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