
c c
(11)
dp a
*c y
Since
W = irr I p
P c p
dW 2.4ttp W
dp
C
p
C
a
^ (12)
K
c p y
from equation (3)
Y-l
dl RT
-3E
dp
=
r c c I sp
g p
2_ <-°)
v
P
p
T
(13)
^c ^c
197
Because of this relationship, high pressures are needed for the
boost phase, and relatively low pressure are needed for the sus-
tain phase of flight. The pressure developed in a rocket motor
chamber is a function of the burn rate and burn surface area of
the propellant. In order to provide more burn area for the boost
phase, the grain normally has an internal star perforation; while
a sustain motor is normally an end burning grain of solid cross-
section. The volumetric loading of a rocket motor is defined as
the ratio of the propellant volume to the rocket motor chamber
volume.
_ Grain volume
p Chamber volume
Due to erosive burning effects the volumetric loading of a booster
is normally limited to less than 0.9. For efficient packing
the ratio varies from 0.7 to 0.9. The volumetric loading of an
end burning sustainer engine is normally 1.0. The range of
propellant characteristics is shown in Table (8-1).
TABLE (8-1). Typical Propellant Properties [14,15].
Sustainer Booster
I (sec) 180-210 210-260

sp
3
p (lbm/in ) .059-. 062 .062-. 065
P
Y 1.24 - 1.27 1 .22 - 1.26
n 1.00 0.85
198
E. DESIGN EXAMPLE (BOOSTER)
From the previous analysis the launch speed is M = 1.5, and
the cruise speed is M = 3.0 at an altitude of 10,000 feet. The
boost incremental velocity is then,
AV = 1616.10 ft/sec
If the maximum acceleration during boost is a constant 30 gs
(assume sea level g ), the time of burn is,
ATT = 1616.10
, ft/sec
t = AV /a -
b B max 30(32.2 ft/sec

2
)
t, = 1.6 7 sec
From equation (4) with y Li

t
=
AV
«L B
1 rr- = -g -
n W_ I
E
* sp
Assume I = 250 sec from Table (I)

sp
W
I
n W
~L = 0.2008
E
WE
p L W_
Li
For = 794.83
W_
Li
W = 144.57 £bm
P
199
The thrust provided is
(T),
b
= -2£
t
I
—W E. = 21,642 £b-
f
b
Since the missile flies essentially at zero angle of
attack during boost, the drag at the end of boost is,
D " (C « S ref
D '
D = 2006 Jib-
Therefore if an average drag of 1000 lbs is assumed, equation (3)
can be used to find a new W./W^

Jj ti
WT AV„ W
I± - B p
n W
E
g(T - D)^
W
L =
-^ .2270
W
E
W = 161.40 lb
p m
This gives a thrust of 24,162 lbs. One more iteration of
equation (4) gives,
W = 159-46 £&
p m
(T) = 23,872 Jib,

s f
200
Continued iteration of equation (4) does not change the pro-
pellant weight.
3
From Table (I);
mAn
p = .062 lb
p
n = .85
P
The booster volume then becomes
3
V D = 3025.81 in
a
Allowing one-half inch for structure, the booster length becomes.
4 V
B
L_ = 5- = 42.69 inches
ttD
c
F. DESIGN EXAMPLE (SUSTAINER)
The maximum range of the missile was determined to be 35 nmiles
Rmax = 212,800 ft
The distance traveled during boost is
s„ = v M
B Mb t,
-
V + V
l 2
V = -=-* = 2424.15 ft/sec
SD = 4048.33 ft
Therefore, at a cruise Mach number of 3.0, the sustainer time
of burn is
t = 64.59 sec.
s
201
The cruise drag consists of zero-lift drag and induced drag
The lift coefficient of the missile minus the booster is;
=
w
c.
'L q S
ref
CT = 0.1270
From Chapter 6
2
Ctv = C„ -(- CT /C..
& D- L Na
C = .4016
D
The cruise drag then becomes
D = 2009 £b
f
The total impulse required is then;
(I m ) = Dt = 129,761 £b £ - sec
T s s f
From Table (I) the specific impulse is 210 sec; therefore,
the weight of propellant needed for cruise is
(W ) =
(
Vs
./
s
= 618 £b
p
e s I m
sp
The volume required is
3
V = 9967.7 in
s
202
The sustainer length becomes,
4V
L = 1 = 140.62 inches
S ~ *
ttD
c
The total rocket motor length

3 is, L_„;
RM
L L + L
RM = B S
L„ M = 183.31 in
RM
The rocket motor alone exeeds the total length of the base-
line missile. This will lead to large length to diameter ratios
for the entire missile; therefore, the rocket motor length must
be decreased. That is the subject of the next section.
G. REDUCING ROCKET MOTOR LENGTH
If the rocket motor length of the last section leads to
excessive length to diameter ratios for the missile, the motor
length must be decreased. This may be accomplished in one of
two ways: (1) If the mission profile has a long cruise segment,
the cruise altitude may be increased thereby decreasing the drag
and the total impulse required. (2) If the cruise altitude
cannot be varied, the missile diameter must be resized for pro-
pulsion considerations. In this design example option (2) will
be selected.
The missile length can be expressed as
L - L + L + L + L + L (15)
n G c WH RM
203
L = Nose length
L = Guidance section length
L = Control section length

3
c
L T , TT = Warhead section length
3
WH
I»«« = Rocket motor length
3
RM
The nose and warhead sections have been previously defined.
Since the propellant weight for the range requirement is known,
the diameter necessary can be determined if a maximum missile
length is specified. The drag will increase slightly due to the
increased diameter but the total impulse, and therefore the pro-
pellant weight, will change only slightly.
The rocket motor length can be expressed in terms of the
diameter by
4W
L = E
RM n
ttD
2
p
P
Equation (15) then becomes
(L) = L n + L G + L c + L WH + — 4Wp
P
TTD
The guidance and the control sections are each normally about
10 percent of the missile length.
L L T7H 4W
(L) = (— )D + .11* + .1L + (-g±i) D + — 2-j
D p ttD
L L 4W
_£
D
WH
D
D
,
J
- .8LD
9
+ —
P
2_
TT
= o (16)
P
204
As mentioned in Chapter 2 the missile is normally designed for
an existing launcher. This launcher will have a maximum length
that it can accomodate, L . If this value is substituted into

max
equation (16), the required diameter can be found.
1. Design Example (Resizing for Propulsion)
From previous analysis; L /D = 2.2 3

n
W D - 2 - 50
The propellant weight from before was, W = 777.46 lbs. If
the maximum length of the missile is taken as 210 inches, equa-
tion (16) becomes,
3 2
4.73D - 168D + 15,467.08 = 0.0
The required diameter is then,
(D) = 11.75 inches

req
Allowing 0.25 in for structure, the missile diameter becomes
12 inches. From the equations for the rocket motor lengths,
L, = 26.62 in
L = 90.47 in
s
L^M = 117.09 in
RM
H. DESIGN EXAMPLE (CHAMBER PRESSURE)
From equation (14), the strength to density ratio can be
solved for in terms of p .

^c
205
1-Y
a P Y
_ JlL 2) -1 ,2.4,
(
(y-i) P
mm P
If the minimum usable chamber pressure is P = 500 psi, and
using the propellant previously selected.
Y = 1.24
p = .062
P
P = io.il
the minimum strength to density required can be found
a
= 225,542.87 in
min
Inconnel 718 is a common metal used in combustion chambers
and has the following properties [4]:
a = 180,000 psi
P_ = .2662 b /in'
m
y _ 676,183 > (-£)

p
c
min
The qptimum chamber pressure is then froit equation (14)
p = 1132.55 psi
The rocket motor chamber wall thickness is given by equation (5)
as
206
p r
t =
t = 0.05 inches
The wall weight is given by equation (2)
W = 2tt r£„„tp
c RM c
W = 59.5 lb
c m
I. DESIGN EXAMPLE (SIZING THE NOZZLE)
For initial analysis it is assumed that the flow is fully
expanded, in a nozzle with a half angle of 15 degrees. With
the chamber pressure of 1132.55 psi the thrust coefficient at
altitude is
Y+l Y-l
2 y_1 P Y
2y 2
C_
F
= C,A\/
d V
£t-
y-1
(_£_)
Y+l
1 - (—
d
C = 2.3023
The throat area and diameter then become
A. = =^- p = 9.1552 in 2
t C„ ^c
d = 3.4142 in
207
From isentropic tables for P n /p = .0089
gi= (\) = .3342
The exit diameter becomes,
d = 10.22 in
e
The nozzle length for a 15 degree half angle is,
I = 12.70 in
n
The nozzle is shown in Figure (8-2). Figure (8-3) is the design
with resized diameter and length for propulsion and the optimum
wings determined in Chapter 7.
J. TAIL SIZING
As mentioned in Chapter 7 the tail (canard) sizing is accom-
plished for zero static stability at launch. Now that the missile
length has been fixed, the canard can be sized. Figure (8-3)
is a drawing of the design to this point. The total lifting sur-
face required is
2
S TT +
W
S
c
=6.57 ft
" * = S /S (16)
c w
From equation (5) in Chapter 7, for C„ =

Ma
208
c
•H
u
+»
1
o
<a
N
N
z
CM
I
CO
u
p
•H
fa
209
n
CN
in
CN
c
H
w
<U
<H
H
W
W
•H
s
; O
I
00 00
CM
c
•H U
oo
O o •H
fa
ID
00
00
C
•H
4J
(T3
0}
210
s
= (P ) + (C X 5-2L
) (K-. + Kn )
Na „ 7
W
W S ref-
Na „ T7 W,_» B ,.7 v
N (B) (W)
(17)
S.
+ X (K + K
(C
Na )
C
C S S^
ref
C
(B)
B
(C)
}
Equations (16) and (17) above can be solved for S T7 and k

w
2
S = 4.70 ft
w
k = 0.40
Therefore, S =1.87
c
If the same aspect ratio as found in Chapter 7 is used, the wing
and canard planforms become,
Wing:
3 b
w
=1.86 ft Canard: b =1.36 ft
c
(c ) = 5.05 ft (c ) = 2.75 ft
r r
w c
(c) = 3.60 ft (c) = 2.63 ft
w c
211
IX. NONLINEAR AERODYNAMICS AND AEROl
As mentioned in Chpater 5 the analysis thus far has been for
one speed and small angles of attack. The aerodynamics change
dramatically from subsonic to supersonic flow and with increasing
angle of attack. This chapter presents the methods used primarily
by USAF Stability and Control DATCOM and covers all configura-
tions and flight speeds. As will be shown, the method becomes
very involved and therefore lends itself to programming on a
digital computer.
The lifting characteristics of both wings and bodies become
nonlinear as the missile angle of attack increases above 10 .
Up to this point in the thesis development only the linear
contribution has been considered. For large angles of attack,
the nonlinear term, which is due to flow separation, must be
considered. The relative effect of these terms on the normal
force and pitching moment coefficients is shown in Figure (9-1)
A. VISCOUS CROSS-FLOW
As can be seen in Figure (9-1) , at large angles of attack
the forces acting are primarily nonlinear. The nonlinear term
is normally described through the use of the viscous cross-flow
coefficient, C,
d
c
f
C,
d
= —
q
M
^— S
S
P
^
= planform area,
c n p
212
— Sienaer -r.oa/ poiei i ul tnei <
i
IV -'CiOtfi
»ISC Dos
-DOd/
cross '
p lei tiul
iv " c r
S'-S
,
Figure (9-1) . Relative contributions of linear and nonlinear

terms [19 ]
For an infinitely long circular cylinder, the viscous

cross-
flow force per unit length is
= 2r C (1)
f ,
d qn
v c
The viscous cross-flow coefficient is

determined experimentally
number.
and is a function of normal Mach number and Reynolds
a function
Figure (9-2) gives the cross-flow drag coefficient as
of cross-flow Mach number.
213
00
*4-l
IM
Q)
Cn
(6
U
•a
rH
M-l
I
cn
en
O
u
U
U
3
o
U
214
M = M w sin a
n M
R = R sin a
e e
n
V = VM sin a
n M
Since in real flow there is spillage around the ends of a finite
length cylinder, the drag is less than that for an infinite, 2-D
cylinder. The cross-flow drag proportionality constant, n, is
the ratio of the drag coefficient of a finite cylinder to the
drag coefficient of an infinite cylinder.
C
d
c
n = )°
(c,
d
C 2-D
The proportionality constant is also determined experimentally
and is given in Figure (9-3) . Notice that the cross-flow drag
proportionality constant approaches one as the length to dia-
meter ratio becomes large, or the 2-D situation is approached.
The viscous cross-flow force per unit length for a finite
cylinder then becomes

2
pv
2rnc
f
v - d
c
-r- (2)
Since
2 2
pV pV
— n
7T- = — .2 a = q sin
Mz— sin .2 a
equation (2) becomes,
2
f = 2nC, q r sin a
v d ^
c
215
o
o
1
p
C
1 03
1 4J
03
C
o
u
>1
+J
•H
1
H
(d
a
1 o
•H
U
<
Of
H
I
CO a
o
a.
&
to
>-
Q
1 O
o
•H
1
M-<
I
W
W
I O
M
U
\
v
^ \
I
M
S
H
CD CO fa
216
The viscous contribution to the normal force acting on the cylinder
then becomes
2
2nC sin a ~l
F d
c
(c
n'
y
;
^t—
^ ref
- s
ref
: /
JQ
rdx
For a uniform cylinder,
s
P 2
(C ) = n C , = sin a
N TT d S -
V c ref
If this force is added to the term predicted by slender body
potential theory, the total normal force acting on the body can
be found. Reference [19] gives this total force as;
b 2 a d
sin a cos = + n C„
2
i~
N_S ref
\
(CL T )
B
=
£
.
2
,
d
c
=
S
K
ref^
.
sin a
Similar terms can be developed for the wing and tail since
they also exhibit nonlinear behavior at high angles of attack.
Care must be taken to separate the lift of Chapter 5 into the
lift acting on the wing panel and the additional lift on the body
before the cross-flow term is applied. The nonlinear cross-flow
component of wing lift is caused by flow separation and the for-
mation of vortices on the upper surface of the wing. This
viscous term is given by, C

N
W(V)
2
C„ = C^, sin a
NT7 ,„. d S -
W(V) n ref
Where C, is the cross-flow drag coefficient for a flat plate and

n
is given in Figure (9-4) .
217
B. TOTAL MISSILE LIFT
The remainder of this chapter is a summary of references [17]
and [18]. With the addition of the force due to viscous cross-
flow, the total lift on the body becomes
C__ = (C M ) + CM + C„ + C„
N N N N N
B B B(W) B(T)-a B(T)-6
where,
(C\J = linear and nonlinear lift force on the body
N
B
C . = additional lift on the body due to the wing
N
B(W)
C = additional lift on the body due to the tail
N
B(T)-a
(due to angle of attack)
C = additional lift on the body due to the tail

N
B(T)-5
(due to control deflection)
The additional lift on the body in the presence of the wing and
tail can be found as described in Chapter 6
The wing lift is now composed of a linear and a nonlinear
component and becomes
N N N
W W(B) W(V)
s s
C
NM "
W Vb) <C
W b S-^T
W ref
Sina + C
d
n
Sin °
S^-
ref
The tail lift is found in a similar manner only with the
additional term for any control surface deflection, 6.
C = C + C + C
N N N N
T T(B)-a T(B)-6 T (V)
218
00
o
+J
o Id
a
u
o
c
<u
4J
ia
H
a
to
H
CO M-l
X
u
M-l
-U
c
<D
•H
u
•H
»W
(1)
o
o
o u
o o
o •H
T3
U
219
Notice that the linear terms in the above equations are multiplied
by sina instead of a as in Chapter 6. The linear theory from
which the Chapter 6 equations were derived assumes small angles
of attack and therefore sina=:a . This is not true at higher
angles of attack and is therefore included here.
The total normal force then becomes , C„

N
C=C
N N
+ C
N
+C N +C L.
B w T
The last term, C T , is the lift- loss due to downwash and is given
J_i •
1
by
^V w T [\ (B)
^- k
w (B) ^]i (»-r) T S
w
i 2tt AR_ (f - r ) S .
T w w ref
where,
i = interference factor
f = votex location
w
the above terms are found by the methods of reference [13].
C. DRAG CHARACTERISTICS OF A MISSILE
The total drag acting on a missile is the sum of the zero-
lift drag and the induced drag (due to angle of attack and/or
control surface deflection) . The zero lift drag of bodies and
wings is highly dependent on the missile speed.
Three speed regimes are normally considered.
220
Subsonic < Mw < .8
M
Transonic .8 < M <
- 1.2
- M
Supersonic—; — * M > 1.2
Because of the empirical nature of the formulas for zero-lift
drag, the procedures followed are essentially those of DATCOM [16]
1. Zero Lift Drag
a. Subsonic
At subsonic speeds the zero-lift drag consists of
skin friction (incompressible) and pressure drag. The pressure
drag at subsonic speeds is usually small compared to the drag
due to skin friction. The entire zero-lift drag of a missile
at subsonic speeds is given by;
C = C + C + C
D D D
°0B 0W 0T
Where the components are the body, wing and tail contributions
(1) Body drag , C . The body zero-lift drag is

OB
given by;
= 1.02 : 1 + -A7I + -4 + c
D
0B
f
;
Bl f
V2 f
3 S
ref
4=
A T3
B
where C is found by the methods of Chapter 5.

A
B
The first term is the skin friction contribution and the
next two terms are the pressure contributions. f is the body
fineness ratio and is given by;
221
(2) Wing drag , C . The wing zero-lift drag is
OW
given by
4 Wet w
C = C 1 + 2(-) + 100 (-)
c c
OW w ref
(S rT
.) is the entire wetted area of the wings. The thickness
Wet Ty
W
to chord ratio is given by (t/c)
(3) Tail drag , C . The tail zero-lift drag is

D
0T
given by,
Wet
C " Cf 1 + 2(-) + 100 (-)
D c c
0T T 'ref
The above analysis assumes fully turbulent flow along all sur-
faces. C_ , C_ and C- are the local average skin friction

t
B If T
coefficients based on the local Reynolds number, R .
The reference lengths are the body length and
wing/tail mean aerodynamic chords. The skin friction coefficient
is then given by
- 4.55
c
f 2.58
(log R )
1Q
b. Transonic
The total transonic zero-lift drag is composed of
skin-friction drag, transonic wave drag, pressure drag and
base pressure drag. The compressible skin friction drag is
found by using a correction factor on the incompressible co-
efficient, C- , found for subsonic flow. The compressibility

B
222
correction is found by the methods of Chapter 6. The skin
friction drag then becomes
C
D
U
fB
= 1 02 C
'
f
r
c
(
—
W S
ref
B
"
The subsonic pressure drag is the same as before
Wet '
= 1.02 C
1.5 7 B
C
D 71 ?j
PB
f
^B L? ref
The above equation applies for Mach numbers in the range of
.8 to 1.0. The pressure drag then decreases linearly to zero
at a Mach number of 1.2. The transonic wave drag C is deter-

rB
mined using Figure (9-5) , which is a function of nose fineness
rati ° L
N/D-
The total transonic zero-lift drag of the body then becomes
S
c
D
= c
D
+ c
D PB
+ c —N— +
S
- c
A
0B f °VB ref B
where S„ is the cross sectional area at the nose-body junction.
The total transonic zero-lift drag of the aerodynamic surfaces
is composed of the skin friction drag and a drag increment,
AC , which is the transonic wave drag.
Experimental results show little increase in the viscous
drag of aerodynamic surfaces from the subsonic to the transonic
regimes; therefore the skin friction and pressure drag is the
same as for subsonic flow and is given by
223
4 S
c = c 1 + 2(-)
t
+ 100 (-)
t Wet
D f c c
0W w ref
The wave drag of the aerodynamic surfaces if found from
Figure (9-6) and is a function of — AR and M. For swept wings
the Mach number used in Figure (9-6) is given by,
1//2
M» = M [cos A c/4]
The transonic wave drag increment is then given by
2.5 S
AC = AC '
[cos A c/4]
D D S
0W 0W ref
where is obtained from Figure (9-6)

AC . The tail zero-lift
D
0W
drag is found in the same manner as the wing. The total zero-lift
drag (transonic) is then given by;
D D D D D D
0B 0W 0W 0T 0T
c. Supersonic
The supersonic zero-lift drag of a missile is deter-
mined empirically by assuming a parabolic variation of C with

Mach number between 1.2 and 3.0. The resulting equation is for
the entire missile and is given by
C = C - 1.7209 (C
U
" - C •) + 1.5708 (C " - CM /m
224
1.4
1.2
1.0
0.8
0.6
0.4
\ M-l. !
0.2
\ M- |.
^M=0.8
0.0
N/D
Figure (9-5) . Transonic wave drag for ogival and blunted

conical forebodies [18].
225
1
1 u
z
o
«•>
Q£
UJ
a.
00
o
co
4J
1 a
a
CO
c
<=>
1
O v n
\
\p
\\
O
s-
3
>-l
< j
o u
o
•H
c
o
CO
c
CO
o f
U
Z E-"
s
CO
M
a
en
•H
o
a
u
226
o
00
o
oo
rd
U
•H
U
<D
a
CO
•H
e
o
u
+»
o Q
u-j
UJ
\
o
en
o
•H
>
5-1
o
u
o
o •H
•P
0)
u
o o
oo *"1
d •H
o En
227
where
U U
M = 1.2
U U
M = 3.0
C '
is determined by using the methods for transonic flow.
The magnitude of the supersonic wave drag is highly
dependent upon the nose shape. For this reason two methods
"
are used to determine C
Method I ; This method is for blunted ogives, pointed ogives and
blunted cones. In this method
F°r L
N/D < ' 5
% ' C d'
q
For L. T/n > 8.0 C " = (C_ ) + AC_

7 " D
o M = ow
M . o
+ AC + C
D
0T
A
B
The above values are determined from the methods of transonic
flow.
For L.. ,_ = .5 to 8.0

N/D
C " = K, C '
D x D
o
K, in the above equation is derived empirically and is given in
Figure (9-7)
Method II : This method is for pointed conical noses. In this
method C " is determined by
228
C " = (C_ ) + AC_ + AC_ + (C_ ) + C
D ° D D
M =.8 0W °T ™„=3 ^
The first three terms in the above equation are found by transonic
flow methods. The forebody wave drag, C , for M = 3.0 is found

W
using Figure (9-8). The nose semi-vertex angle, , is the same
as a in Chapter 6. In all flow regimes the base pressure drag
is found as in Chapter 6
2. Induced Drag
The induced drag due to angle of attack depends upon the
flight regime the missile is in. For M < .85 and AR > 3.0 the
induced drag is,
2
< c
l'
C
D . TrARe
where e is the Oswald efficiency factor =. 0.7.
The tactical missile normally has an aspect ratio of less than
3.0. For all flight speeds with AR < 3.0 the induced drag is
C„ = C T tan a
D. L
l
The component induced drag coefficients are found in the same
manner as above using component lift coefficients.
3. Total Drag
From the zero-lift drag and induced drag the missile
total drag becomes,
D D D.
Q
229
o
o
CO
0)
n
o
c
(0
o
O -H
c
o
u
n3
<D
+J
c
•H
o
a
o o
CP
o (T3
M
fi
1
OS CD
UJ >
CO o
2 5
Z
X
u
<
3E 00
I
u
3
230
D. PITCHING MOMENT CHARACTERISTICS
The pitching moment of a missile is equal to the sum of
the pitching moments due to lift and drag forces acting on the
body, wings and tails. If only small angles of attack are of
interest, the pitching moment is due primarily to the lift
forces. The methods presented here are for all angles of attack.
1. Body
The body alone pitching moment about its center of gravity
is given from slender body theory and viscous cross- flow theory
as
V S (L - S - x
.2~
B - B *cg' .2 a cG d»
sin a cos * + n C (7T-E-) ( -£)sin li
"M 2 d S
B ref ref c ref 'ref
S = Planform area
x = Centroid of planform area
V B = Body volume
S " Base area
B
With C given the center of pressure of the body becomes

MB
x M
- cG B
(x )
c 'ref
P B ref 'N
B
2 . Wing (Fixed Surface)
The center of pressure location for the wing must be
found before the pitching moment can be specified. The
center of pressure of the various lift components are found
by the method of Pitts, Nielsen and Faatiari [13]. The lift
231
components are the same as in the lift section. The center
of pressure of the lift on the wing in the presence of the
body, (x)__ , is found from Figure (9-10) if the flow is

W
(B)
subsonic and Figure (9-11) if the flow is supersonic.
The center of pressure of the additional lift on the body
in the presence of the wing, (x) , is found using Figure

B
(W)
(9-12) if the flow is subsonic. If the flow is supersonic
the center of pressure is found from Figure (9-13) or Figure
(9-14) depending on the parameters;
3AR(1 + X) (1 + -i)
mp
X = taper ratio
m = co + A
If the center of pressure reference is moved to the nose, the
following expressions result.
(x ) = t-T^)'- (C ) + x
* W._.
cp "c , r'
W
T7 w
(B) r W, ,
X
(x
cp B
)
,„%
= (—
.
*C._' -
) (C ) + x
(W)
'
r B ' w
(W)
cp
B(W)
AC
D
W-a
CP W(B)
232
>
u
o
a;
CO
w
<u
n
w
m 0)
2 w
D
Z .Q
PC C
u (T5
<D
en
I
en
U
a
•H
CQ
233
0.6
NO MID CHORD SWEEP
CO
0.4
u "- A -0.0
OS A -0.5
O
CO
/S^~
S^ A -1.0
0.2 /
0.0
1
0.8
NOTRAILINC ;edge sweep
0.6
„ A -0.0
CO
'
en
o 0.4
A = 0.5
CD
<* u
A- 1.0
0.2
0.0
2 4 6
EFFECTIVE ASPECT RATIO, £AR
Figure (9-10) Wing center of pressure

(subsonic) [18]
234
0.6
NO MID Q ORD SWEEP
A -0.0^^?
co 0.4
Hu- ///
O
/T-A-0.5
cn? 0.2
/a- 1.0
0.0
0.8
1
NO TRAILIN*SEDGE SWEEP
A -0.0
A -0.5
0.6
A- 1.0
CD
l*|u~
0.4
o
03
I*
0.2
0.0
2 4 6
EFFECTIVE ASPECT RATIO, 0AR
Figure (9-11) Wing center of pressure

(supersonic) [18].
235
0.4
A = 0.0 r/b = 0.6
r/b - 0.4
0.3 r/b = 0.2

GO
r/b - 0.0
Mo"
0.2
cc
O
3
CD
0.1
0.0
0.4
\ =0.5
CO 0.3 r/b - 0.6

r/b - 0.2
I-
I
r/b - 0.0
0.2
o
*
co
Mu 0.1
0.0
0.4
A- 1.0
CO 0.3
s
on
O 0.2
CO
0.0
/
2 4 6
EFFECTIVE ASPECT RATIO, /3AR
Figure (9-12) . Body center of pressure [18]
236
0.6
s\
A -0.0
r/b - 0.6
0.5
r/b-0.4
"^ __ r/b -0.2
0.4
o
u
0.3 \._ r/b -0.0
CO
0.2
0.1
0.0
0.4 - 0.6
r/l>
A -0.5
r/b - 0.4
r/b - 0.2
CO 02
Ik r/b - 0.0
'
as
0.2
O
*
CD
Mu: 0.1
0.0
0.3
A -1.0
GQ
i« 0.2
O
CO 0.1
lu
0.0
2 4 6
EFFECTIVE ASPECT RATIO, 0AR
Figure (9-13). Body center of pressure [18].
237
1.6
V
Ix U
CD \2
A -0.0
1/
. r b -0.6
^^**
^^ r/b -0.4
r/b - 0.2
en
O 0.8
CO
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EFFECTIVE ASPECT RATIO, /MR
Figure (9-14) . Body center of pressure [18]
238
From the above figure the entire pitching moment about
the nose of the missile due to the forces acting on the wing is,
CM = [
L ^L
(C_ + C_
L
+ C T )cosa + AC'
L D"
sina] (
^l
'"w W(B) W(V) i W-a ref
(x )
c
+ cosa] B(W)
EC. ( - )
^BCW) ref
The viscous lift, C and lift-loss due to downwash,

L
W(V)
C , are not shown in the figure but are the same forces as
Li
1
found in the lift section. These forces are assumed to be
acting through the center of pressure, (x )

cp
W(B)
An average center of pressure of the wing due to all forces
acting on it can now be found as
ref
.
, _ ^^
CP „ Tel + CT ) cosa + AC sina
w LT , L. u
Dtt
W 1 W-a
where
C = C + C + C
L L L L
W W(B) B(W) W(V)
3. Tail (Control Surface)
The tail pitching moment about the nose of the missile
is found in the same way except now a control surface deflec-
tion must be included. The equations now become
239
' = [ (C_ + Cl + C )cosa + C
M L
T(B) T
L
T(B)-5
T , x
l
(V)
(x )
CP T(B)
(AC_ + AC_ )sina] (
D D L
T-a T-5 ref
(x )
cp
B(T) \
+ [c_ cosa + C ] (
ij
H3(T) B(T)-6 ref
C L -
M ref
f x ) a i
cp \_ (C T + C_ )cosa + C T + (AC_ + AC_ ) sina
* "m
T-a
Li -i-<m
T-5r
D—.
T-a
D r
'T-6
where,
C = C + C + C
L L L L
T-a T(B) B(T) T(V)
c = c + c
L L L
T-6 T(B)-<5 B(T)-S
The wing and tail pitching moments above were found about
the nose of the missile. Transferring the pitching moments

about the center of gravity the complete missile pitching
moment becomes
x _ - (x )
CG cp cG cp
= C
W
C + C + c
M MB MW < x ™
cp
}
w
M. (x
cp
)
E. AER01 DESCRIPTION
It can be seen from the preceding description of the aero-
dynamics of a missile, that the process of obtaining a complete
240
description of the aerodynamic coefficients becomes an involved
task. This was the justification for initially using linear
aerodynamics. To complete an analysis a fast method of pre-
dicting the static aerodynamic characteristics is needed.
The method needs to include both linear and nonlinear contri-
butions as well as interference factors and must be applicable
to all speed regimes. This analysis lends itself to program-
ming on a digital computer. AER01 is a modification of the
program AEROCF which was developed at the Naval Air Development
Center by Mr. F.A. Kuster, Jr. [17] . The program is essentially
as written except for calculation of planform areas and centroids.
The program was also modified for use on the Naval Postgraduate
School CP/CMS system.
AER01 consists of a main program and three subroutines. The
inputs to the program are the geometric characteristics of the
missile, the flight conditions, engine and inlet type and the
protuberance drag. The output consists of the aerodynamic co-
efficients for lift, drag and moment. The component contribution
to these coefficients are also given. The component and overall
center of pressure are also determined.
Subroutine GEOSUB ; This subroutine calculates the missile
wetted area and the Reynolds number per foot based on the flight
altitude
Subroutine CLASUB ; This subroutine calculates the aerodynamic
surface lift-curve slopes.
241
Subroutine CATSUB ; This subroutine calculates center of
pressure locations, cross-flow drag coefficients, and interference
factors
Main Program ; The main program assumes the control surface
is the tail. This is regardless of the method of control (Wing,
Tail, Canard). Because of this, care must be taken to input the
right data for the tail. For instance, if the missile is a wing
control missile, the wing data is input as the tail and the
tail data as the wing. Figure (9-15) and Table (9-1) give a
complete listing of the input data. Table (9-II) is a list of
the output data. Appendix A is a listing of the program as modi-
fied for use on the Naval Postgraduate School IBM 360 computer.
1. Verification of AEROl
Before using the program an attempt was made to verify
its prediction techniques and find any pitfalls in its use. To
accomplish this the program was run for various configurations
for which experimental data were available, and the results were
compared. The comparisons are shown in Figures (9-16) to (9-25)
from references [19] - [22] which are NASA technical notes and
memoranda which report results of wind tunnel tests for various
body-wing-tail combinations. In Figures (9-16) to (9-25) the
solid lines are AEROl predictions.
a. NASA TN D-6996
This technical note presents a method of predicting
aerodynamic characteristics for bodies alone at angles of attack
from to 180 degrees. Several nose-body combinations are given.
242
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TABLE (9-1)
Input Data
Variable Name Format Meaning

ICSC 12 Type of control (wing,
tail, canard)
INOSE 12 Nose shape (ellipsoidal,

cone, ogive)
IDT 12 Number of control surface

deflections
4 IM 12 Numer of Mach numbers
5 IAL 12 Number of angles of attack

6 NBODY 12 Number of configurations
7 ISWPW 12 Wing shape (delta, nondelta)
8 IAFBW 12 Missile body after wing
9 IWEPW 12 Leading edge sweep indicator
10 NWING 12 Number of wings
11 ISWPT 12 Tail shape (delta, nondelta)
12 IAFBT 12 Missile body after tail
13 ISWEPT 12 Leading edge sweep indicator
14 NTAIL 12 Number of tails
15 XLAMW F10. Wing taper ratio
16 CLAMW F10. Wing leading edge sweep

17 BW F10. Wing span
18 CROOTW F10.5 Wing root chard
19 SW F10. 5 Wing exposed area
20 XMACW F10. Wing mean geometric chord
21 XWING F10. 5 Distance to wing leading

edge
244
Variable Name Format Meaning
22 TOVCW F10.5 Wing thickness to chord ratio
23 XLAMT F10. Tail taper ratio
24 CLAMT F10. 5 Tail leading edge sweep

25 BT F10. 5 Tail span
26 CROOTT F10. 5 Tail root chord

27 ST F10. 5 Tail exposed area
28 XMACT F10.5 Tail mean geometric chord
29 XTAIL F10. 5 Distance to tail leading

edge
30 TOVCT F10. Tail thickness to chord ratio
31 HT F10. Altitude
32 D F10. 5 body diameter
33 XL F10. Body length
34 XLNOSE F10.5 Nose length
35 XCG F10.5 Center of gravity location
36 AREA F10. 5 Reference area

37 XREF F10.5 Reference length
38 ENGINE F10.5 Engine code
39 INLET F10. 5 Inlet code
40 BETA F10. Boattail angle
41 DBASE F10. 5 Base diameter
42 DJET F10. Nozzle exit diameter
43 XLABOD F10.5 Boattail length
44 CDPROT F10. 5 Proturberance drag

coefficient
245
TABLE (9-II)
Output Data
Variable Name Meaning

AL Angle of attack
CLTOT Total coefficient of lift
CDTOT Total coefficient of drag
CLWP Wing panel coefficient of lift
CLBW Additional lift on body due to

wing coefficient
CLTP Tail panel coefficient of lift
CLBT Additional lift on body due to

tail coefficient
CLB Body alone lift coefficient
CDI Induced drag coefficient
CNWP Wing panel normal force coefficient
CNTP Tail panel normal force coefficient
CLTD Coefficient of lift due to tail

deflection
CDTD Coefficient of drag due to tail

deflection
CN Total normal force coefficient
CA Total axial force coefficient
XCPW Wing center of pressure
XCPT Tail center of pressure
XCP Total missile center of pressure
CM Total pitching moment about center

of gravity
246
Figures (9-16) to (9-18) compare the coefficients predicted by
AEROl with those obtained for body number 9 in the NASA report.
The normal force coefficient is predicted well throughout the
range. The moment and axial force trends are predicted by the
program but large errors exist throughout the range of angles
of attack.
b. NASA TM X-236 7
This technical memorandum investigates the aero-
dynamic characteristics of various cruciform body-wing combina-
tions. The coefficients for this configuration agree very well
with experimental values up to 10 degrees angle of attack. Beyond
this value the lift and moment coefficients predicted by AEROl
exceed the experimental values by as much as 10 percent. Al-
though the exact cause of this error was not investigated, it may
be partially explained by the nose shape of the body. The nose
is a combination ogive and cone. For purposes of AEROl it was
assumed an ogive. The greater presented area of the ogive would
contribute to a higher C and C through the cross- flow terms in
these coefficients. Figures (9-19) through (9-21) compare the
predicted with the experimentally determined coefficients for
the wing-tail configuration of this reference at M = .9.
c. NASA TM X-2780 and NASA TM X-2289
These technical memoranda investigate the aerodynamics
of a delta wing missile using tail control and a tail-less cruci-
form missile. As shown in Figures (9-22) to (9-25) there is
excellent agreement between the experimental values of the aero-
dynamic coefficients and those predicted by AEROl.
247
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F. COMPONENT WEIGHTS
As with the gross weight, the component weights can be
determined through the use of parametric regression equations.
If the dimensions of the components are known, the following
formulas can be used to determine the component weights [7].
Aero Surface Weight
The weight of one wing panel is given by,
)1-02 56
W 6 77483 (E (AR (1)
AS -
-
AS AS>'
2
E Exposed are of one panel, ft
AR_ C Aspect ratio of one panel
Body Structure Weight
)- 64 1 - 77
W BS - -0604 (L (Dgg) (2)
BS
L Length of body to be covered by

85
structure. This does not include
the rocket motor unless a separate
structure surrounds the motor
casing. (inches)
Diameter of body structure
D
BS
(inches)
Internal Systems Weight
(W )-
74 1 - 00 )- 42
W = .00485
G
CLjgJ (D
IS
(3
W^ Gross weight of the missile

G
258
L_ q Length of subsystem (inches)
D_ q Diameter of missile (inches)
In the above equation, the internal system includes guidance,
avionics and control.
1. Design Example (Component Sizing)
If the guidance and the control sections are kept at
10 percent of the total length, and the remaining components
are as sized previously, the design is as shown in Figure (9-27)
Since these components are considered internal systems, their
weights can be determined from equation (3).
79 42
W = .00485 (1809)* ( . 1L) (12. 5)*
cont
.
W
cont
= W
guid
,=83. 64 lb
The wing and canard weights are found using equation (1) and
Figure (9-26)
AR
AS 'AS
b' = b/2
Figure (9-26) . Aero surface weight
259
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260
The wing weight is four times the weight of one panel.
Wr7 = 4 3.42 lb
W
Similarly the canard weight is
W = 9.8 8 lb
c
If the entire body is covered by structure, the body structure
weight becomes
64 1 * 77
W . = .0604 (232)' (12. 5)
st
W .
= 172.38 lb
st
The following component table can now be constructed.
Component Length (in) Weight (lbs) Center of Gravity (in)
Control 23.2 83.64 39.48
Guidance 23.2 83.64 62.68
Warhead 31.25 28.26 89.91
Sustainer 87.51 618.92 149.29
Booster 26.31 159.46 206.20
Motor Casing 113.82 59.50 162.44
Wings 43.42 211.40
Canards 9.88 44.08
Structure 232.00 172.38 116.00
261
The complete missile weight is then 1264.62 lbs
The center of gravity from the above table is
x _ = 139.44 in
cG
The center of gravity at the end of boost is
(x ) = 129.85 in
cG
G. DESIGN EXAMPLE (FINAL ANALYSIS)
From the design parameters so far, a complete description
of the missile can be determined. Figure (9-27) is a drawing

of the missile. The launch conditions for the missile were
specified as,
M = 1.5
M
h - 10,000 ft
W_ = 1264.62
G
x _ = 139.44 in
cG
From these conditions the input data for AER01 is shown in
Table (9-III) . The format is the same as that of the output of
AEROl and is printed as a check to ensure that the input data
was entered properly. The output is shown in Table (9-IV)
Figure (9-28) is a plot of the coefficient of moment versus angle
of attack for the launch condition and for the beginning of
cruise. The center of gravity has moved forward approximately
10 inches for the beginning of cruise so that the stability has
262
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increased as indicated in this figure. The performance objective
from the beginning of the design was to provide a 31 g maneuver
capability. Table (9- V) shows the output of AER01 for Mach
numbers of 1.5 to 3.0 and control deflections of 0.0 to 30 degrees.
From this output the trimmed normal force can be found and the
corresponding load factor is then,
N ref
TR
n =
w
The following values of maneuver load factor were found using
AEROl.
2
M Cn q (lb/ft ) n(g*s) 6 req
tr
2.5 18.80 6369 85.00 10 deg.
2.0 24.50 4076 70.99 10 deg.
1.5 12.00 2293 19.56 10 deg.
As indicated in the above table, the missile meets the maneuvering
specifications of the operational requirements.
267
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282
X. CONCLUSIONS AND RECOMMENDATIONS
This thesis has presented the methods and general procedures
for the conceptual design of tactical missiles. As mentioned,
this is not necessarily the best design. Now that the design
procedure has been attempted once, the reason for this is readily
seen. The process is one of continuous compromise. As was shown
in Chapter 7 , the optimum wing for lift is not the best wing
for minimizing drag. We also saw in Chapter 8 that increasing
chamber pressure increases thrust at the expense of increased
weight. This thesis has tried to point out some of these areas
of compromise and present methods to deal with them.
Areas which were not covered which need to be investigated
in conceptual design are structures, radar cross-section and cost,
With the increased emphasis on survivability and the decreasing
budget, it becomes increasingly important to define the effects
of these areas on design early in the process.
The complexity of the design process and the need to obtain
timely and accurate information have made it ideally suited for
the digital computer. The AEROCF program used in this thesis
is part of a large scale computer program (MISSYN) which con-
sists of modules for each section of the design analysis.
With a good understanding of the theory and methods used in
missile design, the computer aided design program with graphics
capability gives the designer the capacity to make intelligent
283
design interations and almost instantaneously see the effect
of the change on all areas of design. A limited example of
this can be seen in the use of AER01. A change in the per-
formance requirements for maneuver capability would require
a redesign of the lifting surfaces. A change in the lifting
surface design would change the drag characteristics of the
missile and therefore ,the propulsion requirements. The AER01
program coupled with a similar propulsion module would allow
the designer to make the changes and instantly see the penalty
or savings in propellant weight.
One pass at the design has been accomplished in this thesis.
As was seen throughout the process, decisions in one area
affect the design in others. For this reason the design
process becomes an iterative one. The final design of the
first iteration is- .the baseline missile for the second itera-
tion and the design is started again. By making several
passes through the loop, the solution converges on the final
design.
284
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313
REFERENCES
1. Specifications, Soviet Aircraft, Aviation Week and Space
Technology, V. 112, No. 9, p. 116, 3 March 1980.
2. New Soviet Fighters Detailed, Military Electronics and

Countermeasures V. 6, No. 5, p. 67-69, May 1980.
,
3. All the Worlds Missiles , General Dynamics, Pamona Division.

4. Michael Brown, F-16 Programme Heads for December First
Flight, Interavia V. XXXI, p. 104-106, February 1976.
,
5. Philip Geddes, Two Versions of the F-18 in Hot Competition,

Interavia V. XXXIV, p. 351-356, April 1979.
,
6. Advisory Group for Aerospace Research and Development

Lecture Series No. 52, Guidance Law Applicability for
Missile Closing by Dr. Robert Goodstein, May 19 72.
,
7. Rapid Approach for Missile Synthesis, Rochet Synthesis

Handbook General Dynamics, Convair Division, November 1979.
,
8. Merril I. Skolnik, Introduction to Radar Systems , McGraw-

Hill Book Company, 1962.
9. William L. Wolfe, Handbook of Military Infrared Technology ,
Office of Naval Research, Department of the Navy, Washington,

D.C., 1965.
10. S.S. Chin, Missile Configuration Design, McGraw-Hill Book

Company, 1961.
11. Marvin E. Bachman, Terminal Ballistics , Naval Weapons Center,

Research Department, February 1976.
12. Leland M. Nicolai, Fundamentals of Aircraft Design , Domicone

Printing Services, 1975.
13. NACA Report 1307, Lift and Center of Pressure of Wing-Body -

Tail Combinations at Subsonic, Transonic, and Supersonic
Speeds by William C. Pitts, Jack N. Nielsen, and George
,
E. Kaattari, 1959.
14. Unpublished Notes on Rocket Propulsion , by Professor D.

Netzer, September, 1980.
15. Naval Weapons Center Technical Memorandum 29 53, Preliminary

Solid Rocket Motor Design Techniques by H. Platzek, p. 15,
,
December 1975.
314
16. D.E. Hoak, U.S. Air Force Stability and Control Handbook
(DATCOM) , AF Flight Dynamics Laboratory, April 1976.
17. Naval Air Development Center Report No. 74023-30, A Digital

Computer Method for Predicting Static Aerodynamic Character -
istics of Typical Missile Configurations by F.A. Kuster, Jr.,
,
29 January 1974.
18. Naval Ship Research and Development Center Report 364 5, A

Method for Predicting the Static Aerodynamic Characteristics
of Typical Missile Configurations for Angles of Attack to
180 Degrees, by Bernard F. Saffell, Jr., Millard L. Howard,
and Eugene N. Brook, Jr., March 1971.
19. NASA Technical Note D-6996, Prediction of Static Aerodynamic

Characteristics for Space-Shuttle-Like and Other Bodies at
Angles of Attack From to 180 Degrees by Leland H.
,
Jorgensen, January 1973.
20. NASA Technical Memorandum X-3309, Experimental Aerodynamic

Characteristics for Slender Bodies with Thin Wings at Angles
of Attack from to 58 Degrees and Mach numbers from 0.6 to
2. .by Leland H. Jorgensen and Michael H. Howell, January
,
1976.
21. NASA Technical Memorandum X-2780, Aerodynamic Characteristics

at Mach 0.60 to 4.63 of Two Cruciform Missile Models, One
Having Trapezoidal Wings with Canard Controls and the Other
Having Delta Wings with Tail Controls by William A. Corlett
,
and Dorothy T. Howell, July 1973.
22. NASA Technical Memorandum X-2367, Longitudinal Aerodynamic

Characteristics at Mach 1.50 to 4.63 of a Missile Model
Employing Various Canards and A Trailing-Edge Flap Control ,
by Charles D. Trescot, Jr., October 1971.
23. Unpublished Notes on Weapons System Design , by Professor

A. Fuhs, September 1980.
315
INITIAL DISTRIBUTION LIST
No. of Copies
1. Defense Technical Information Center 2

Cameron Station
Alexandria, Virginia 22314
2. Library, Code 0142 2

Monterey, California 9 3940
3. Department Chairman, Code 67 1

Department of Aeronautical Engineering
4. Professor G.H. Lindsey, Code 67Li 1

Department of Aeronautical Engineering
5. Captain K. Hatjianastasiou, 1
Salonas 147
Kauithea
Athens, GREECE
6. Lieutenant Danny R. Redmon 1

925 Skylark
Ontario, California 91761
316

Redmon DR Tactical Missile Conceptual Design

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NAVAL POSTGRADUATE SCHOOL

Danny Ray Redmon

The sis Advisor: G.H. Lindsey

Approved for public release; distribution unlimited

REPORT DOCUMENTATION PAGE READ INSTRUCTIONS

7. AuTHO^tj • CONTRACT ON GRANT nlmICm,

Danny Ray Redmon

Naval Postgraduate School Unclassified

16. DISTRIBUTION STATEMENT (ol tnf Moport)

Approved for public release; distribution unlimited.

20 ABSTRACT (Conllnuo on rovorao old* II noeomamj and Idonii/r »r mloci m«t«r)

1) S/N 0102-oM- *«o UNCLASSIFIED

computer programs are presented and used for analysis of specific

Tactical Missile Conceptual Design

Danny Ray Redmon

Submitted in partial fulfillment of the

NAVAL POSTGRADUATE SCHOOL

This thesis presents the theory necessary for the concep-

tual design of a tactical missile. The design process begins

and later includes nonlinear effects to determine the final

design of the missile. Where theory does not apply, empirical

methods are presented which are known to give accurate results.

An air-to-air missile is designed for a specific threat as

an example which immediately follows the development of the

theory for each section. Several small digital computer pro-

grams are presented and used for analysis of specific areas

of the design. One large program (AEROl) is used for deter-

mining the aerodynamic coefficients of the final design.

II. PROBLEM DEFINITION 19

2. Design Example (Operational

4. Design Example (Scenario) 22

C. LAUNCH PLATFORMS AND PHYSICAL CONSTRAINTS . . 25

D. MISSION PROFILES AND PERFORMANCE

1. Design Example (Mission Profile) .... 28

a. Semi-Active Homing Missile 29

b. Active Homing Missile . 31

III. GUIDANCE LAW SELECTION 35

D. COMPARISON OF GUIDANCE LAWS 38

E. PURSUIT GUIDANCE (DETAILED ANALYSIS) .... 48

F. LINE-OF-SIGHT GUIDANCE (DETAILED

3. Example III (Manuevering Target) .... 65

G. PROPORTIONAL GUIDANCE (DETAILED ANALYSIS) . 68

2. Example V (Crossing Maneuvering

H. DESIGN EXAMPLE (GUIDANCE LAW SELECTION) ... 85

IV. SIZING THE DIAMETER . . 92

A. THE RADAR RANGE EQUATION 93

B. ACTIVE RADAR HOMING 95

C. SEMI-ACTIVE HOMING 101

D. DESIGN EXAMPLE (ANTENNA SIZING) 102

E. INFRARED SEEKERS 102

1. Planck's Law 103

3. Energy into a Hemisphere 108

5. Target Temperature 110

6. Simple IR System 113

F. WARHEAD SIZING 119

2. Conditional Kill Probability 121

V. BASELINE DEFINITION 134

A. CONTROL CONCEPTS 134

1. Wing Control 135

2. Canard Control 136

3. Tail Control 136

B. GROSS WEIGHT AND CENTER OF GRAVITY 137

C. DESIGN EXAMPLE (BASELINE DEFINITION) .... 143