o vi tne Uhree tecnniques, it appeares taut Cae erree of eaca was c.cpurabdle to the errors of the other tw oetnwis. Errors ia the theoretical techaicuc are mt errors in computation, duet rater, encertuinties ia taper sata. vtter words, ia it ma appears that Che Ciserof-fligne tecanique will siels as accurate a vertical position-tice history as will MDOT for this rocket con- figuration. Apogee altitudes of ine six Jehnston Island di-Lo rounds of major interest, as determined by tae taree sethods, are coapired in Table 3.5- ~ * TABLE 0.5--APUCEE ALTITLDES Enpirical Theoretical MDOT 81 242, 300 243, 620 -- 83 65 240, 100 242, 300 241,700 £43,460 215,000 -- 4 100 153, 700 258,400 156, Te0 258,550 --- 101 154, 400 151,720 RW (feer) (feer) (feet) 1g4, 000 * Johnston Island Hi-Lo reunds. 8.3.6 Rocket System Evaluation The performance of the rocket systema was lower than that originally es- timaced, The prisory reason was unferestiz=ation of the secomi-stage drag coefficient. Specifically, the apogee altitude for a noasinal vehicle fluen on 2 Teak-type trajectory dropped froa a preshot estimate of 272,000 feet to a final value of 250,000 feet. However, the concept of a nominal trajec- tory, which had been heavily relied on in the first postshot analysis, loot its significance with the discovery of the time-of-flight relationship. Deacon-Arrows were launched on Teas acd all flew noraally. Six Teo Viper-Arrows were also flown in an atterpt to attain cwre alzritude; however, these units doth failed acroelastically shortly acter Isuach. An earlier Viper-Arroe flan on a Teak dry run at Johasten Sad been successful, and it wa. sud segtently Jecersined that the Viper-Arrow eas targinal acrowlasticall. and that the probable success rate 25 only 50 percent. One of theoe Viper units ‘bh. was one vl the two vehicles tracned bs MDUT, enich accoents for the face