RANGE SAFETY FLIGHT ANALYSIS DATA REQUIREMENTS · Published by the Range Safety Office Patrick Air...

2 CHAPTER 2

Published by the Range Safety OfficePatrick Air Force BaseFlorida 32925-3238

Chapter 2: Flight Analysis Requirements 31 October 1997

CONTENTS

2-iii

Glossary of Abbreviations, Acornyms, and Definitions...............................................................................................2-viReferenced Documents...............................................................................................................................................2-x

2.1 INTRODUCTION .................................................................................................................................................. 2-12.1.1 Purpose of the Chapter............................................................................................................................. 2-12.1.2 Applicability............................................................................................................................................... 2-1

2.2 RESPONSIBILITIES AND AUTHORITIES ........................................................................................................... 2-12.2.1 Commanders, 45th Space Wing and 30th Space Wing ........................................................................... 2-12.2.2 Chiefs of Safety, 45th Space Wing and 30th Space Wing ....................................................................... 2-12.2.3 Operations Support and Analysis, 45th Space Wing and Flight Analysis, 30th Space Wing................... 2-22.2.4 Operations Groups, 45th Space Wing and 30th Space Wing .................................................................. 2-22.2.5 Plans Offices, 45th Space Wing and 30th Space Wing ........................................................................... 2-22.2.6 Range Users............................................................................................................................................. 2-2

2.3 FLIGHT ANALYSIS POLICIES............................................................................................................................. 2-32.3.1 Flight Analysis Approval ........................................................................................................................... 2-32.3.2 Additional Requirements........................................................................................................................... 2-32.3.3 Flight Termination System ........................................................................................................................ 2-32.3.4 Impact Restrictions ................................................................................................................................... 2-32.3.5 Data Submission....................................................................................................................................... 2-32.3.6 Land Overflight ......................................................................................................................................... 2-32.3.7 Trajectory Safety Margins ......................................................................................................................... 2-32.3.8 Hazard Assessment.................................................................................................................................. 2-3

2.4 FLIGHT ANALYSIS APPROVALS........................................................................................................................ 2-42.4.1 Flight Plan Approval.................................................................................................................................. 2-4

2.4.1.1 Flight Plan Approval Overview ...................................................................................................... 2-42.4.1.2 Preliminary Flight Plan Approval ................................................................................................... 2-42.4.1.3 Final Flight Plan Approval ............................................................................................................. 2-4

2.4.2 Ship/Aircraft Intended Support Plan Approval .......................................................................................... 2-52.4.2.1 Purpose......................................................................................................................................... 2-52.4.2.2 Applicability ................................................................................................................................... 2-52.4.2.3 ISP Development and Submittal ................................................................................................... 2-5

2.4.3 Directed Energy Plan Approval................................................................................................................. 2-52.4.3.1 Purpose......................................................................................................................................... 2-52.4.3.2 Applicability ................................................................................................................................... 2-52.4.3.3 Categories Subject to Review ....................................................................................................... 2-52.4.3.4 Laser Program Evaluation............................................................................................................. 2-52.4.3.5 DEP Submittal ............................................................................................................................... 2-6

2.4.4 Large Nuclear Systems Approval ............................................................................................................. 2-6

2.5 DOCUMENTATION AND GENERAL DATA REQUIREMENTS ........................................................................... 2-62.5.1 Security..................................................................................................................................................... 2-62.5.2 Lead Times ............................................................................................................................................... 2-62.5.3 Items Marked With Double Asterisks........................................................................................................ 2-62.5.4 Range Tracking System Performance Requirements............................................................................... 2-7

2.5.4.1 Tracking Source Adequacy ........................................................................................................... 2-72.5.4.2 Tracking Source Independence .................................................................................................... 2-8

2.5.5 Telemetered Vehicle Information.............................................................................................................. 2-82.5.5.1 Telemetered Inertial Guidance Data ............................................................................................. 2-82.5.5.2 Telemetry Data.............................................................................................................................. 2-8

2.5.6 Risk Study................................................................................................................................................. 2-82.5.6.1 Rationale for Conducting a Risk Study ......................................................................................... 2-82.5.6.2 Conditions Requiring a Risk Study................................................................................................ 2-82.5.6.3 Risk Study Components................................................................................................................ 2-8

2.5.7 Statement of Program Justification........................................................................................................... 2-92.5.8 Flight Plan Approval Data Requirements.................................................................................................. 2-9

2.5.8.1 Preliminary Flight Data Package................................................................................................... 2-92.5.8.2 Final Flight Data Package General Requirements...................................................................... 2-12

2.5.9 Statement of Vehicle Performance ......................................................................................................... 2-122.5.10 Intended Support Plan Data Require-ments......................................................................................... 2-12

2.5.10.1 Aircraft Flight Profile Information............................................................................................... 2-122.5.10.2 Ship Cruise Profile Information ................................................................................................. 2-13

2.5.11 Directed Energy Plan Data Requirements ............................................................................................ 2-13

Eastern and Western Range 127-1 31 October 1997

CONTENTS

2-iv

2.5.11.1 Laser Operational Procedures .................................................................................................. 2-132.5.11.2 Nominal Mission Data ............................................................................................................... 2-142.5.11.3 Risk Study Data Requirements For A Non-Nominal Mission .................................................... 2-142.5.11.4 Coordination with the US Space Command Space Control Center .......................................... 2-15

2.6 BALLISTIC MISSILES AND SPACE VEHICLES SPECIFIC DATA REQUIREMENTS ...................................... 2-152.6.1 Preliminary Flight Data Package Requirements ..................................................................................... 2-15

2.6.1.1 FTS Requirements Evaluation .................................................................................................... 2-152.6.1.2 Nominal Trajectory ...................................................................................................................... 2-162.6.1.3 Vehicle Maximum Turn Capabilities ............................................................................................ 2-162.6.1.4 Maps ........................................................................................................................................... 2-162.6.1.5 Orbit Parameters and Sequence of Events................................................................................. 2-16

2.6.2 Final Flight Data Package Requirements ............................................................................................... 2-162.6.2.1 Limits of a Useful Mission ........................................................................................................... 2-162.6.2.2 Trajectories ................................................................................................................................. 2-172.6.2.3 Malfunction Turn Data ................................................................................................................. 2-172.6.2.4 Fragment Data ............................................................................................................................ 2-172.6.2.5 Jettisoned Body Data .................................................................................................................. 2-172.6.2.6 Sequence of Events .................................................................................................................... 2-172.6.2.7 Solid Propellant Characteristics .................................................................................................. 2-172.6.2.8 Acoustic Intensity Contours......................................................................................................... 2-182.6.2.9 High Q Flight Region................................................................................................................... 2-182.6.2.10 Orbital Parameters for Space Vehicles ..................................................................................... 2-182.6.2.11 Air-Launched Vehicle Data ....................................................................................................... 2-18

2.6.3 Sonic Boom Analysis Data ..................................................................................................................... 2-182.6.3.1 Control Information...................................................................................................................... 2-182.6.3.2 NFS Data with Exhaust Plume .................................................................................................... 2-18

2.7 CRUISE MISSILES AND REMOTELY PILOTED VEHICLES SPECIFIC DATA REQUIREMENTS................... 2-182.7.1 Preliminary Flight Data Package Requirements ..................................................................................... 2-182.7.2 Final Flight Data Package Requirements ............................................................................................... 2-19

2.7.2.1 Land Overflight Data ................................................................................................................... 2-192.7.2.2 Trajectories ................................................................................................................................. 2-192.7.2.3 Malfunction Turn Data ................................................................................................................. 2-192.7.2.4 Fragment Data ............................................................................................................................ 2-192.7.2.5 Jettisoned Body Data .................................................................................................................. 2-192.7.2.6 Sequence of Events .................................................................................................................... 2-192.7.2.7 Solid Propellant Characteristics .................................................................................................. 2-192.7.2.8 Air-Launched Vehicle Data Requirements .................................................................................. 2-20

2.8 SMALL UNGUIDED ROCKETS AND PROBE VEHICLES SPECIFIC DATA REQUIREMENTS ....................... 2-202.8.1 Preliminary Flight Data Package Requirements ..................................................................................... 2-202.8.2 Final Flight Data Package Requirements ............................................................................................... 2-20

2.8.2.1 General Data............................................................................................................................... 2-202.8.2.2 Jettisoned Body Data .................................................................................................................. 2-202.8.2.3 Wind Effects Data ....................................................................................................................... 2-202.8.2.4 Analyses for Long Range Probes ............................................................................................... 2-212.8.2.5 Launch Aircraft Data ................................................................................................................... 2-212.8.2.6 Trajectory Requirements ............................................................................................................. 2-212.8.2.7 Graphs ........................................................................................................................................ 2-21

2.8.3 Statement of Vehicle Performance ......................................................................................................... 2-21


CONTENTS

2-v

2.9 AEROSTAT AND BALLOON SPECIFIC DATA REQUIREMENTS .................................................................... 2-222.9.1 Preliminary Flight Data Package Requirements ..................................................................................... 2-222.9.2 Final Flight Data Package Requirements ............................................................................................... 2-22

2.9.2.1 Untethered Aerostats/Balloons ................................................................................................... 2-222.9.2.2 Tethered Aerostats/Balloons....................................................................................................... 2-22

2.10 PROJECTILE, TORPEDO, AIR-DROPPED BODY, AND DEVICE SPECIFIC DATA REQUIREMENTS......... 2-232.10.1 Preliminary Flight Data Package Requirements ................................................................................... 2-232.10.2 Final Flight Data Package Requirements ............................................................................................. 2-23

2.11 AIR-LAUNCHED VEHICLE SPECIFIC DATA REQUIREMENTS..................................................................... 2-242.11.1 General Data Requirements ................................................................................................................. 2-242.11.2 Aircraft Data Requirements .................................................................................................................. 2-242.11.3 Aircraft Flight Plan Data Requirements ................................................................................................ 2-242.11.4 Launched Vehicle Data Requirements ................................................................................................. 2-242.11.5 Sonic Boom Data Requirements .......................................................................................................... 2-24

2.11.5.1 Control Information.................................................................................................................... 2-242.11.5.2 NFS Data .................................................................................................................................. 2-242.11.5.3 Flight Profile Data...................................................................................................................... 2-24

2.12 COLLISION AVOIDANCE ................................................................................................................................ 2-25

2.13 45 SW RANGE SAFETY REQUIREMENTS FOR THE ER.............................................................................. 2-252.13.1 Pre-flight Planning Requirements ......................................................................................................... 2-252.13.2 Telemetry Data Requirements for Impact Prediction ............................................................................ 2-252.13.3 RSD Verification Test Requirements..................................................................................................... 2-252.13.4 Requirements for Notice to Airmen and Mariners ................................................................................. 2-262.13.5 Range Safety Displays ......................................................................................................................... 2-262.13.6 Wind Data Requirements for Major Launches...................................................................................... 2-26

APPENDIX A: TRAJECTORY DATA........................................................................................................................ 2-28APPENDIX B: MALFUNCTION TURN DATA........................................................................................................... 2-34APPENDIX C: FRAGMENT DATA ........................................................................................................................... 2-38APPENDIX D: JETTISONED BODY DATA .............................................................................................................. 2-41


GLOSSARY OF ABBREVIATIONS, ACRONYMS, AND DEFINITIONS

2-vi

30 SW/SEY - 30th Space Wing, Flight Analysis

45 LG - 45th Logistics Group

45 and 30 MDG - 45th and 30th Medical Groups

45 and 30 OG/CC - 45th and 30th OperationsGroups, Operations Group Commander

45 and 30 OG - 45th and 30th Operations Group

45 and 30 RANS - 45th and 30th Range Squadron

45 and 30 SPTG - 45th and 30th Support Group

45 and 30 SW/SE - 45th and 30th Space Wing,Offices of the Chiefs of Safety

45 and 30 SW/SEO - 45th Space Wing, MissionFlight Control and Analysis and 30th Space Wing,Mission Flight Control

45 SW/SEOE - 45th Space Wing, ExpendableLaunch Vehicle Operations Support and Analysis

45 SW/SEOO - 45th Space Wing, Mission FlightControl

45 SW/SEOS - 45th Space Wing, Space Trans-portation System Operations Support and Analysis

45 and 30 SW/XP - 45th and 30th Space Wing,Plans Office

A - reference area

Accepted risk - a residual hazard that has beenaccepted by the Range Commander

Acs - cross-sectional area

AFI - Air Force Instruction

AFR - Air Force Regulation

AFSPC - Air Force Space Command

ANSI - American National Standards Institute

Ac - area of potential casualty

AGL - above ground level

AP - area of population center

ASCII - American Standard for Information Inter-change

beta - ballistic coefficient (W/CdA)

cal - calorie, calories

Casualty Area - area about a hypothetical impactpoint of a fragment in which a defined injury topersons may occur

CCAS - Cape Canaveral Air Station

CCC - Central Computer Complex

CCP - Committed Coverage Plan

Cd - coefficient of drag

CEP - circular error probability

CL - coefficient of lift

Command Destruct - the process whereby acommand is issued from a ground station or centerthat, when executed by the flight system, causesthe launch vehicle to destroy itself

crossrange direction - measured along the Y axisof the X, Y, Z coordinate system. Left crossrangeis measured in the direction of the negative Y axisand right crossrange is measured in the directionof the positive Y axis

CVFA - continuous variable flight azimuth

deg - degree

DEP - Directed Energy Plan

deviation - a term used when a noncompliance isknown to exist prior to hardware production or anoperational noncompliance is known to exist priorto operations at CCAS or Vandenberg Air ForceBase

dispersion impact area - an area surrounding anapproved impact point; the extent and configura-tion of the area is based on the vehicle or stagedispersion characteristics

DoDD - Department of Defense Directive

downrange direction - measured in the directionof the positive X axis of the X, Y, Z coordinatesystem

drag impact points - debris impact points cor-rected for atmospheric drag

EFG - Geocentric Non-inertial Cartesian Coordi-nate system; also called Earth Centered Rotational(ECR)

Ec - casualty expectancy, expectation of casualty

Chapter 2 Flight Analysis Requirements 31 October 1997


2-vii

ER - Eastern Range

ERR - Eastern Range Regulation

FAA - Federal Aviation Administration

FFDP - Final Flight Data Package

FFPA - Final Flight Plan Approval

flight azimuth - the instantaneous angular direc-tion of the flight trajectory of a launch vehiclemeasured in degrees from true North

FMECA - Failure Modes and Criticality EffectsAnalysis

FPA - Flight Plan Approval

FTS - Flight Termination System

ft - foot, feet

ft2 - square feet, an area

FTS - Flight Termination System

h - hour, hours

hazard, hazardous - equipment, systems, events,and situations with an existing or potential condi-tion that may result in a mishap

hazard analysis - the analysis of systems to de-termine potential hazards and recommended ac-tions to eliminate or control the hazards

head winds - winds blowing from the referencelaunch azimuth.

IIP - instantaneous impact point

impact dispersion area - an area surrounding anapproved impact point; the extent and configura-tion of the area is based on the launch vehicleand/or payload dispersion

INSRP - Interagency Nuclear Safety ReviewPanel

IRIG - Inter-Range Instrumentation Group

ISP - Intended Support Plan

jettisoned body - vehicle components separated atplanned event times. Examples of componentsinclude stages, fairings, thrust termination ports,solid rocket motors, and associated hardware

KMR - Kwajalein Missile Range

Laser Class (1-4) - laser categories assigned in

ANSI Z136.1; Class 4 being the most dangerous

L-Time (L-X) - the absolute time prior to thescheduled launch time. L-Time may be measuredin seconds, minutes, hours, and days and includesall scheduled countdown holds. L-Time will al-ways be equal or greater than T-Time.

launch area - the facility, in this case CCAS andKSC or Vandenberg Air Force Base, where launchvehicles and payloads are launched; includes anysupporting sites on the Eastern and WesternRanges; also known as launch head

launch azimuth - the horizontal angular directioninitially taken by a launch vehicle at lift-off;measured clockwise in degrees from true North

launch site - the specific geographical locationfrom which a launch takes place

launch vehicle - a vehicle that carries and/or de-livers a payload to a desired location; this is a ge-neric term that applies to all vehicles that may belaunched from the Eastern and Western Ranges;includes, but is not limited to airplanes; all typesof space launch vehicles, manned launch vehicles,missiles, and rockets and their stages; probes;aerostats and balloons; drones; remotely pilotedvehicles; projectiles, torpedoes, and air-droppedbodies

lb - pound, pounds

lbf - pounds force

lead time - the time between the beginning of aprocess or project and the appearance of its results

LSWG - Laser Safety Working Group

LWO - Launch Weather Officer

MFCO - Mission Flight Control Officer; a UnitedStates Air Force officer or civilian who monitorsthe performance of launch vehicles in flight andinitiates flight termination action when required;the direct representative of the Range Commanderduring the prelaunch countdown and duringlaunch vehicle powered flight

MIL-STD - Military Standard

min - minute

MPE - maximum permissible exposure



2-viii

MSP - Mission Support Position

NASA - National Aeronautics and Space Admini-stration

NASC - National Aeronautics and Space Council

NFS - near field signature

nm - nautical mile

nominal vehicle - a properly performing launchvehicle whose instantaneous impact point (IIP)does not deviate from the intended IIP locus

normal vehicle - a properly performing launchvehicle whose instantaneous impact point (IIP)does not deviate more than +/- three standard de-viations from the intended IIP locus

NOTAM - Notice to Airmen and Mariners

NOTMAR - Notice to Mariners

NSC - National Security Council

NTM - Notice to Mariners, also known asNOTMAR

OD - Operations Directive

OI - Operating Instruction

OP - Operations Plan

operation - a scheduled activity where Range as-sets are necessary to support Range User require-ments for a specified time period

OR - Operations Requirement document

OSTP - Office of Science and Technology Policy

PAFB - Patrick Air Force Base, located in Florida

payload - the object(s) within a payload fairingcarried or delivered by a launch vehicle to a de-sired location; this is a generic term that applies toall payloads that may be delivered from the East-ern Range and Western Range; includes, but is notlimited to, satellites, other spacecraft, experimen-tal packages, bomb loads, warheads, reentry vehi-cles, dummy loads, cargo, and any motors at-tached to them in the payload fairing

PD - Presidential Directive

PI - probability of impact

PFDP - Preliminary Flight Data Package

PFPA - Preliminary Flight Plan Approval

PI - Program Introduction

PRD - Program Requirements Document

program - the coordinated group of tasks associ-ated with the concept, design, manufacture, prepa-ration, checkout, and launch of a launch vehicleand/or payload to or from, or otherwise supportedby the Eastern and Western Ranges and the asso-ciated ground support equipment and facilities

PDR - Preliminary Design Review

psf - pounds per square foot

QE - quadrant elevation

radians - a unit of angular measure

Range Users - clients of Cape Canaveral Air Sta-tion and Vandenberg Air Force Base, such as theDepartment of Defense; non-Department of De-fense, United States government agencies; civiliancommercial companies; and foreign governmentagencies that use Eastern and Western Range fa-cilities and test equipment to conduct prelaunch,launch, and impact operations or require on-orbitsupport

RIIP - the arc ground range from the launch pointto the launch vehicle instantaneous impact point

risk study - the analysis of systems (hardware,software, firmware, and procedures) to determinepotential hazards that could result in loss of per-sonnel, injury to personnel, loss or degradation ofthe system or loss of life or injury to the public;see also hazard analysis

ROCC - Range Operations Control Center

RSD - Range Safety Display

RSOR - Range Safety Operations Requirements

RTDR - Range Technical Services Data Reduc-tion office

RTS - Range Tracking System

RTSC - Range Technical Services Contractor

RV - reentry vehicle

RWO - Range Weather Officer

sec - second, seconds

Chapter 2 Flight Analysis Requirements 31 October 1997


2-ix

single flight azimuth - an operation or mission inwhich the flight azimuth remains fixed throughoutthe launch window

sps - samples per second

SPWR - Space Wing Regulation; also SWR

SRM - solid rocket motor

support agency - any agency acting in support ofa primary Range User

SVFA - step-wise variable flight azimuth

SW - Space Wing

SWR - Space Wing Regulation

tail winds - winds blowing toward the launchazimuth

TLCF - Technical Laboratory Computer Facility

TMIG - Telemetered Internal Guidance

TNT - trinitrotoluene

T minus Time (T-X) - countdown clock time; T-0is launch time; time prior to the scheduled launchtime not including built-in holds in the count-down; normally measured in seconds, minutes,and hours

UDS - Universal Documentation System

uprange direction - measured in the direction ofthe negative X axis of the X, Y, Z coordinate sys-tem

USAF - United States Air Force

variable flight azimuth - an operation or missionin which the flight azimuth of the trajectory varieseither continuously or step-wise (in discreet steps)throughout the launch window

vehicle - launch vehicle and/or payload

waiver - a designation used when, through an er-ror in the manufacturing process or for other rea-sons, a hardware noncompliance is discoveredafter hardware production or an operational non-compliance is discovered after operations havebegun at CCAS or VAFB

W - weight

W/CdA - ballistic coefficient; see also beta

WR - Western Range

WRR - Western Range Regulation

X dot - velocity in the X direction

Y dot - velocity in the Y direction

Z dot - velocity in the Z direction


REFERENCED DOCUMENTS

2-x

30 RANS OI 55-33, Air Control/Area ControlProcedures

30 SW RSOR, 30th Space Wing Range Safety Op-erations Requirements

45 SWI 13-201, Eastern Range Air Space Man-agement Procedures

AFI 13-201, U.S. Air Force Airspace Management

AFI 91-110, Nuclear Safety Review and LaunchApproval for Space or Missile Use of RadioactiveMaterial and Nuclear Systems

ANSI Z136.1, 1993, American National Standardfor Safe Use of Lasers

Department of Defense Directive (DoDD)3200.11, Major Range and Test Facility Base

DoDD 4540.1, Use of Airspace by U.S. MilitarySeas

EWR 127-1, Annex to Chapter 2, Flight Trajec-tory and Data Manual

MIL-STD-1543, Reliability Program Require-ments for Space and Launch Vehicles

MIL-STD-1629, Procedures for Performing aFailure Mode Effects and Criticality Analysis

NASC, Nuclear Safety Review and Approval Pro-cedures of Minor Radioactive Sources in SpaceOperations

PD/NSC-25, Scientific or Technological Experi-ments with Possible Large Adverse EnvironmentalEffects and Launch of Nuclear Systems Into Space

CHAPTER 2FLIGHT ANALYSIS REQUIREMENTS

2-1

2.1 INTRODUCTION2.1.1 Purpose of the ChapterChapter 2 establishes the minimum requirementsfor trajectory data and system characteristics forvehicles launched from the Eastern Range (ER)and Western Range (WR). The following topicsare addressed:

2.2 Responsibilities and Authorities2.3 Flight Analysis Policies2.4 Flight Analysis Approvals2.5 Documentation and General Data Re-

quirements2.6 Ballistic Missiles and Space Vehicles Spe-

cific Data Requirements2.7 Cruise Missiles and Remotely Piloted Ve-

hicles Specific Data Requirements2.8 Small Unguided Rockets or Probe Vehicles

Specific Data Requirements2.9 Aerostat or Balloon Specific Data Re-

quirements2.10 Projectile, Torpedo, Air-Dropped Body,

and Device Specific Data Requirements2.11 Air-Launched Vehicle Specific Data Re-

quirements2.12 Collision Avoidance2.13 45 SW Range Safety Requirements for the

ER

2.1.2 ApplicabilityThe requirements in this Chapter are applicable tothe following programs: ballistic missile and spacevehicles; cruise missile and remotely piloted vehi-cles; small unguided rockets or probes; aero-

stat or balloon systems; projectiles, torpedoes,non-propulsive air-dropped bodies, or any smalldevices to be flight tested; intended support plansfor ships and aircraft; aircraft and aeronauticalsystems; directed energy systems; and the launchof large nuclear systems into space.

2.2 RESPONSIBILITIES ANDAUTHORITIES

In this Chapter, references to the Commanders,their Staff Offices and Groups refer to both the45th and 30th Space Wings (SW) unless otherwisenoted.

2.2.1 Commanders, 45th Space Wing and30th Space Wing

In accordance with Department of Defense Direc-tive (DoDD) 3200.11, the Commanders (RangeDirectors), 45th Space Wing (45 SW) and 30thSpace Wing (30 SW) have final authority and re-sponsibility for the safety of launch vehicles andpayload launch operations and all other programsconducted on the Ranges. Programs involving theuse of large nuclear devices, explosive warheads,and other high risk missions shall be approved bythe Commanders.

2.2.2 Chiefs of Safety, 45th Space Wing and30th Space Wing

The Chiefs of Safety, 45th Space Wing (45SW/SE) and 30th Space Wing (30 SW/SE) ortheir designated representatives are responsible forapproving the proposed flight plan or mission,determining the need for flight termination sys-tems (FTSs), and developing flight safety criteria.


2-2

2.2.3 Operations Support and Analysis,45th Space Wing and Flight Analysis,30th Space Wing

Operations Support and Analysis, 45th SpaceWing (45 SW/SEOE and SEOS) and FlightAnalysis, 30th Space Wing (30 SW/SEY) are re-sponsible for estimating the risks associated withRange operations and determining the constraintsnecessary to protect life and property for the du-ration of the scheduled operation. For launch op-erations, this extends to the time of final impact,the time of orbital insertion, or the time of thrusttermination, whichever is greater. NOTE: Unlessspecifically noted in this Chapter, the term RangeSafety refers to Operations Support and Analysisand Flight Analysis. Operations Support andAnalysis and Flight Analysis are responsible forthe following:

a. Determining the need for FTSsb. Reviewing and approving requested flight

plans that include operation constraintsc. Reviewing and approving Intended Support

Plans (ISP)d. Reviewing and approving the use of Directed

Energy systemse. Reviewing and approving the use of Large

Nuclear systemsf. Developing destruct criteria and Range Safety

displays used by Mission Flight Control Officers(MFCOs).

g. Preparing or assigning and evaluating riskstudies

h. Providing technical support to the MFCOprior to launch on all operation matters

i. Reviewing and approving launch sitesj. Providing the Range User with instructions on

submission and distribution of trajectory data ontapes, floppy disks, or other media

k. Receiving, preparing, and distributing copiesof tapes, floppy disks, or other media and print-outs or microfiche to Range Support agencies asrequired

2.2.4 Operations Groups, 45th Space Wingand 30th Space Wing

The Operations Groups, 45th Space Wing (45OG) and 30th Space Wing (30 OG) are responsi-ble for the following services for Range Safety:

a. For continuing programs, advising RangeSafety of operations requiring their support at theearliest practical time

b. Assisting in ensuring the Range User and as-

sociated operation support agencies are aware ofappropriate Range Safety data requirements

c. As requested, collecting and forwarding datato support Range Safety approvals such as FlightPlan Approval (FPA) and ISPs

d. Issuing hazard notification messages based onRange Safety requirements

e. Coordinating the evacuation, control and/orclosure of public parks, oil rigs, railroads, andland, sea and air areas in accordance with Rangeregulations based on Range Safety requirements

2.2.5 Plans Offices, 45th Space Wing and30th Space Wing

The Plans Offices, 45th Space Wing (45 SW/XP)and 30th Space Wing (30 SW/XP) are responsiblefor providing the following services for RangeSafety:

a. For new programs, advising Range Safety ofoperations requiring their support at the earliestpractical time

b. Ensuring Range Safety requirements are con-sidered in the planning phase

c. As requested, collecting and forwarding pre-liminary Range Safety approval data

2.2.6 Range UsersRange Users are responsible for the following:

a. Submitting all data identified as requirementsfor Range Safety support of planned operations

b. Complying with data submission lead timesand Range Safety approval conditions

c. Advising Range Safety of changes to opera-tional scenarios to determine if approvals are af-fected

d. Providing specific data required for thescheduled operation day

e. Ensuring accuracy and relevancy of all datato support the requests for approvals

f. Providing appropriate media and two print-outs of theoretical trajectory data to the leadRange when the program requirements document(PRD) is submitted, when mission trajectories arechanged, or when additional trajectories areadded. NOTE: Requirements for flight trajectorydata preparation, submittal, and processing aredescribed in EWR 127-1, Annex to Chapter 2,“Flight Trajectory and Data Manual”.

g. Revising theoretical trajectory data when useof the trajectory, as supplied, will adversely affectthe support needed by either planning or opera-tional phases of the Range User program


2-3

2.3 FLIGHT ANALYSIS POLICIESNo hazardous condition is acceptable if missionobjectives can be attained from a safer approach,methodology, or position.

2.3.1 Flight Analysis ApprovalFlight Analysis approval is a necessary prerequi-site for conducting operations covered by thisChapter. By itself, Flight Analysis approval doesnot constitute permission to conduct an operation.

2.3.2 Additional RequirementsAlthough the requirements in this Chapter are in-tended to be complete, special launches, flighttests, or circumstances may make it necessary torequest additional information.

2.3.3 Flight Termination SystemAll vehicles launched on the Ranges shall beequipped with an FTS capable of terminatingthrust on all stages at any time in flight, up to or-bital insertion or until the final impact point isestablished. The need for flight termination actionmay be extended to the orbital stages and/or pay-loads depending on their capability to hazard pro-tected areas. EXCEPTION: Launch vehicleswhose impacts can be adequately controlled byprelaunch restrictions may be excluded from thisrequirement. The design of the FTS is discussedin Chapter 4 of this document. Safing of the FTSfor the stage that injects the vehicle into orbit shallbe accomplished automatically by the vehicle afterit has attained orbit and terminated thrust.

2.3.4 Impact Restrictionsa. No launch vehicle, payload, or jettisoned

body shall be intentionally impacted on land un-less designated as a target and approved by theChief of Safety. Proposed flights shall be plannedand trajectories shaped so that normal impact dis-persion areas for such items do not encompassland.

b. If any jettisoned body remains buoyant afterimpact and presents a hazard to maritime vesselsor platforms, a means of sinking or recovering thebody shall be provided.

c. For space vehicles, if a stage contains multi-ple-burn engines, the impact dispersion area cor-responding to any planned cutoff before orbitalinsertion shall be entirely over water. Criticalevents such as arming of engine cutoff circuits andsending of backup engine cutoff commands shall

be sequenced to occur when the impact dispersionareas are entirely over water.

d. In accordance with DoDD 4540.1, all opera-tions shall operate with due regard for the safetyof all air and surface traffic. Areas for activitiesshall be selected so as not to interfere with estab-lished air routes and ocean shipping lanes.

2.3.5 Data SubmissionIn meeting the requirements of this Chapter, muchof the information submitted by the Range Usermay not change from operation to operation. Insuch cases, the information only needs to be sup-plied once. However, for each operation, theRange User must state in writing which data areapplicable and specify the document, paragraph,and page number where each required item can befound. This statement shall be submitted to RangeSafety according to established lead times.

2.3.6 Land OverflightWhenever possible, the overflight of any inhabitedland masses is discouraged and is approved only ifoperation requirements make overflight necessary,and risk studies indicate probability of impact andcasualty expectancy are acceptable.

2.3.7 Trajectory Safety Marginsa. The flight trajectory shall be designed to ac-

commodate Range Safety capability to controllaunch related risks.

b. A sufficient safety margin shall be providedbetween the intended flight path and protectedareas so a normal vehicle does not violate destructcriteria.

c. During the initial launch phase, the launchprofile shall not be so steep that critical coastalareas cannot be protected by standard safety de-struct criteria.

2.3.8 Hazard AssessmentThe identification of operation-related hazards andthe assessment and quantification of risk shall beused to determine operation constraints. NOTE:The hazards associated with each source of risk(debris impact, toxic chemical dispersion, andacoustic overpressure) have an associated set ofcritical parameters and thresholds of acceptability.Changes in launch parameters such as azimuth,payload, and launch site and the need for flightsafety controls including the evacuation of per-sonnel, enforcement of roadblocks, and restriction


2-4

of sea lanes or airspace depend on the results ofthe hazard assessments.

2.4 FLIGHT ANALYSIS APPROVALSThe Range User should initiate Flight Analysisapproval at the earliest practical date to establishthat the proposed program is acceptable from asafety standpoint. Early action by the Range Userkeeps data requirements to a minimum and en-sures that the effort and expense of planning aprogram or computing pre-operation trajectories isnot wasted. The specific approval depends on thetype of program activity. Developing the safestoperation consistent with program objectives cantake several months while changes in the proposedplan are made.

2.4.1 Flight Plan ApprovalFlight plan approval (FPA) is applicable to thefollowing programs:

a. Ballistic missile and space vehiclesb. Cruise missile and remotely piloted vehiclesc. Small unguided rockets or probesd. Aerostat or balloon systemse. Projectiles, torpedoes, non-propulsive air-

dropped bodies, or any small devices to be flighttested

2.4.1.1 Flight Plan Approval Overview

The FPA process incorporates two formal ap-proval phases: Preliminary Flight Plan Approval(PFPA) and Final Flight Plan Approval (FFPA).

a. Programs usually fall into two categories:new or existing. New programs include existingprograms whose FPA supporting data has changedsignificantly. New programs shall submit the datarequirements for both PFPA and FFPA. Existingprograms generally shall submit the data require-ments for only FFPA. For either new or existingprograms that do not involve long lead times forplanning or payload development, approval may,of necessity, occur only a few months prior to thedesired operation date.

b. In each FPA phase, Range Safety shall re-spond to the Range User written request for ap-proval by issuing a letter of approval or disap-proval, by requesting that a change in the pro-posed plan be made or investigated, or by deline-ating additional data requirements before a deci-sion can be made. After all requested data havebeen provided and evaluated, the Range User shallbe given an approval, conditional approval, or dis-

approval letter. If the flight plan or mission is ap-proved, the letter shall specify the conditions ofapproval pertaining to such things as launch azi-muth limits, trajectory shaping, wind restrictions,locations of impact areas, times of discrete events,and number of operations for which the approvalapplies. The approval will be final as long as theoperation or operations remain within the statedconditions. If significant changes to the flight planoccur after approval has been granted, furtheranalysis of the revised plan may be necessary. TheRange User is responsible for advising RangeSafety of any such changes or anticipated changesas early as possible.

2.4.1.2 Preliminary Flight Plan Approval

The flight plan approval process for all new pro-grams begins with an introductory meeting fol-lowed by the submittal of required data and a for-mal written request for a Preliminary Flight PlanApproval (PFPA). Existing programs shall alsorequest a PFPA when previously approved sup-porting data is not applicable to the planned op-eration. The purpose of the PFPA is to ensureRange Safety requirements are included in theoverall system design and to determine if the spe-cific program is conceptually acceptable. In pre-liminary meetings, Range Safety can define ac-ceptable flight limits and conditions, specifywhich parts of the flight plan need special empha-sis, and identify requirements applicable to theprogram. Data regarding anticipated flight trajec-tories, booster configuration, FTS configuration,and more, are included. Lack of some pertinentdata should not be cause for delaying the initialwritten request, particularly if preliminary discus-sions have not been held. The Range User shouldbegin PFPA action during the Preliminary DesignReview (PDR) phase of program planning or, inany event, immediately after Range Safety hasreplied to the Program Introduction in a Statementof Capability. For new programs, the PFPA usu-ally occurs at least two years (one year for exist-ing programs) prior to the planned operation.

2.4.1.3 Final Flight Plan Approval

The Final Flight Plan Approval (FFPA) is appli-cable to each program operation. The FFPA isbased on detailed analysis of the operation objec-tives, vehicle performance, and other data itemsrequired. In response to the Range User request,the FFPA is issued when the Chief of Safety is


2-5

satisfied that a specific operation can be supportedwithin the limits of flight safety control capabili-ties to provide positive protection to life and prop-erty. Any constraints or conditions identified inthe PFPA may be superseded by those stated inthe FFPA. The FFPA applies to a specific opera-tion and does not guarantee that similar operationswill receive an FFPA. If a program consists ofidentical operations, a blanket FFPA may begranted that would remain in effect throughout thelife of the program as long as the operations re-main within the specified safety constraints. Therequest for FFPA and the supporting data are typi-cally received by Range Safety at 120 calendardays (new programs), or 60 calendar days (exist-ing programs), prior to the planned operation. Pastdata submittals may be referenced if that data hasnot changed from previous operations.

2.4.2 Ship/Aircraft Intended Support PlanApproval

2.4.2.1 Purpose

The purpose of the ISP approval is to ensuremaximum safety consistent with the operationobjectives. To the extent possible, this means thatsupport positions and flight plans should be estab-lished outside impact limit lines. When the re-quired support data cannot be collected from suchremote locations, support positions located inrelatively hazardous areas must be carefullyplanned to minimize the ship or aircraft hit prob-ability. Hazards to ships and aircraft exist primar-ily in the launch area, along the flight azimuthwhere jettisoned stages and components reenterand breakup, and in the target area where reentryvehicles and final stages impact.

2.4.2.2 Applicability

ISP approval is applicable to each ship and aircraftsupporting an operation requirement identified inthe Universal Documentation System (UDS) orparticipating in an operation on a non-interferencebasis. Policies and procedures for control of testsupport aircraft are given in 45 SWI 13-201 or 30RANS Operating Instruction (OI) 55-33.” Similarregulations for ships do not exist.

2.4.2.3 ISP Development and Submittal

ISPs for ships and aircraft shall be developed ei-ther by the Range User or by support agencies thatare responding to requirements contained in theProgram Requirements Document (PRD) or the

Operation Requirements (OR) document. In eithercase, the developing organization shall furnish theISP for review and approval, either directly toRange Safety or through the Range Squadron.

2.4.3 Directed Energy Plan Approval

2.4.3.1 Purpose

The purpose of the Directed Energy Plan (DEP)approval is to ensure the operation is conductedsafely with consideration for the operation re-quirements and national need.

2.4.3.2 Applicability

The DEP approval applies to programs using di-rected energy systems. These systems include, butare not limited to, lasers and neutral particle andion beams, with any combination of surface, air,or space locations for the energy source and tar-get. In this Chapter, the term laser is used as ageneric reference to all directed energy systems.NOTE: Laser design, test, and documentationrequirements are also addressed in the Laser Sys-tem Design Requirements section of Chapter 3of this document.

2.4.3.3 Categories Subject to Review

In general, those laser operations in the followingcategories are subject to review:

a. Laser operations requesting Range supportthrough the provisions of the UDS.

b. Laser illumination, for which an OperationsDirective (OD) does not exist, conducted in con-junction with a scheduled Range operation forwhich an OD does exist.

c. Laser operations having the potential to im-pair Range Safety controls or reduce the reliabilityof Range Safety systems.

2.4.3.4 Laser Program Evaluation

a. At the ER, the laser program is evaluated bythe Laser Safety Working Group (LSWG), madeup of representatives from each section of theSafety Office. The LSWG was chartered to pro-vide a central and coordinated venue for assessinghazards associated with specific categories of la-ser operations. It is also responsible for providingcustomer guidance towards satisfying safety re-quirements.

b. At the WR, the laser program is evaluated byRange Safety. Responsibilities include:

1. Providing guidance for the Range User insatisfying safety requirements


2-6

2. Assessing hazards associated with specificcategories of laser operations

3. Recommending laser safety constraints4. Issuing an advisory laser operation ap-

proval letter

2.4.3.5 DEP Submittal

a. Requests for DEP approval shall be for-warded directly to Range Safety or through eitherthe Plans Office for new programs or the RangeSquadron for existing programs.

b. Lead times and requirements may vary andwill be tailored depending on the specific charac-teristics of the system and proposed operatingscenario. Lead times for data requirements reflectthe dependence of mission success on plannedlaser operations. For instance, laser operationsperformed on a non-interference basis usingscheduled launches as a target of opportunity willhave lead times different than laser activities thatare integral to a scheduled operation. Laser opera-tions considered mandatory by the Range Usershall be included as part of the Program Introduc-tion (PI). If the laser operation is not mandatory inaccordance with Range User requirements, theinitial request for laser program approval is de-sired at least one year prior to the planned opera-tion date. Requests for Range Safety review ofrecurring laser operations are desired 30 calendardays prior to each planned operation date. Modifi-cations to existing laser systems or changes to cur-rent operating plans should be discussed withRange Safety during the planning phase to deter-mine the need for additional data requirementsand establish mutually agreeable lead times forsubmission of additional data.

2.4.4 Large Nuclear Systems ApprovalRange Users employing radioactive material thatexceed Category A established by the Office ofScience Technology Policy (OSTP) shall complywith Presidential Directive/NSC-25. The RangeUser shall provide Range Safety with a copy ofthe following documents. NOTE: Nuclear systemdesign, test, and documentation requirements arealso addressed in the Radioactive (Ionizing Ra-diation) Design Requirements section of Chapter3 of this document.

a. Environment Impact Statement: L-3 yearsb. Final Safety Analysis Report: L-1 yearc. Interagency Nuclear Safety Review Panel

(INSRP) Safety Evaluation Report: L-7 months.

NOTE: In the event that the INSRP is not impan-eled by the OSTP, the provisions of AFI 91-110(21 Mar 94), “Nuclear Safety Review and LaunchApproval for Space or Missile Use of RadioactiveMaterial and Nuclear Systems,” shall be per-formed by the USAF Directorate of NuclearSurety and the results provided to Range Safety inlieu of the INSRP Safety Evaluation Report.

d. Certification of Presidential approval forflight: L-10 days. A copy of the OSTP approvalletter or the National Security Council approvalletter meets this certification requirement.

2.5 DOCUMENTATION AND GENERALDATA REQUIREMENTS

This section lists the documentation and generaldata requirements applicable to all programs cov-ered by this Chapter. Sections 2.6 through 2.11 listthe specific data requirements for each programoperation.

2.5.1 SecurityThe Range User shall provide a security classifi-cation guide for all classified program informa-tion.

2.5.2 Lead TimesBefore Range Safety approval is granted, theRange User must provide required data in speci-fied formats in accordance with lead times in Ta-ble 2-1. In some cases, other Range regulationsmay establish lead time requirements that exceedthose established here. Lead times may be modi-fied depending upon the complexity of the pro-gram. If the requirements are not provided withinthe lead time specified, Range Safety may not beable to prepare all necessary safety criteria in timeto support a proposed operation. In this event, theoperation shall not be conducted until RangeSafety can make adequate safety preparations.

2.5.3 Items Marked With Double AsterisksIn this Chapter, certain required data items aremarked with double asterisks (**); for example,the time interval at which turn angle graphs arerequired. The asterisks mean the magnitude, inter-

TABLE 2-1Documentation Lead Times and Data

Requirement References

Vehicle/Missile

Lead TimeBefore Launch

(Calendar Days)


2-7

TABLE 2-1Documentation Lead Times and Data

Requirement References

Vehicle/Missile

Lead TimeBefore Launch

(Calendar Days)

Ballistic Missile: PFPA (New/Existing) FFPA (New/Existing)

2 Y/ 1Y120 D/60 D

Space Vehicle: Single Flight Azimuth PFPA (New/Existing) FFPA (New/Existing)

2 Y/1 Y120 D/60 D

Space Vehicle: Variable Flight Azi-muth PFPA (New/Existing) FFPA (new/Existing) Project Firing Tables

2 Y/1Y12M/6M

9 D

Cruise Missile/Remotely Piloted Vehicle: PFPA (New/Existing) FFPA (New/Existing

2 Y/1 Y120 D/60 D

Small Unguided Rocket: PFPA (New/Existing) FFPA (New/Existing)

2 Y/1 Y120 D/60 D

Aerostat/Balloon: PFPA (New/Existing) FFPA (New/Existing)

2 Y/1 Y120 D/60 D

Projectile, Torpedo, Air-Dropped Bodyor Device:

PFPA (New/Existing) FFPA (new/Existing)

2 Y/1 Y120 D/60 D

Ship and Aircraft ISP 20 Days

Directed Energy Systems (New/Existing) 1 Y/30 D

Large Nuclear Systems See para 2.4.4All lead times are based on the standard calendar year

val, or duration for the required item varies fromprogram to program and that the value given istypical. For each program, Range Safety providesthe Range User with the particular value to use foreach parameter marked with double asterisks.

2.5.4 Range Tracking System PerformanceRequirements

The Range Tracking System (RTS) is made up ofthe hardware, software, and manpower required totransmit, receive, process, and display launch ve-hicle data required for Range Safety purposes. AnRTS including at least two adequate and inde-pendent instrumentation data sources is mandatoryand shall be maintained from T-0 throughout eachphase of powered flight up to the end of RangeSafety responsibility. See Chapters 4 and 7 foradditional requirements.

2.5.4.1 Tracking Source Adequacy

Each tracking source provided for Range Safetyshall provide real-time state vector (position andvelocity) accuracy, timeliness, and reliability sothat when extrapolated to IIP space, the followingcriteria are met:

2.5.4.1.1 Accuracy. The three-sigma IIP un-certainty resulting from all error sources shall beno greater than the following:

a. ER: The launch area IIP uncertainties shallnot exceed 100 ft in either crossrange or down-range directions For downrange IIP uncertainties,the displayed crossrange IIP error shall not exceedone-half percent of the vacuum impact range andthe displayed downrange IIP error shall not exceedfive percent of the vacuum impact range. The al-lowed error values are computed as follows:

Crossrange error =≥�

��

100 ft, 100 ft 0.5% RIIP0.5% RIIP, 100 ft, < 0.5% RIIP

Downrange errorft ft RIIP

RIIP ft RIIP=

≥<

��

100 100 5 0%5 0% 100 5 0%

, .. , , .

b. WR: The Launch Area IIP uncertaintiesshall not exceed 1000 ft. The midcourse IIP un-certainties shall not exceed 1 percent of the IIPrange. The terminal area IIP uncertainties shall notexceed 7000 ft. NOTE 1: The accuracy is givenin terms of the radius of a circle that containsthree-sigma of all possible instantaneous impactpoints. NOTE 2: The launch area accuracy ap-plies until the hazardous debris impact areas areentirely over water. NOTE 3: The terminal areaaccuracy applies only to ballistic vehicles with amaneuverable upper stage targeted for the Kwa-jalein Missile Range (KMR).

2.5.4.1.2 Timeliness.a. The IIP display update rate shall be at least

10 samples per second (sps), and each update shallmeet the requirements of paragraphs 2.5.4.1.1 and2.5.4.1.2 b.

b. The time delay between vehicle event andfiring of the vehicle ordnance, exclusive of theMFCO reaction time, shall be within the totalRange Safety System response time budget. Thisbudget includes hardware and software delays in-herent to both airborne and ground equipment.The budget for the ER is 1.5 sec and 3.5 sec de-pending on the time of flight and Range SafetySystem configuration for each operation. The WR


2-8

budget is 1 sec except for ballistic operations tar-geted for the Kwajalein Atoll and orbital opera-tions with a low launch azimuth (typically lessthan 170°) for which the budget is 500 millisec-onds during critical portions of flight.

2.5.4.1.3 RTS Reliability (Ground Segmentonly). The reliability of the RTS ground segmentshall be at least 0.999 at a 95 percent confidencelevel for a 1 h duration during the period of RangeSafety responsibility.

2.5.4.2 Tracking Source Independence

Each tracking source provided for Range Safetyshall be electrically, mechanically, and structur-ally separate from the vehicle guidance and te-lemetry systems and any other tracking source, sothat one tracking source will not influence anothertracking source. See exceptions in Chapter 4.

2.5.5 Telemetered Vehicle Information2.5.5.1 Telemetered Inertial Guidance Data

Telemetered Inertial Guidance (TMIG) data is amandatory tracking source for programs using alaunch vehicle inertial guidance system. TheTMIG data is required in the standard Inter-RangeInstrumentation Group (IRIG) format at a 20 spsupdate rate from T-0 through the end of RangeSafety responsibility.

2.5.5.2 Telemetry Data

Telemetered performance, guidance, and FTS dataare required. The items required in real time shallbe defined by Range Safety during the initialmeeting with the Range User. Data shall typicallyinclude, but are not necessarily limited to:

2.5.5.2.1 Performance Data: Chamber pres-sure, fuel pressure, accelerometer outputs, steeringinformation, and discrete events such as stagingand payload or reentry vehicle (RV) release

2.5.5.2.2 Guidance Data. Position (X,Y,Z),velocity ( ), guidance phase and internalcycle status (for example, major and minor cy-cles), steering commands, accelerometer inputsand sums, malfunction detection indicators anddiscreet initiations

2.5.5.2.3 FTS Data: Received signal strengthand decoded outputs or commands

2.5.6 Risk StudyIf deemed necessary, the Range User may be re-

quired to conduct a risk study (hazard analysis).

2.5.6.1 Rationale for Conducting a Risk Study

Range Safety approval is granted or a deviation orwaiver request is approved when, in the RangeDirector’s judgment, the hazards associated withthe proposed operation appear reasonable and theobjectives of the operation cannot be met in asafer fashion. A risk study quantifies the hazardsassociated with the proposed operation in terms ofthe probability of impact and expectation of casu-alty to protected areas and serves as one basis fordeciding if hazards are reasonable. To completethe study, most of the data required for programapproval (for example, debris data, failure rates,trajectory, turn data) must have already been com-puted.

2.5.6.2 Conditions Requiring a Risk Study

For FPA, a study may be required if the flight planinvolves any of the following hazardous condi-tions:

a. Direct overflight of land prior to thrust termi-nation or orbital injection

b. Flight so close to land that destruct criteriamay be violated by a normal vehicle or debriscould impact land if a destruct event were to occur

c. A launch area trajectory so steep that criticalcoastal areas or launch area facilities cannot beprotected by standard destruct criteria without en-dangering a normal missile.

d. A period during flight when land areas can-not be protected from a malfunctioning vehiclebecause the vehicle has no FTS, premature sepa-ration destruct capability, or Range Safety Systemcapability is surpassed by the vehicle performance

2.5.6.3 Risk Study Components

At a minimum, the study shall consist of the majorcomponents listed below. Additional proceduresand requirements pertaining to the study will bespecified during the early part of the approval pro-cess.

a. Determination of failure probabilities andfailure density functions; a description of howthese functions were computed and the failuremodes considered

b. Computation of dwell times over landc. Probability of impact density functions for

each failure or malfunction mode in terms ofdownrange and crossrange components

d. A list of all population centers or the popula-


2-9

tion density along the flight path that could havedebris impacting on them after a destruct event.The list shall include the name of the populationcenter, area (Ap) in ft2, population center cen-troid in geodetic latitude and longitude, the totalnumber of persons in the population center (N),and the number of persons in each shelter categorywithin each population center. The shelter catego-ries are defined as follows:

1. Heavy - Blockhouse bunkers and heavilyreinforced structures

2. Medium - Buildings with concrete or rein-forced roofs, and all floors except the top floor inmulti-story buildings

3. Light - Single story buildings, trailers, andtop floors of multi-story buildings

4. Exposed - No protection from falling debrise. Evaluation of casualty area (Ac) based on

vehicle breakup analysis.f. Probability of Impact (PI) for each population

center computed by summing the individual fail-ure mode probabilities of impact over all fragmentgroups; the failure rates for each of the failuremodes and the flight dwell time over each popula-tion center are included in the computation.

g. Casualty Expectation (Ec) for each popula-tion center. Total population center Ec is com-puted by summing the Ec values over all frag-ments affecting each population center. In simpli-fied terms, not accounting for possible shelteringof persons,

( )Total E N A P AC p I ci

i i= ∗ ∗/

Where: i is a fragment in the fragmentation group

h. Sample calculations and supporting docu-mentation

2.5.7 Statement of Program JustificationThe Range User may be asked to provide the fol-lowing additional supporting data and justificationbefore an approval can be made. The need for thisinformation will be established in preliminary dis-cussions or in the Chief of Safety’s response to awritten request for approval.

a. Complete statement of the operation objec-tives

b. Statement about the operation objectives thatwill not be met if the proposed plan must be modi-fied as suggested by Range Safety or is not ap-proved

c. Alternate or modified plans that will accom-plish the operation objectives

d. Effects on the operation such as cost, sched-ule, data requirements, vehicle reliability, reservepropellants, launch window, if the plan must bemodified or if the plan is not approved

e. Other data the Range User may wish to sub-mit

2.5.8 Flight Plan Approval Data Require-ments

Data requirements for PFPA and FFPA are foundin two sections. The first is a general section thatapplies to all programs, and the second is a de-tailed section that applies to a specific program(see Sections 2.6 - 2.11). All sections may be tai-lored by Range Safety as required. The PFDP andthe FFDP are submitted in support of the PFPAand FFPA, respectively. The data packages maybe submitted in any convenient format. The fol-lowing general format, that conforms to the orderin which requirements are established, is sug-gested for any Range User who desires a standardsubmission form. If this format is adopted and theinformation submitted in response to a require-ment cannot easily be placed in the data package,it should be made an appendix to the specific part.For example, the magnetic tapes and listings fortrajectories would be an appendix to Part 3.

Table of ContentsPart 1: IntroductionPart 2: General Vehicle DataPart 3: Trajectory DataPart 4: Additional Data

2.5.8.1 Preliminary Flight Data Package

These data requirements apply to requests forPFPA for all missiles, space vehicles, rockets, andother items as specified in paragraph 2.4.1. Theprogram-specific PFDP requirements in Sections2.6 - 2.11 are also required before a PFPA can beissued. The need for additional information willbe established in early discussions with the RangeUser or in the response to the written request forPFPA. The request for PFPA shall specify the op-eration designation, intended operation date, andreferences to all applicable supporting data prod-ucts. In meeting these requirements, reference maybe made to documentation previously submitted.If this is done, the Range User shall specificallyidentify applicable supporting data, and indicate


2-10

the document, page number, and paragraph whereeach required item can be found.

2.5.8.1.1 General Requirements.a. Basic program description and objectives

including number, designation, and purpose ofoperations(s) for which the proposed flight plan isapplicable

b. General operation scenarios and proposedtarget areas and a statement indicating whether theproposed trajectory (or flight plan) is similar tosome prior operation

c. Intended launch or flight test date(s)d. Map and listing of downrange and cross-

range vacuum instantaneous impact points foreach second of powered flight time

e. General description of launch vehicle andpayload in sufficient detail for hazard assessmentproviding the following information:

1. Type, weight, and TNT equivalency ofpropellants

2. Description of ordnance items3. Description of toxic and radioactive ma-

terials4. Characteristics of high pressure vessels,

lasers, and batteries5. Description of materials, thickness, and

safety factors of pressure vessels6. Thrust and burn times of motors and

thrusting devices7. Description of guidance and control sys-

tems8. Drawings and diagrams showing struc-

tural arrangement and layout of significant com-ponents in each stage or payload

f. General description and location of the air-borne FTS (made up of the command and auto-matic destruct subsystems), or statement indicat-ing that the planned system is similar to one al-ready in use. NOTE: Range Safety must be in-volved prior to the Preliminary Design Reviewtime frame if a new design is to be considered.

g. Preliminary estimate of fragment charac-teristics such as number, composition, dimensions,and weight due to all potential modes of vehiclebreakup such as destruct, and aerodynamic load-ing

h. Tracking aids such as C-Band transponderinstalled in the vehicle that can be used for flightsafety purposes and their locations in the stages orsections

i. Telemetry measurement listing and data

word definitionsj. Description of launch site facilities, support

buildings, and the structural integrity informationfor each of these

k. Geodetic latitude, longitude, and designa-tion of proposed launch site, or location on theearth’s surface for launches that occur above orbelow the earth’s surface. If launch or test initia-tion can occur inside an area rather than at a singlespecified location, this area shall be defined.

l. Launch azimuth for single azimuth launchesor desired azimuth sector(s) for variable azimuthlaunches

m. Estimates of the nominal impact point, andthe three-sigma drag-corrected impact dispersionarea for each jettisoned body

n. Buoyancy analysis of all impacted, jetti-soned bodies. For bodies that remain buoyant afterimpact and present a hazard to maritime vessels orplatforms, a means of sinking or recovering thebody is required. If recovery is desired, a recoveryprocedure shall be identified.

2.5.8.1.2 Reliability and Malfunction AnalysisData Requirements. Reliability of each stage andprobability of a normal mission or failure rate datafor each stage shall be provided. The followingdata shall be included:

a. Description of failure modes that can resultin abnormal impacts. An analysis of all subsys-tems shall be made to determine failure modesthat would result in a catastrophic event. Typicalmalfunctions that should be considered includefailure of the hydraulic and electrical systems,failure of the guidance and control system, failureof separation mechanisms between stages, failuresthat lead to premature thrust termination, over-shoot, or shifting of the platform reference.

b. An estimate of the probability of occur-rence or failure rate (versus time) for each failuremode; any other information considered pertinentwith respect to critical portions of flight, such asvehicle stability characteristics and structural lim-its

c. Description of all credible failed vehicleresponse modes. A response mode is a category ofvehicle dynamic response, including vehiclebreakup, that results from one or more failuremodes. At a minimum, the response modes shouldinclude on-trajectory failures such as thrust termi-nation and explosion and malfunction turn (loss ofthrust vector control, tumble turn, nozzle burn-


2-11

through) failures. On-trajectory failures should besubdivided according to the type of breakup (forexample, aerodynamic or explosive) that will re-sult. Malfunction turns should be subdivided intotumble turns and trimmed turns if trimmed turnsare a credible response mode.

d. Summary of past vehicle performance giv-ing number launched, launch location, numberthat performed normally, behavior and impact lo-cation for any that malfunctioned, time and natureof malfunction, and corrective action

2.5.8.1.3 Propellant Description. If a vehiclehas the capability of exploding as a result of self-initiation, FTS activation, or ground or water im-pact; or if a vehicle uses propellants that are toxicin gaseous or vapor states due to combustion orrelease to the atmosphere, the following data arerequired:

a. Types of propellants or a statement indi-cating the same propellants are already in use

b. TNT equivalency versus flight time andexplosion scenario for each separate stage (ormotor) and each possible combination of stagesthat could result from malfunction conditions

c. The probability of explosion versus flighttime for each of the following: self-initiation, FTSactivation, and ground or water impact

d. Description of methods used to minimizethe possibility of explosion

e. Time of day when launches will be sched-uled and the number of launches

f. Maximum total quantities of liquid andsolid propellants

g. Nominal vehicle altitude (meters AGL)versus time through 3,000 m in the following for-mat:

t a z cb= ∗ +Where:

t = time (sec) after initial ignitionz = height (m) of the vehicle above the launch

pad, and a, b, c are coefficients found by a leastsquares fit to an estimated time-height profile forthis booster.

h. Heat (cal) released by the solid fuel whencombusted to an equilibrium state of the exhaustproducts and the time required for the exhaustproducts to reach chemical equilibrium

i. Burn time and expenditure rate of solid pro-pellant for nominal launch and a catastrophicabort occurring at lift-off, including fuel frag-

mentation and expenditure rate assumptions usedto generate the atmospheric abort parameters

j. Liquid propellant expenditure rate (gramsper sec) for nominal launch

k. Fractions of the following species releasedfrom liquid and solid propellant combustion dur-ing nominal and catastrophic scenarios: hydrogenchloride, carbon dioxide, carbon monoxide, alu-minum oxide, hydrazine, unsymmetrical dimeth-ylhydrazine, monomethylhydrazine, nitrogentetroxide, nitrogen dioxide, nitrosodimethylamine,and formaldehyde dimethylhydrazine

l. Initial Exhaust Cloud Data. The followinginformation is needed to specify the initial exhaustcloud parameters. These values describe the ex-haust ground cloud when the horizontal momen-tum produced by the ducting in the launch mountbecomes negligible compared to the buoyantforces within the cloud for the nominal launchscenario.

1. Initial exhaust ground cloud central ra-dius in meters for nominal launches and radius ofarea over which solid fuel fragments are dispersedfor catastrophic abort cases

2. Vertical velocity of cloud centroid inmeters per sec for nominal and catastrophic cases

3. Initial ground cloud centroid height inmeters AGL

2.5.8.1.4 Explosive Reentry Vehicle or War-head Information. An operation that includes theuse of an explosive reentry vehicle (RV) or war-head shall not be conducted without the approvalof the Range Director. For these operations, thefollowing data are required:

a. A complete justification for the proposedoperation

b. The proposed position and altitude of theRV or warhead detonation point

c. The effects of the detonation on the missileand RV or warhead in terms of number, weights,cross-sectional areas, ballistic coefficients, andvelocities imparted to the pieces

d. The impact dispersion area for all frag-ments including diffusion and dispersion of anytoxic or radioactive clouds or fragments and theradiation exposure characteristics

2.5.8.2 Final Flight Data Package GeneralRequirements

These data requirements apply to requests forFFPA for all missiles, space vehicles, rockets, and


2-12

other items as specified in paragraph 2.4.1. Theprogram specific FFDP requirements in Sections2.6 - 2.11 are also required before a FFPA is is-sued. The FFDP shall include items that werechanged from or not provided in the PFDP. TheFFDP is made up of the data requirements used toproduce the final set of operation rules and flightcontrol criteria and ensures all data complies withthe conditions of the PFPA and data format re-quirements. The request for FFPA shall specifythe operation designation, intended operation date,and references to all applicable supporting dataproducts. In meeting the FFPA requirements,some of the information submitted by the RangeUser may not change from the PFDP or from op-eration to operation. In such cases, the informationneed be supplied only once. However, for eachoperation, the Range User shall state in writingwhich supporting data are applicable and specifythe document, page number and paragraph whereeach required item can be found. In other caseswhere the proposed plan deviates from the PFPAor previously accepted limits, additional data shallbe provided.

2.5.9 Statement of Vehicle PerformanceWithin one to three months after an operation hasbeen conducted, a statement of vehicle perform-ance is required. This information may be pro-vided by letter or by lending Range Safety the per-formance evaluation documents prepared for otherpurposes. This is information needed for evalua-tion of vehicle performance capabilities uponwhich changes in safety abort criteria are basedand for updating the failure rate information usedin the various risk analysis models. Informationrequired includes:

a. Qualitative statement about the performanceof each stage and various subsystems

b. Failures that occurred and resulting flightconditions produced

c. Probable cause of failure and corrective ac-tion taken

d. Impact points for stages

e. Miss distances for weapon system tests andorbital parameters for space vehicle flights

f. Comparison of planned and achieved cutoffconditions for each stage

g. Performance of on-board safety instrumenta-tion systems

2.5.10 Intended Support Plan Data Require-mentsFor operations requiring support aircraft or ships,the following additional information is required20 calendar days prior to the mission. All identi-fying points and positions shall be time correlatedusing the operation start time as a reference.

2.5.10.1 Aircraft Flight Profile Information

a. Type of aircraftb. Aircraft physical dimensions as described in

Jane's aircraft publications. The following datashall be provided as a minimum:

1. 1/2 wing span - the length of the wingmeasured from the fuselage to the wing tip edge

2. Maximum width of fuselage measured inthe top planform view

3. Average depth of wing measured in theside planform view

4. Average fuselage depth measured in theside planform view

5. Area measured in the top planform view6. Perimeter measured in the top planform

viewc. Call sign ("N" number, tail number, etc.)d. Warning area and mission area penetration

points (entry and exit)e. Holding fixes and altitudesf. Primary and alternate Mission Support Posi-

tion (MSP) including geodetic latitude, longitude,heading, speed, and time of arrival

g. Written and graphic flight path location de-scribing the maneuvers within 200 miles of theMSP giving orbit or loiter locations, positionsalong ground track in latitude and longitude, turnpoints, turn radii where applicable, speeds, andheadings

h. Course, speed, and altitudes to the MSP; (theterminal end of the data run)

i. Departure route after mission completion,including maneuvers after MSP for departure torecovery base

j. Final staging and recovery base


2-13

2.5.10.2 Ship Cruise Profile Information

a. Class of shipb. Dimensions of ship measured in the top plan-

form viewc. Call sign (registration number, name, etc.)d. Warning area and mission area penetration

points (entry and exit).e. Primary and Alternate MSPs including geo-

detic latitude, longitude, heading, and speedf. Course and speed to the MSP (terminal end of

the data run)g. Planned location (support plan) both written

and graphic, of vessel during period from launchuntil operation termination or impact

2.5.11 Directed Energy Plan Data Require-ments

The data requirements in this section apply to allforms of directed energy systems. NOTE: Laserdesign, test, and documentation requirements arealso addressed in the Laser System Design Re-quirements section of Chapter 3 of this docu-ment. Reasonable and prudent operational proce-dures shall be established so that hazards fromlaser operations present virtually no risk to thegeneral public. A risk study may minimize theeffect of the following operational procedures onthe program.

2.5.11.1 Laser Operational Procedures

2.5.11.1.1 Avoidance Volume. The avoidancevolume shall encompass that portion of the laserbeam that is capable of causing either permanentor temporary ocular impairment. The radial dis-tance of the avoidance volume from the center ofthe laser beam depends on several variables, in-cluding laser operating parameters, time delaysbetween aircraft detection and laser termination,average aircraft speeds, and reliability of systemcontrols.

2.5.11.1.2 Airspace Surveillance. Organiza-tions conducting laser operations shall provide foran airspace surveillance capability and proceduresthat ensure the laser operation can be terminatedbefore a non-participating aircraft enters the pre-defined laser beam avoidance volume.

2.5.11.1.3 Airspace Control. The AmericanNational Standard (ANSI) for Safe Use of Lasers,Z136.1, 1993, paragraph 4.3.11.2 requires coordi-nation with the Federal Aviation Administration

when laser programs include the use of Class 3a,3b, and 4 lasers within navigable airspace. ForRange Safety purposes, airspace control is a desir-able safety measure; however, it is considered asecondary protection measure to surveillance re-quirements. Airspace controls shall be initiated byRange Safety when the value added to safety isjustifiable.

2.5.11.1.4 Laser Beam Azimuth and ElevationRestrictions. Laser beam azimuth and elevationrestrictions shall be defined so that the laser beamavoidance volume is constrained to airspace forwhich an approved surveillance capability hasbeen established.

2.5.11.1.5 Weather Constraints. The laser op-eration shall be terminated during periods whenweather conditions obstruct or adversely affect anapproved surveillance method.

2.5.11.1.6 General Data Requirements. Thefollowing data are required for each operation orgroup of operations. Additional data may be re-quired depending on the laser system.

a. Complete description of surveillance meth-ods, surveillance range limits, and a description ofthe procedures used to terminate laser operationswhen necessary

b. General information on the purpose of theoperation

c. Description of the laser and its operationd. Laser classification in accordance with

ANSI Z136.1e. Description of operation scenarios and pro-

posed target areas, if knownf. Copies of safety analyses and test proce-

dures conducted on the systemg. Laser Emission Characteristics

1. Mode of operation (continuous wave orpulsed)

2. Wavelength (meters)3. Energy per pulse in Joules for pulsed la-

sers, or power in Watts for continuous wave lasers4. Pulse repetition frequency (Hertz)5. Pulse width and pulse separation (sec)6. Beam diameter between 1/e points at the

exit aperture, or at the waist if convergent beam(centimeters)

7. Beam divergence angle at the aperture orwaist (radians)

h. Number and designation of laser operations


2-14

to which the proposed operation appliesi. A statement indicating whether the pro-

posed operation is similar in its safety aspects tothat of some prior operation for which documen-tation is available

j. Intended operation datesk. Functional description of the target acqui-

sition and laser firing process and of any error/-failure detection and correction or terminationcapability, including its reliability and responsetime

2.5.11.2 Nominal Mission Data

2.5.11.2.1 Scenario Type. (Can be any combi-nation of the following):

a. Fixed laser and/or targetb. Moving laser and/or target

2.5.11.2.2 Laser and Target(s) Position Data.a. Fixed - latitude, longitude, and altitude

where the laser beam exits the protective housingand of each target

b. Moving - position and velocity vectorversus time of each object in an Earth CenteredRotating (EFG) Coordinate System.

2.5.11.2.3 Nominal Operation Scenario Data.a. Desired operating azimuth and elevation

sectorsb. Event times; for example, acquisition,

arming and firing on/off timesc. Duration of each laser firing (sec)d. Slew rate (radians/sec)e. Hardware and software stops (angles from

forward direction, radians)f. Pointing accuracy (radians); brief descrip-

tion of laser beam pointing aids including theirlocation

g. Laser platform/vehicle attitude control ac-curacy (static, radians; dynamic, radians/sec)

2.5.11.2.4 Target Data.a. Target size - radius or height, width, and

lengthb. Orientation - angle of each target surface

with respect to the incident beamc. Type of reflection possible such as specular

or diffused. Reflection coefficients

2.5.11.2.5 Exposure Controls. (Calculated inaccordance with ANSI Z136.1)

a. Maximum permissible exposure (MPE)level, nominal optical hazard distance in a vac-

uum, and other applicable hazard ranges for eachlaser

b. Description of the maximum region aroundeach target that can be hazarded during a nominaloperation

c. Reflection characteristics of other signifi-cant objects in the hazard region around each tar-get. NOTE: The hazard region is the zone wherethe laser radiation levels may exceed the MPElevel.

2.5.11.3 Risk Study Data Requirements For ANon-Nominal Mission

If a risk study is required, the following data shallbe submitted:

2.5.11.3.1 Probability of Occurrence Data.The probability of occurrence versus time of op-eration for each of the following generic hazardmodes (modes of beam control error or failure):Pointing Error, Inadvertent Slewing, PrematureFiring, Delayed Firing, Beam Focusing Error,Loss of Focus, and other modes such as WrongTarget Acquisition applicable to the system. If theprobability of occurrence is non-zero for any ofthese hazard modes, then probability distributionsfor the random hazard mode parameters describinghow each mode can occur over time shall be pro-vided. The following parameters describe each ofthe stated failure modes.

a. Pointing Error Hazard Mode: offset angle(radians) between the correct laser to target point-ing direction and the incorrect pointing direction(angle assumed constant during a firing)

b. Inadvertent Slewing Hazard Mode1. Time (sec) during firing at which the in-

advertent slewing starts2. Azimuth angle (radians, measured from

North) of the slew plane. It is assumed that, overtime, the laser-to-target line remains contained ina plane.

3. The angular rate (radians/sec) of slewingin the plane (rate assumed constant)

4. Duration of the slewing (sec), if otherthan that of the nominal firing time remaining af-ter the start of the slewing

c. Premature Firing Mode: number of secondsprior to the nominal start time that laser firing oc-curs


2-15

d. Delayed Firing Termination Mode: numberof seconds after the nominal termination time thatlaser cutoff occurs

e. Beam Focusing Error Mode: range (meters)along the laser-to-target vector at which the con-vergent beam is misfocused. The incorrect rangecan either be too long or too short relative to thenominal focus range.

f. Loss of Focus Mode1. Time (sec) during firing at which the

loss of focus occurs2. Beam divergence angle (radians) that

measures the spreading of the beam (assumed toremain centered on the laser-to-target vector)

2.5.11.3.2 Failure Modes, Effects, and Criti-cality Analysis. Applicable hazard modes shall bedefined and documented by a failure modes, ef-fects, and criticality analysis (FMECA) in accor-dance with MIL-STD-1543 and MIL-STD-1629 orthe equivalent. Their probabilities of occurrenceand the probability distributions of their descrip-tive parameters shall be quantified with fault treeanalyses or the equivalent. The level of analysisconducted in each case shall be the level at whichappropriate component error/failure data areavailable. If necessary for confidence in the re-sults, analyses of the effects of the uncertainties inthe component data shall be carried out.

2.5.11.3.3 Alternative Data Submission. TheRange User may arrange to have the risk studydone by Range Safety. The following data shall beprovided to support this option:

a. System design description and performancedata and functional and reliability block diagramsfor portions of the system affecting beam control,including platform attitude control

b. Associated component (including hard-ware, software, and human) reliabilities or, as aminimum, component and component environ-ment descriptions allowing the estimation of thesereliabilities

2.5.11.4 Coordination with the US SpaceCommand Space Control Center

Coordination with the US Space CommandCMOC/J3OXY (Special Operations Section) isrequired for all Class 3 and 4 lasers operated out-side of a confined laboratory environment. Forthese systems, unless waived by the CMOC/-J3OXY (Special Operations Section), firing timecoordination shall be accomplished to verify that

on-orbit objects of national interest are not af-fected by the laser operation.

2.6 BALLISTIC MISSILES AND SPACEVEHICLES SPECIFIC DATA

REQUIREMENTSThe trajectory and performance data requirementsin this section apply to ballistic missiles and spacevehicles. The following items are required foreach missile/space vehicle flight or group ofsimilar flights and should be updated as changesto vehicle configuration occur or revised informa-tion becomes available.

2.6.1 Preliminary Flight Data Package Re-quirements

These data are required in addition to the data re-quirements specified in section 2.5.8.1.

2.6.1.1 FTS Requirements Evaluation

The threat from any payload or stage without anFTS shall be analyzed to determine the risk asso-ciated with a malfunctioned launch vehicle whosepayload or stage may separate prematurely. TheRange User shall provide a residual thrust disper-sion analysis and an intact impact analysis for thepayload or stage deemed hazardous by RangeSafety. The results of these analyses shall be pro-vided to Range Safety three** months prior to thetime that a waiver of the FTS is required. If theresulting dispersions are small enough for inclu-sion as offsets in the Range Safety destruct com-putations, there may be no need for a risk study. Inany event, before making a residual thrust disper-sion or intact impact analysis, the Range Usershall reach agreement with Range Safety on theassumptions and approaches to be used and theoutput data required. Analyses shall consider thefollowing:

a. Functional description of structural, me-chanical, and electrical inhibits or safeguards forpreventing premature separation and ignition ofpayload or stage propulsion systems; extent towhich such inhibits are independent; simplifiedschematics and operational description of propul-sion system ignition circuits; extent to which cir-cuits and systems are shielded

b. Failure modes that can lead to prematureseparation and/or ignition of upper-stage andpayload propulsion systems; probability of occur-rence for each failure mode including method ofderivation and a fault tree analysis if multiple


2-16

components or subsystems are involvedc. Probability of stable flight and stability char-

acteristics of prematurely separated and thrustingstage, stage and payload, and payload alone, bothwithin and outside the sensible atmosphere; ef-fects of structural confinement such as payloadfairing on prematurely separated upper stage orpayload

d. Risk Study: Results of the study shall includethe impact probability for critical facilities andland areas that can be endangered by the payloador stage prior to orbital injection. Additional re-quirements will be established by Range Safetydepending on the potential hazards associated withthe payload or stage.

e. Residual Thrust Dispersion Analysis: Thedispersion analysis is to show the extent to whichthe impact point(s) can deviate from nominal ifthe payload or stage separate prematurely and thepropulsion system ignites. Computations are gen-erally required from liftoff until upper stage fueldepletion or orbit insertion.

f. Intact Impact Analysis: Explosive effects ofsolid rocket and liquid motors upon ground im-pact. This analysis shall contain piece description,number of pieces, and range the explosion propelspieces from the motor impact point.

2.6.1.2 Nominal Trajectory

Position and velocity (X, Y, Z, �, �, �) as func-tions of time from liftoff until vehicle attains analtitude of 100,000 ft**. If position and velocitycomponents are not available, ground range andaltitude may be substituted for X, Y, Z, and thetotal earth-fixed velocity relative to the pad andthe path angle may be substituted for �, �, �.The data should be provided in time increments nolarger than five** seconds. If trajectory data can-not be provided, the steepness of the trajectory inthe launch area should be compared with the tra-jectory from any prior similar operation.

2.6.1.3 Vehicle Maximum Turn Capabilities

The vehicle maximum turn capability describesthe furthest distance the vehicle impact point candeviate from nominal if a malfunction should oc-cur. See Appendix 2B for details.

2.6.1.4 Maps

a. A map showing the planned vacuum locus ofimpact points for the intended flight azimuth or

azimuth sector. The vacuum impact point at timesof discrete events; such as arming of engine cutoffcircuits, ignition of upper stages, firing of retro-rockets, and the end of burns that occur prior toorbital injection shall be indicated.

b. A map showing the best estimates of meanimpact points and the three-sigma drag-correctedimpact dispersion area for each jettisoned body.

2.6.1.5 Orbit Parameters and Sequence ofEvents

The following data shall be provided for spacevehicles only:

a. Apogee, perigee, period, and inclination ofintended orbits

b. The approximate times from liftoff when en-gine cutoff circuits are armed, when upper stageswill be cutoff by backup devices, and when con-trol modes will be switched

2.6.2 Final Flight Data Package Require-ments

These data are required in addition to the data re-quirements specified in paragraph 2.5.8.2.

a. Detailed information concerning the natureand purpose of the flight

b. A scaled diagram of the arrangement and di-mensions of the missile or space vehicle

c. Approximate elapsed time from receipt of anFTS signal at the command antenna until FTScharges explode

2.6.2.1 Limits of a Useful Mission

The information requested in this paragraph ap-plies to space operations only. It is used to estab-lish guidelines or limits for land overflight prior toorbital injection. The permissible limits for over-flight depend not only on this information, butalso on estimated overflight hazards, the opera-tional objectives potentially achievable, and theimportance of these objectives. Since the deriva-tion of the following items may be lengthy andcostly, Range User best engineering estimates willbe acceptable when a more exact study is not eco-nomically feasible. NOTE: A risk study (para-graph 2.5.6) shall be submitted for overflight con-ditions.

a. The launch azimuth limits for which the pri-mary operation objectives can be met and forwhich a useful orbit can be attained

b. The operation objectives that will be met, orthe extent to which the primary objectives will be


2-17

degradedc. Description of limiting orbit(s) (apogee, peri-

gee, period, and inclination) as a function of over-flight azimuth

d. The circumstances or types of malfunctionsthat can cause the vehicle to fly outside the three-sigma limits of normality but remain within thelimits for which a useful orbit can be attained

e. The probability of occurrence of such mal-functions

f. A discussion on the effects of such malfunc-tions on the success of succeeding burns or stages

g. The most lofted and depressed trajectories forwhich the primary operation objective can be metand for which a useful orbit can be attained, giv-ing the information requested in paragraphs2.6.2.1.a through 2.6.2.1.f. In deriving these tra-jectories, only perturbations that result in devia-tions in the pitch plane should be considered. Ifthese trajectories cannot be provided, the follow-ing may be substituted:

1. If the stage that normally achieves orbitdoes not contain an FTS, provide the upper andlower altitude limits at shutdown of the last sub-orbital stage if the succeeding stage is to attain auseful orbit.

2. If the stage that normally achieves orbitcontains an FTS, provide the upper and lower al-titude limits as the vacuum impact point reachesthe continent to be overflown by the first orbitalstage if this stage is to attain a useful orbit.

3. Provide the minimum impact range that thelast suborbital stage must achieve if the succeed-ing stage is to attain a useful orbit and a minimumorbit (perigee of at least 70 miles).

2.6.2.2 Trajectories

This paragraph identifies the types of trajectoriesrequired for the following flight plans. All trajec-tories are to be developed using the proceduresand format described in Appendix 2A.

a. Single Flight Azimuths. See Appendix 2A,Table 2A-1 (Items 1-8).

b. Variable Flight Azimuths. Space vehiclelaunches with variable flight azimuths shall pro-

vide a complete set of firing tables detailinglaunch times and flight azimuths for each day ofthe launch window. See Appendix 2A, Table 2A-2.

c. Multiple Liquid Propellant Engines Thrust-ing at Liftoff. For single or variable azimuth flightplans with launch vehicles having multiple liquidpropellant engines that normally thrust at liftoff,the trajectories in Table 2A-3 of Appendix 2A arerequired for engine-out (not thrusting) conditions.The precise engine-out condition(s) shall be speci-fied by Range Safety after the vehicle configura-tion is known.

2.6.2.3 Malfunction Turn Data

The turning capability of the vehicle velocityvector as a function of thrust vector offsets orother parameter characterizing the turn. See Ap-pendix 2B.

2.6.2.4 Fragment Data

Effects of flight termination action and other po-tential modes of structural failure on each stage.See Appendix 2C.

2.6.2.5 Jettisoned Body Data

Nominal impact point, associated drag data, andimpact dispersion data for each jettisoned body.See Appendix 2D.

2.6.2.6 Sequence of Events

Times from liftoff of discrete events such as igni-tion, cutoff, and separation of stages, firing of ul-lage rockets, jettisoning of components, firing ofseparation rockets, initiation and termination ofvarious control and guidance modes, starting andending of coast periods and control modes, armingof engine cutoff circuits, and settings for backupengine cutoff signals

2.6.2.7 Solid Propellant Characteristics

a. Burning rate of solid propellants (in/sec) as afunction of pressure, including ambient atmos-pheric pressures

b. Percent propellant TNT equivalency for eachstage as a function of relevant impact parameterssuch as weight of propellant, impact velocity, sur-face composition, and impact geometry

c. Stage ignition and burntime, propellantweight versus time, and propellant density


2-18

2.6.2.8 Acoustic Intensity Contours

a. Acoustic intensity contours above 85 dB at 10dB intervals that are generated during launch ofthe vehicle

b. The predominant acoustical bands above 85dB at distances of .5, 1, 2, and 3 nm surroundingthe launch pad

2.6.2.9 High Q Flight Region

A statement indicating the flight time intervalwhen the vehicle is experiencing the “high q”flight region. NOTE: This region is defined as thetime during flight when the dynamic pressurecauses vehicle aerodynamic breakup during a mal-function turn with the result of creating little or nocrossrange displacement.

2.6.2.10 Orbital Parameters for Space Vehi-cles

a. Apogee, perigee, inclination, and period oforbits to be achieved; the time, altitude, latitude,and longitude of the submissile point for post-injection events such as ignition and cutoff ofeach stage, separation of payload, and reignitionof upper stages

b. The state vector (position and velocity com-ponents) at the beginning and ending of eachthrusting phase after initial orbit insertion

c. The state vector (position and velocity com-ponents) for any separated stage or component atthe beginning of its final coast or free-flight phase

2.6.2.11 Air-Launched Vehicle Data

For air-launched ballistic and space vehicles, thedata in Section 2.11 is required.

2.6.3 Sonic Boom Analysis DataThe following information may be required for asonic boom hazard analysis:

2.6.3.1 Control Information

a. R - distance (ft) from vehicle where the NearField Signature (NFS) is determined

b. LM - length (ft) of model of vehiclec. LR - vehicle length (ft)

2.6.3.2 NFS Data with Exhaust Plume

a. θ - roll angle (deg)b. M - mach numberc. N - number of points in NFSd. X - vehicle station (ft) on model where pres-

sure perturbation was measured

e. ∆P / P - pressure perturbation divided byambient pressure

2.7 CRUISE MISSILES AND REMOTELYPILOTED VEHICLES SPECIFIC DATA

REQUIREMENTSThe trajectory and performance data requirementsin this section apply to cruise missiles, remotelypiloted vehicles, or drone aircraft. In general,cruise missile operations involving intentionalland overflight (except for launch and landing)will not be approved. In highly unusual situationswhere the operation objectives dictate otherwiseand preliminary flight plan approval has beengranted, the information requested in paragraph2.7.2.1 will be used to establish guidelines or lim-its for land overflight. The permissible limits willdepend not only on this information but also onestimates of overflight hazards, the operation ob-jectives, and the importance of these objectives.The following items are required for each flight orgroup of similar flights and should be updated asvehicle configuration changes occur or revisedinformation becomes available.


These data are required in addition to require-ments in paragraph 2.5.8.1.

a. Position and velocity (X, Y, Z, �, �, �) as afunction of time from launch until cruise altitudeor a cruise condition is reached. If position andvelocity components are not available, groundrange and altitude may be substituted for X, Y, Z,and the total earth-fixed velocity relative to thepad and the path angle may be substituted for �,�, �. The data are to be provided in time incre-ments no larger than five seconds. If trajectorydata cannot be provided, the steepness of the tra-jectory in the launch area should be comparedwith the trajectory from any prior similar opera-tion.

b. Vehicle maximum turn capabilities. Themaximum turn describes the furthest distance thevehicle impact point can deviate from nominal if amalfunction should occur. See Appendix 2B fordetails.

c. A map showing the expected flight path overthe earth’s surface. Times are to be indicated atregular intervals along the path.

d. A graph showing an altitude profile corre-lated with the flight path. Times are to be indi-


2-19

cated at regular intervals along the path.e. A map showing the estimate of nominal im-

pact points and three-sigma drag-corrected impactdispersion areas for each jettisoned body.



a. General information concerning the natureand purpose of the flight

b. A scaled diagram of the general arrangementsand dimensions of the vehicle

c. Tracking aids, such as S or C band trans-ponder and telemetry transmitter, in the vehiclethat can be used for flight safety purposes; thestage or section where each is located

d. Trajectory deviations or other conditions be-yond which the Range User is willing to acceptflight termination action even though the vehiclehas not reached a dangerous position or attitude

e. Approximate elapsed time from receipt of anFTS signal at the command antenna until FTScharges explode or recovery sequence is initiated

f. Graphs of fuel weight (lbs) vs time (sec ormin)

g. Graphs of gross weight (lbs) vs time (sec ormin)

h. Graph of maximum cruising speed (ft/sec) vsaltitude (ft)

2.7.2.1 Land Overflight Data

a. The flight azimuth limits or the maximumdeviations from the nominal flight path for whichthe primary operation objectives can be met

b. The flight azimuth limits or the maximumdeviations from the nominal flight path for whicha useful operation can be accomplished, eventhough the vehicle is outside the normal three-sigma limits

c. The operation objectives that will not be metor the extent to which primary objectives will bedegraded if land overflight is not permitted whenthe missile is outside the three-sigma normal lim-its

d. Circumstances or types of malfunctions thatcan cause the missile to fly outside the three-sigma limits of normality but still accomplish use-ful objectives

e. The probability of occurrence of the mal-functions listed in response to paragraph 2.7.2.1.d.

above

2.7.2.2 Trajectories

This paragraph identifies the types of trajectoriesrequired for the following flight plans. All trajec-tories are to be developed using the proceduresand format described in Appendix 2A.

a. Single flight azimuths. See Appendix 2A,Table 2A-1.

b. Variable Flight Azimuths. Operations withvariable flight azimuths shall provide a completeset of firing tables detailing launch times andflight azimuths for each day of the launch win-dow. See Appendix 2A, Table 2A-2.

c. Multiple Liquid Propellant Engines Thrust-ing at Ignition. For single or variable azimuthflight plans with vehicles having multiple liquidpropellant engines that normally thrust at liftoff,the trajectories in Table 2A-3 of Appendix 2A arerequired for engine-out (not thrusting) conditions.The precise engine-out condition(s) will be speci-fied by Range Safety after the vehicle configura-tion is known.

2.7.2.3 Malfunction Turn Data

The turning capability of the vehicle velocityvector as a function of thrust vector offsets orother parameter characterizing the turn. See Ap-pendix 2B.

2.7.2.4 Fragment Data

Effects of flight termination action and other po-tential modes of structural failure on each stage.See Appendix 2C.



2.7.2.6 Sequence of Events

Using the launch or drop time as the zero refer-ence, time of discrete events such as ignition, cut-off, separation of booster stages, jettisoning ofcomponents, starting and ending of control modes,and initiation of recovery devices.

2.7.2.7 Solid Propellant Characteristics

a. Burning rate of solid propellants (in/sec) as afunction of pressure, including ambient atmos-pheric pressures.

b. Percent propellant TNT equivalency for each


2-20

stage as a function of relevant impact parameterssuch as weight of propellant, impact ve-locity,surface composition, and impact geometry.

c. Stage ignition and burntime, propellantweight versus time, and propellant density

2.7.2.8 Air-Launched Vehicle Data Require-ments

For air-launched vehicles, the information in Sec-tion 2.11 is required.

2.8 SMALL UNGUIDED ROCKETS ANDPROBE VEHICLES SPECIFIC DATA

REQUIREMENTSThe trajectory and performance data requirementsin this section apply to all small rockets. Althoughthe term small unguided rocket is not preciselydefined here, it generally refers to one and two-stage rockets having maximum impact ranges lessthan 100 nm Small rockets are not required tocarry FTSs when dispersion analyses and controlof launch conditions indicate that all vehicle com-ponents can be contained within predeterminedsafe areas. Unguided rockets of more than twostages or with impact ranges greater than 100 nmnormally are required to carry an FTS. In thisevent, the data requirements specified in Section2.6 for ballistic missiles and space vehicles willapply. The following vehicle related items are re-quired for each rocket flight or group of similarflights and should be updated as vehicle configu-ration changes occur or revised information be-comes available.



a. Burn time of each stageb. Graphs of impact range vs launch elevation

angle for the planned elevation angle sectorc. Graphs of ground range vs altitude for the

planned elevation angle sectord. Proposed flight azimuth limitse. Elevation angle limitsf. Summary of past vehicle performance giving

number launched, launch location, number thatperformed normally and number that malfunc-tioned, behavior and impact location for those thatmalfunctioned, nature of malfunction and correc-tive action. This requirement can be met by sub-mission of portions of the Reliability and Mal-

function Analysis Data Requirements (paragraph2.5.8.1.2.).



2.8.2.1 General Data

a. General information concerning the purposeand objectives of the operation, such as data to beobtained, number of launches planned, and a briefdescription of the payload, giving approximateweights

b. Scaled diagram of vehiclec. Geodetic latitude and longitude of launch

point or launcherd. Desired launch azimuth and launch elevation

angle. Give the variation in azimuth and elevationangles that are acceptable from the standpoint ofthe operation objectives. Indicate which of theoperation objectives actually determine the ac-ceptable limits for azimuth and elevation angle.

e. A brief description of the type of launcher;for example, zero length or short rail, travel dis-tance of rocket to clear launcher, the amount ofeffective guidance, launcher adjustments availablein quadrant elevation angle (QE) and azimuth, andthe smallest increment for these adjustments

f. Total vehicle weight at liftoffg. Total propellant weight in each stage at lift-

offh. Inert weight of each stage and separable com-

ponent after burnout or jettison



2.8.2.3 Wind Effects DataIn most cases, wind is the largest independentfactor causing displacement of unguided vehicleimpact points. Accompanied by tabulations,charts, and a comprehensive discussion of theirformulation, the following data are required topredict the magnitude and direction of this effect:

a. Ballistic wind-weighting factors vs altitude infeet. The effects of booster and first-stage winddrifts are of prime importance since the first-stagemotor impact point is usually near the launch site.The wind-weighting factor shall be presented in


2-21

percent of wind effect for specific wind altitudeintervals or for specific altitude interval as a per-centage of the total wind effect. The ballisticwind-weighting factors shall include the effects ofboth weather cocking and drift.

b. Change in the nominal impact point locationdue to missile weather cocking and drift as a resultof ballistic winds (head, tail and cross; or resultantwind effect). The deviation is required in feet ornautical miles per foot per second of the wind.Since deviations vary significantly with a changein launch quadrant elevation angle (QE), valuesshall be supplied in a table of launcher QE vs unitwind effect. The table shall cover the range of ele-vation angles for which launches are to occur withan elevation angle interval no greater than 2 de-grees and include plus and minus 12 degrees fromthe desired resultant QE up to a maximumlauncher setting of 88 degrees.

c. Launcher adjustment curve or launcher tilteffect to correct the launcher in azimuth and ele-vation for wind effects. A discussion of methodsto be employed in adjusting the launcher settingsto compensate for winds is required. This data isrequired only if the Range User desires to adjustthe launcher azimuth and elevation to correct forwind effects and shall be supplied for all desiredresultant QEs. Wind compensation minimizes thearea clearance problem by maintaining a constantimpact point. A thorough description of the cor-rection method and the expected accuracies to beachieved are required in addition to the propercurves and tabulation of data.

d. A graphical and tabular presentation of theimpact point displacement due to earth rotation vsQE. Calculations for this information are basedupon the latitude of the launcher and the desiredlaunch azimuth. The table shall have a minimuminterval of 2 degrees and include plus and minus12 degrees from the desired resultant QE up to amaximum of 88 degrees.

e. When a computer program is used to performthe calculation required for adjustment of thelauncher in QE and azimuth, the Range User shallinclude a discussion of the intended use of theprogram. If the Range User uses one of the com-puter programs available at the Range, Range Sa-fety should be consulted to make sure that datarequirements in paragraphs 2.8.2.3.a through2.8.2.3.d above, are presented in a form compati-ble with the computer input requirements.

2.8.2.4 Analyses for Long Range Probes

All analyses for long-range probes (500 nm plus)shall be calculated using a rotating spherical orellipsoidal gravity field. In contrast to the majorityof probe vehicles, long-range probes normally re-quire an FTS incorporated into the vehicle. Thedata requirements are the same as those specifiedin Section 2.6 for guided ballistic missiles. A riskstudy (paragraph 2.5.6) is required to evaluate re-quests to waive the requirement for an FTS on along-range probe vehicle.

2.8.2.5 Launch Aircraft Data

For air-launched rockets or probes, the data itemsin section 2.11 are required.

2.8.2.6 Trajectory Requirements

See Appendix 2A.

2.8.2.7 Graphs

In addition to the tabular nominal trajectory data,graphs of the following shall be provided for eachstage and payload weight.

a. Impact range vs launch elevation angle (ft ornm vs deg)

b. Apogee altitude vs launch elevation angle (ftvs deg)

c. Ground range vs altitude (ft or nm vs ft)2.8.3 Statement of Vehicle PerformanceIn addition to the data requested in paragraph2.5.9, the following data are required:

a. Vehicle type and number, launch location,operation number, payload type and weight

b. Actual launcher azimuth and elevation setting(deg)

c. For each stage and payload, the predictedrange (nm) and azimuth (deg) from the launcher tothe impact point based upon the predicted winds attime of launch

d. Actual range (nm) and azimuth (deg) from thelauncher to the impact point for each stage andpayload

e. Actual impact range (nm) for each stage andpayload giving components measured along andperpendicular to the predicted impact azimuth.Where a stage is not tracked to impact, the impactpoint should be computed using the best estimatesof the drag characteristics and of the winds atlaunch.

f. Predicted effective QE (deg) of trajectory foreach stage


2-22

g. Actual effective QE (deg) of trajectory foreach stage

h. Predicted range (nm) and altitude (ft) of apo-gee for each stage

i. Actual range (nm) and altitude (ft) of apogeefor each stage

j. A tabulation of the reduced wind data used inthe launcher-setting calculations giving speed(ft/sec) and direction (deg) as a function of alti-tude (ft)

k. A reference list of all documents, graphs, andtabulations that were used in making the launchersetting calculations (wind-weighting curves, bal-listic wind-weighting factors, and unit wind ef-fect)

l. Description of the tracking data source

2.9 AEROSTAT AND BALLOONSPECIFIC DATA REQUIREMENTS

The trajectory and performance data requirementsin this section apply to large unmanned, un-tethered, and tethered aerostats and balloons. Theydo not apply to small weather balloons and othersuch objects that are released routinely throughoutthe country and the world for scientific purposes.



a. Description of the proposed flight plan givingparticulars about the location and boundaries ofthe proposed test area, time sequence and descrip-tion of significant events, flight duration, altitude,and speed limits

b. Method of control, including emergency con-trol procedures



2.9.2.1 Untethered Aerostats/Balloons

Large unmanned and untethered aerostats and/orballoons flight tested on the Range shall carry anapproved FTS capable of causing rapid deflationupon command. The following vehicle relateditems are required for each flight or group ofsimilar flights. The data should be updated as ve-

hicle configurations vary or revised informationbecomes available.

a. Detailed information concerning the purposeand objectives of the mission, data to be obtained,number of flights planned, proposed flight dates

b. A statement indicating whether the vehicleand proposed flights are similar to prior flightseither on the Range or elsewhere

c. A description of the vehicle giving dimen-sions, component weights, materials, and charac-teristics of propulsion, control, and recovery sys-tems including estimates of system reliability

d. Accuracy of guidance and control system inmaintaining desired aerostat position

e. Description and location of FTSf. Description and location of tracking aidsg. Wind restrictions for launch and flighth. Description of proposed flight plan

1. Location of proposed test area2. Graph of altitude (ft) vs time (min) from

release until float altitude is reached3. Total duration of flight4. Graph of altitude (ft) vs time (min) for en-

tire operation or indication of how altitude will bevaried throughout flight

5. Maximum possible altitude without burst-ing

6. Maximum aerostat speed in still air asfunction of altitude

7. Location and size of impact dispersion ar-eas for any bodies jettisoned during flight

8. Location and size of final impact dispersionarea or intended recovery area

i. Coefficient of drag (Cd) vs Mach numbergiving reference area and weight for each jetti-soned body and for the entire vehicle (or resultingcomponents) after activation of the FTS. NOTE:The same data should also be provided for a nor-mal recovery sequence if different from the above.

2.9.2.2 Tethered Aerostats/Balloons

Tethered aerostats/balloons shall carry an ap-proved automatic FTS that will cause rapid defla-tion if the balloon escapes its mooring or thetether breaks. The following vehicle-related itemsare required for each flight or group of similarflights. The data should be updated as vehicle con-figurations vary or revised information becomesavailable.

a. Detailed information concerning the purposeand objectives of the mission, data to be obtained,number of flights planned, proposed flight dates


2-23

b. Description and location of FTSc. Description of mooring tethering system giv-

ing lengths and breaking strength of tetherd. Operational method of measuring tension in

tethere. Wind and weather restriction for launch and

flightf. Maximum float altitudeg. Planned and maximum duration of flight

2.10 PROJECTILE, TORPEDO, AIR-DROPPED BODY, AND DEVICE SPECIFIC

DATA REQUIREMENTSThe data requirements in this section apply toprojectiles and small devices that normally wouldnot contain an FTS and that may or may not bepropulsive.


In addition to the data requested in paragraph2.5.8.1, the following data are required:

a. Description of the proposed flight plan giv-ing particulars about the location and boundariesof the proposed operation area, time sequence anddescription of significant events

b. Burn or thrust time of each thrusting itemc. Graphs of impact range (nm) vs launch-

elevation angle (deg) for the planned elevation-angle sector or drop-altitude sector

d. Ground range (nm) vs altitude (ft) for theplanned elevation-angle sector or drop-altitudesector

e. Nominal impact location in geodetic latitude(deg) and longitude (deg) for each jettisoned orimpacting body

f. Estimates of the three-sigma dispersion areain downrange (ft or nm) and crossrange (ft or nm)measured from the nominal impact location

2.10.2 Final Flight Data Package Re-quirements

In addition to the data requested in paragraph2.5.8.2. the following data are required:

a. Detailed information concerning the purposeof the operation, data to be obtained, description

of objects, number of operations in the program,and proposed operation dates

b. Scaled diagram of vehiclec. Latitude and longitude of the desired drop or

launch point and the maximum region around thepoint where drop or launch could occur. NOTE:This information may be provided in distancesdownrange and crossrange relative to the expecteddrop point or by providing the geodetic latitudeand longitude of the corners of the area.

d. Jettisoned Body Data. (See Appendix 2D.)1. Latitude and longitude of the desired im-

pact or target point2. The three-sigma downrange and cross-

range impact dispersions or circular error prob-ability (CEP) of impact points for each impactingbody. NOTE: This information may be providedin distances downrange and crossrange relative tothe expected drop point or by providing the geo-detic latitude and longitude of the corners of thearea.

3. For air-dropped bodies, the effect of athree-sigma aircraft position and velocity error atdrop

4. If the body descends on a parachute orother device, drag data before and after chuteopening

e. For air-dropped bodies, the data items in theAir-Launched Vehicle Specific Data Require-ments (Section 2.11) of this Chapter shall be pro-vided.

f. The effect of head wind, tail wind, and crosswind on the impact point location in terms of dis-placement distance (ft or nm) per knot (or ft/sec)of wind

g. Trajectory Requirements. The following tra-jectory data items are required for each operationor group of similar operations.

1. A graph of the nominal trajectory, includ-ing a plot of altitude (ft) vs downrange distance (ftor nm); timing marks (sec), including the impacttime, shall be indicated along the trajectory.NOTE: Separate graphs are required for eachplanned drop altitude or other condition.

2. The maximum horizontal distance (ft ornm) that can be traveled by the objects from thedrop or launch point to impact

3. If the objects descend on a parachute, a plotof altitude (ft) vs range (ft or nm) for the casewhere the chute fails to open


2-24

2.11 AIR-LAUNCHED VEHICLESPECIFIC DATA REQUIREMENTS

The data requirements in this section apply to allprograms that use an aircraft as the originatingplatform for the operation.

2.11.1 General Data Requirementsa. General information concerning the nature

and purpose of the flightb. Specify minimum weather requirements for

the operation.c. Emergency Requirements. Specify special

emergency requirements including:1. Search and Rescue support requirements2. Emergency Recovery Plan, including

minimum field length(s)3. Description of ditching characteristics, if

known4. Description of secondary communication

procedures to be used in the event of primarycommunications failure

5. If structural flight and systems tests areto be conducted, any weather minimums and spe-cial requirements

2.11.2 Aircraft Data Requirementsa. Aircraft type (chase, tanker, etc.) and "N" or

tail number and performance capability of aircraft,such as turn rate, climb rate, and velocity

b. For other than level flight launches, an addi-tional statement describing how the aircraft pathangle and launch azimuth are determined for vehi-cle release

c. Description of guidance system used and howignition time and altitude are determined

2.11.3 Aircraft Flight Plan Data Require-ments

a. Description of drop aircraft flight plan, suchas aircraft flight azimuth (degrees true), speed(kts), altitude (ft), flight path angle (deg) of ve-locity vector relative to local horizontal at vehicledrop point; a map showing the flight path over theearth’s surface with altitudes and speeds indicatedat appropriate check points

b. The expected maximum region around thedrop point, (a drop point envelope where the op-eration is conducted) provided as distances down-range, uprange, and crossrange relative to the ex-pected drop point and perpendicular to the launchazimuth or by the geodetic latitude and longitudeof the corners of the drop box

c. A definition and description of events occur-ring prior to vehicle release and to time of vehicleengine ignition

d. Predicted impacts of jettisoned hardware as-sociated with the vehicle drop system and theirimpact dispersion

e. For ballistic air-dropped bodies, altitude ofthe aircraft, true air speed, and dive angle begin-ning 60 sec prior to drop and continuing throughdrop

2.11.4 Launched Vehicle Data Require-ments

a. A nominal flight profile for each stage fromlaunch to impact, showing altitude (ft) vs down-range (ft) is required. Profiles shall include para-chute opening, parachute not opening, all unig-nited and non-separation conditions of the vehicle.Timing marks in seconds shall be indicated on thetrajectory, as well as total time of flight for eachobject dropped.

b. The drop rate of launched vehicle and de-scription of stabilizing system used

c. Method of ignition and position of the vehi-cle relative to the earth at ignition

2.11.5 Sonic Boom Data RequirementsIn accordance with AFI 13-201, a sonic boom re-port may be required if supersonic flights are to beconducted. If a sonic boom report is required, thefollowing information shall be provided for asonic boom hazard analysis:

2.11.5.1 Control Information

a. R - distance (ft) from aircraft where NFS isdetermined

b. LM - length (ft) of model of vehiclec. LR - vehicle length (ft)

2.11.5.2 NFS Data

a. θ - roll angle (deg)b. M - Mach Noc. N - number of points in NFSd. X - Aircraft station (ft) on model where pres-

sure perturbation was measurede. ∆P / P - pressure perturbation divided by

ambient pressure

2.11.5.3 Flight Profile Data

a. Time (sec)b. Vehicle altitude (ft) above reference sphe-

roid


2-25

c. Geodetic latitude (deg) of vehicled. Longitude (deg) of vehiclee. Vehicle freestream Mach numberf. Vehicle flight path angle (deg) measured up

from horizontalg. Vehicle heading (deg) from true North

h. M•

- The time rate of change of Mach num-ber (per sec)

i. Time rate of change of flight path angle(deg/sec)

j. Time rate of change of heading (deg/sec)k. Roll angle (deg) from horizontal up to right

wing as viewed from behind the vehicle.

2.12 COLLISION AVOIDANCEa. The Collision Avoidance (COLA) program

shall be used in the minus count to protect mannedorbiting objects from collision with a launch vehi-cle or its jettisoned debris.

b. The COLA program shall compute the closestapproach for all launch vehicles exhibiting thepotential to collide with the defined orbiting ob-jects.

c. COLA runs shall be scheduled in a letter fromFlight Analysis to Range Scheduling.

d. COLA data shall be used to establish unsafelaunch intervals based on a closest approach crite-ria of 200 km for manned objects.

e. COLA closure periods shall be designated forlaunch intervals whose closest approach distancesare less than the above criteria.

f. A COLA closure period will result in a launchhold or may cause a launch scrub depending onclosure interval and the remaining opportunities inthe launch window.

2.13 45 SW RANGE SAFETYREQUIREMENTS FOR THE ER

NOTE 1: Similar requirements for 30 SW RangeSafety are found in the 30 SW RSOR. NOTE 2:In this section, Range Safety refers to 45SW/SEOE and SEOS only. Other 45th SpaceWing Range Safety offices are specified, as re-quired.

2.13.1 Pre-flight Planning Requirementsa. Pre-flight computations and plots shall be

made at the Central Computer Complex (CCC),Range Operations Control Center (ROCC), and theTechnical Laboratory Computer Facility (TLCF).

b. Requirements for computer support at the

CCC/ROCC and TLCF shall be levied by RangeSafety via Requests for Computer Services.

c. The appropriate ER agencies shall providecomputational, plotting, and reproduction servicesfor Range Safety planning and pre-flight require-ments as follows:

1. Operating computing and plotting equip-ment at the CCC/ROCC and TLCF

2. Performing analytical studies, formulatingmathematical models, and developing computerprograms to meet specifications established byRange Safety

3. Maintaining, documenting, and operatingthe computer programs listed in the current Semi-annual Computer Program Survey document

4. Processing magnetic tapes and providingcomputer listings and trajectory output files

5. Computing random and systematic errorsfor the instrumentation systems used for flight con-trol. NOTE: Errors must be converted to appropri-ate statistical parameters to evaluate the magnitudeof real-time present position and impact predictorerrors throughout thrusting flight.

6. Calculating acquisition times, look angles,aspect angle, and signal strengths to arrive attracking, telemetry, and command destruct expectedcoverage estimates

7. Maintaining the real-time impact predictionprogram and other related real-time and prelaunchprograms

8. Evaluating time delays in the real-time pro-gram and in associated instrumentation systems

9. Providing miscellaneous reproduction andphotographic services including the preparation ofview graphs and briefing slides as required

2.13.2 Telemetry Data Requirements forImpact Prediction

a. If available, launch vehicle real-time telemetryguidance data shall be used to generate an impactpoint for the MFCO.

b. 45 LG shall provide 45 SW/SEOO and RangeSafety with coverage periods for which this data isvalid in the Committed Coverage Plan (CCP).

2.13.3 RSD Verification Test Requirementsa. In accordance with Operations Directive (OD)

16, Annex B, an RSD verification test shall be per-formed.

b. At least seven working days prior to each ma-jor vehicle launch, Range Safety shall provide thefollowing RSD requirements to the range contractor


2-26

for preparation of the Range Safety backgrounds:1. Type, number, and scale factors of displays2. Disk file locations for trajectories and de-

struct criteria3. Other data needed to prepare the RSD back-

ground display tapesc. At least five working days before launch,

Range Safety shall forward additional data and de-tails required to prepare RSD background displayverification tapes.

d. The Range Technical Services Contractor(RTSC) prepares final display and verificationtapes, reviews them for accuracy and completeness,and corrects obvious discrepancies before thescheduled verification date.

e. RSD verification shall be completed no laterthan F-4 days prior to launch.

f. After the RSD display tapes have been veri-fied by Range Safety, no changes shall be made tothe tapes or any interrelated real-time program ifthe change can affect the real-time RSD displays.

2.13.4 Requirements for Notice to Airmenand Mariners

a. By F-10 days, Range Safety shall provide 45RANS with the areas hazardous to ships and air-craft for all normally jettisoned and impactingstages.

b. 45 RANS is responsible for disseminating theNotice to Airmen (NOTAM) and Notice to Mari-ners (NTM) to aircraft and shipping interests.

2.13.5 Range Safety Displaysa. Range Safety Trajectory Display System. A

Trajectory Display System for unclassified videopresentation of RSD displays is required in theRange Safety areas, PAFB, Building 423, Room C-301D.

b. Range Safety Video Displays. The followingdisplays shall be transmitted to a multi-channelmonitor located in the Range Safety area, PAFBBuilding 423, Room C-301D:

1. IIP2. Unclassified presentation of the trajectory

display (IIP) from L-10 min to orbital insertion orimpact

3. Unclassified presentation of the verticalplane (VP) trajectory display from L-10 min

4. Display of the weather forecast channel, in-cluding audio, by L-60 min, or 5 min prior to thescheduled launch weather briefing, whichever isearliest

5. Display of unclassified surveillance controlcharts no later than L-90 min

6. Display of NASA Select, with audio, dur-ing Space Shuttle launches no later than L-120min

2.13.6 Wind Data Requirements for MajorLaunches

a. For all major launches from CCAS and KSC,the RWO shall provide Range Safety with a fore-cast of launch winds on F-1 day, on launch day, andat other times during the launch when requested.

b. The following procedure shall be used in pro-viding wind data to Range Safety:

1. Using the most current wind observations,the RWO shall provide forecasts at times specifiedin a Range Safety "Range Safety Wind Require-ments" letter to the Meteorological Systems Office.

2. In developing wind forecasts, the latestavailable balloon data and met-rocket data shall becombined to produce the best possible estimate ofT-0 winds. For manned launch vehicles, the rocket-sonde data shall be no older than 72 hours. For un-manned launch vehicles, the rocketsonde data willbe the latest available. The following procedureshall be used to produce the best possible estimateof T-0 winds for both manned and unmannedlaunch vehicles:

(a) If the balloon bursts between 90,000 and150,000 ft, all the rawinsonde/windsonde dataavailable shall be used. Appended to it shall be thelatest rocketsonde data producing a wind speed anddirection file at 1,000 ft increments to an altitude of150,000 ft with the appropriate data headers.

(b) If the balloon bursts between 60,000 and90,000 ft altitude, the rawinsonde/windsonde datashall have appended to it the most current availablerawinsonde/windsonde data up to 90,000 ft altitude.Above 90,000 ft up to 150,000 ft altitude, the latestrocketsonde data shall be appended, producing awind speed and direction file at 1,000 ft incrementsto an altitude of 150,000 ft with the appropriate dataheaders.

(c) If the balloon bursts before reaching60,000 ft altitude and time is available, anotherwindsonde shall be released and the data as in para-graphs 2.12.6.b.2 (a) and 2.12.6.b.2 (b) above shallbe added. If time is not available, the data availablefrom the aborted balloon shall be used. Appendedto is shall be the most current rawin-sonde/windsonde data up to 90,000 ft altitude.Above 90,000 ft up to 150,000 ft altitude the latest


2-27

rocketsonde data shall be used to produce a windspeed and direction file at 1,000 ft increments to analtitude of 150,000 ft with the appropriate dataheaders.

3. For unmanned launch vehicles, statisticalwinds data are provided in the "Range Safety WindRequirements" letter as a possible replacement forthe latest available rocketsonde data. Range Safetywill determine on F-1 and on launch days if the sta-tistical winds will be used in lieu of the rocketsondedata. RTDR data reduction personnel will merge thestatistical wind data with the rawin-sonde/windsonde data per the instructions givenabove for rocketsonde data.

4. In general, the launch day balloon shall bereleased no earlier then L-8 h.

5. The duty meteorologist should make changesbased on the measured winds to ensure the highestaccuracy in forecasts.

c. Forecasts of resolved winds (2,000 ft incre-ments) and unresolved winds (1,000 ft increments)for one or more specific azimuths shall be required

up to 150,000 ft in altitude. NOTE: The sign con-vention shall be positive for head winds and nega-tive for tail winds.

d. The data shall be made available to Range Safetyas specified in the "Range Safety Wind Requirements"letter within two hours after balloon release.

e. After the wind forecast has been prepared, aLaunch Weather Officer (LWO) shall discuss the de-gree of confidence in the predicted winds with RangeSafety personnel. The likelihood of any changes inwind speed or direction before the launch and themagnitude of any such changes shall also be discussed.As a result of this briefing and prelaunch analysis,Range Safety shall determine whether additional windobservations and computer runs shall be required.

f. If the wind forecast should subsequently changebecause of launch delays or other circumstances,the meteorologist shall inform the MFCO andRange Safety representative immediately. Estimatesof quantitative changes in wind speed and directionas a function of altitude shall be provided.

g. At L-60 min, the RWO shall provide aweather forecast briefing for the launch area usingclosed circuit television and direct line or networkcommunications.


APPENDIX 2ATRAJECTORY DATA

2-28

2A.1 INTRODUCTIONThis appendix provides background informationand details about Range Safety trajectory require-ments. It is applicable to ballistic, space, cruise,remotely piloted, and small unguided vehicles.Trajectories are to be provided in accordance withEWR 127-1, Annex to Chapter 2, “Flight Trajec-tory and Data Manual.” The trajectory and twoprintouts with a letter of transmittal are required.

2A.2 TRAJECTORY DETAILS2A.2.1 The X, Y, Z, coordinates referred to inthis Chapter shall be referenced to an orthogonal,earth-fixed, left-handed system with its origin atthe launch point or at a point on the earth's surfaceabove or below the launch point. The XY planeshall be tangent to the ellipsoidal earth at the ori-gin, the positive X axis shall coincide with thelaunch azimuth, and the positive Z axis shall bedirected away from the earth, and the Y axis shallbe positive to the right looking downrange.

2A.2.2 Trajectory Data Item RequirementsThe required trajectories from Table 2A-1 throughTable 2A-3 shall be calculated using a six degree-of-freedom program. Table 2A-4 lists the dataitems to be provided for each required trajectory.The data items are required in 1 sec intervals.

a. Ballistic Missiles and Space Vehicles. Alltrajectories except the three-sigma launch areatrajectories shall be provided from launch up to apoint in flight where effective thrust of the finalstage has terminated, or to thrust termination ofthat stage or burn that places the vehicle in orbit.The launch area trajectories are required from lift-off until the vehicle attains an altitude of100,000** ft.

b. Cruise Missiles and Remotely Piloted Vehi-cles. The data items are required in tabular form inone sec intervals for the first two** minutes offlight, in 15-sec** intervals from this point untilthe missile reaches cruise altitude, in one-minute** intervals throughout the cruise phaseuntil the terminal phase of flight is reached, and at15-sec** intervals thereafter until operation ter-mination or impact. The time 0.0 sec shall corre-spond to first motion for pad-launched missiles

and to the instant of drop for air launches.c. Small Unguided Rocket or Probe Vehicle.

Table 2A-4 (Items 5 - 13) lists the data items to beprovided for each trajectory from launch untilburnout of the final stage for each desired nominalquadrant elevation angle and payload weight.These items shall be provided in tabular form as afunction of time with each column of the tablecontaining only a single parameter. Time shall begiven at even intervals, not to exceed one sec in-crements during thrusting flight, and for times cor-responding to ignition, thrust termination or burn-out, and separation of each stage. If stage burningtimes are less than four sec, time intervals shouldbe reduced to 0.2 sec or less.

2A.2.3 Nominal (Reference) TrajectoryThe nominal or reference trajectory is the trajec-tory that the vehicle would fly if all vehicle pa-rameters were exactly as expected, if all vehiclesystems performed exactly as planned, and therewere no external perturbing influences.

2A.2.4 Three-Sigma Dispersed TrajectoriesThe three-sigma dispersed trajectories define thedownrange and crossrange limits of normality forthe vehicle instantaneous impact point (IIP) at anytime after launch. The three-sigma trajectoriesshould be computed using annual wind profilesunless the launch is to be conducted at a particulartime of the year and only at that time. Care shouldbe exercised in the selection of the cumulativepercentage frequency of the wind profile used forthe computation of these trajectories. Selecting awind profile as severe as the worst wind condi-tions when a launch would be attempted is usuallyrecommended. In critical instances, this has thedisadvantage of limiting the allowable launchazimuth or reducing the allowable launch daywinds in the flight safety restrictions for wind driftof vehicle fragments resulting from FTS action.The flight termination criteria, allows for as muchvehicle deviation due to wind as shown in thesetrajectories, but does not account for wind condi-tions that exceed those used in these computa-tions.



2-29

Table 2A-1Trajectory Types for Single Flight Azimuths

Item # Program Trajectory Type Ref. Para.1 All programs Nominal or reference. 2A.2.32 Ballistic Missile and Space Vehicle Three-sigma maximum-performance 2A.2.4.13 Three-sigma minimum-performance 2A.2.4.14 Three-sigma lateral left 2A.2.4.25 Three-sigma lateral right 2A.2.4.26 Three-sigma steep launch area 2A.2.4.37 Three-sigma lateral launch area 2A.2.4.38 Fuel-exhaustion. 2A.2.4.49 Cruise Missile and Remotely Piloted

VehiclesThree-sigma maximum-altitude. The maximum altitudedeviations (ft) above nominal as a function of groundrange from the launch or drop point may be substitutedfor Table 2A-4, Item 3.

2A.2.4.12A.2.4.1.1

10 Three-sigma minimum-altitude. The maximum altitudedeviations (ft) below nominal as a function of groundrange from the launch or drop point may be substitutedfor Table 2A-4, Item 3.

2A.2.4.12A.2.4.1.1

11 Three-sigma lateral. The maximum lateral deviations (ftor nm) from the nominal flight path as a function ofground range from the launch or drop point may be sub-stituted for Table 2A-4, Item 3

2A.2.4.22A.2.4.2.4

12 Fuel-exhaustion. Table 2A-4, Items 3 and 4, are requiredfrom launch or drop until the vehicle reaches a steady-state cruise condition. The three-sigma high-performancetrajectory should define the vehicle capability limits inclimbing to maximum altitude at the maximum possiblerate.

2A.2.4.42A.2.4.4.1

Table 2A-2Trajectory Types for Variable Flight Azimuths

Item # Trajectory Type Ref. Para.1 Nominal, reference, central, or middle trajectory. 2A.2.32 Extreme right-hand nominal or steepest nominal trajectory. 2A.2.33 Extreme left-hand nominal or shallowest nominal trajectory. 2A.2.34 Three-sigma maximum-performance trajectory for the centrally located flight azimuth 2A.2.4.15 Three-sigma minimum-performance trajectory for the centrally located flight azimuth 2A.2.4.16 Three-sigma lateral trajectories for the centrally located flight azimuth 2A.2.4.27 Three-sigma steep launch area 2A.2.4.38 Three-sigma lateral launch area 2A.2.4.39 Fuel-exhaustion 2A.2.4.4

Table 2A-3Trajectory Types for Multiple Liquid Propellant Engines Thrusting at Liftoff

Item # Trajectory Type Ref. Para.1 Three-sigma steep launch area trajectory with one or more engines not thrusting 2A.2.4.32 Three-sigma lateral launch area trajectory with one or more engines not thrusting 2A.2.4.3



2-30

To generate a single composite three-sigma tra-jectory in terms of instantaneous impact range, thefollowing procedure is suggested: NOTE: If thefollowing procedure is not used, a description ofthe method used to generate the three-sigma tra-jectories is required.

Step 1: Identify individual parameters such asthrust, weight, specific impulse, and atmosphericdensity that significantly affect the performance ofthe vehicle instantaneous impact point (IIP). Esti-mate three-sigma dispersions for these parameters.

Step 2: Run a series of trajectory computationsor simulations where three-sigma values of sig-

nificant perturbing parameters are introduced oneat a time. At a suitable number of time points,tabulate the IIP deviations from nominal that havebeen caused by perturbing each parameter.

Step 3: At each time point and direction, calcu-late the square root of the sum of the squares of alldeviations to arrive at the three-sigma IIP devia-tions.

Step 4: By further trajectory computations orsimulations, generate a thrusting flight trajectory(a three-sigma, no-wind trajectory) that matches asclosely as possible the three-sigma deviations cal-culated in Step 3. This may be done by perturbing

Table 2A-4Trajectory Data Items

Item # Data Item Comments1 A brief discussion of the parameters considered,

their standard deviations, and all assumptionsand procedures used in deriving each of the dis-persed trajectories.

2 A graph and tabular listing of the wind profilesused (wind magnitude and direction vs altitude)

The source of the wind profiles used in the computa-tions shall be identified.

3 X, Y, Z vs Time (ft and sec)Cruise Missile and Remotely Piloted Vehicles: Unitsare ft or nautical miles and sec or minutes. After thefirst 2** minutes of flight, with Range Safety approval,X,Y,Z, may be replaced by ground range along theearth's surface from launch point to sub-missile pointvs time, altitude above earth's surface vs time, andcross range displacement from nominal vs time.

4 �, �, � vs time (ft/sec and sec)Cruise Missile and Remotely Piloted Vehicles: Unitsare the nearest one-tenth ft/sec and sec or minutes.After the first 2** minutes of flight, with Range Safetyapproval, �, �, ��may be replaced by speed (ft/s)vs time and path angle (deg) of velocity vector rela-tive to local horizontal vs time.

5 Speed vs. time (ft/sec and sec)6 Path angle of velocity vector relative to local

horizontal vs time (deg and sec)7 Altitude above the sub-vehicle point on the refer-

ence spheroid vs time. (ft and sec)8 Total weight vs time. (lb and sec)9 Ground range along reference spheroid from the

origin (launch point) to a point directly beneaththe missile vs time (nm and sec)

For Small Unguided Rocket or Probe Vehicle: Groundrange units are ft.

10 Thrust vs time (lb and sec)11 Instantaneous impact point data Geodetic latitude, longitude, impact range (nm) and

remaining flight time (sec) vs time (sec).12 Launch azimuth Degrees measured clockwise from true North.13 The name, coordinates, and mean sea level ele-

vation of the coordinate system origin (launchpad).

14 Name of reference spheroid used in trajectorycalculations.



2-31

only a few key parameters at varying magnitudesthroughout the run.

Step 5: Compute the required three-sigma tra-jectory using worst-case winds together with theparameter magnitudes used to calculate the three-sigma no-wind trajectory. The wind dispersedtrajectories indicate vehicle performance devia-tions due to the effects of severe winds. This datashould be supplied until the vehicle attains an al-titude where there is essentially no wind effect. Itis usually sufficient to use 100,000 ft as this alti-tude limit. Computations should not be limited towind drift but include all wind effects.

2A.2.4.1 Three-Sigma Maximum and MinimumPerformance Trajectories

The three-sigma maximum and three-sigma mini-mum-performance trajectories define at any timeafter launch the limits of normality as far as im-pact downrange is concerned. The three-sigmamaximum-performance trajectory provides themaximum downrange distance of the vacuum in-stantaneous impact point (IIP) for any given timeand the three-sigma minimum-performance tra-jectory provides the minimum downrange distanceof the IIP for any time. In calculating these tra-jectories, head and tail-wind profiles should beused that represent the worst wind conditions forwhich a launch would be attempted. For any par-ticular time after launch, approximately 99.73 per-cent of all normal vehicles (assuming a normalGaussian distribution) that are subjected to theassumed wind will have impact ranges lying be-tween the extremes achieved at that time by three-sigma maximum performance and three- sigmaminimum-performance vehicles. Of the 0.27 per-cent of the normal vehicles that fall outside thethree-sigma limits, approximately half would beshort and half would be long. It is recognized thatit may not be possible for a normally performing,fully guided vehicle to fly either the three-sigmamaximum or minimum-performance trajectory asdefined above. However, what is wanted is a sin-gle trajectory having an impact range at any timegreater than the impact range of 99.865 percent ofall normal vehicles, and a single trajectory with animpact range at any time less than the impactrange of 99.865 percent of all normal vehicles.Any deviation outside of three-sigma limits indi-

cates that the vehicle is probably behaving in anabnormal, though not necessarily dangerous,fashion. Those parameters having a significanteffect upon impact range, such as thrust, specificimpulse, weight, variation in firing times of dif-ferent stages, and fuel flow rates, should be com-bined in the best considered fashion to producethe required results.

2A.2.4.1.1 Cruise Missiles and Remotely Pi-loted Vehicles. The three-sigma maximum andminimum-altitude trajectories define for anyground range the limits of normality as far as al-titude is concerned. In other words, for any par-ticular ground range approximately 99.73 percentof all normal vehicles (assuming a normal Gaus-sian distribution) will have altitudes between theextremes defined by three-sigma maximum alti-tude and three-sigma minimum-altitude trajecto-ries. Any deviation outside these limits indicatesthat the vehicle is behaving in an abnormal,though not necessarily dangerous, fashion. How-ever, the MFCO may destroy such a vehicle if it isapproaching land or threatening to get outside orbelow the command destruct coverage area.

2A.2.4.2 Three-Sigma Lateral Trajectory Re-quirements.

2A.2.4.2.1 Definition. Three-sigma lateral tra-jectories define the crossrange limits of normalityfor the vacuum instantaneous impact point (IIP).Both a three-sigma left and a three-sigma righttrajectory must be provided. These trajectoriesshould be calculated using the worst lateral windconditions for which a launch would be attempted.For any downrange distance, the IIP traces for99.73 percent of all normal vehicles subjected tothe assumed winds lie between the three-sigmalateral IIP traces. For variable azimuth launches, athree-sigma left trajectory for the smallest flightazimuth in the approved azimuth sector and athree-sigma right trajectory for the largest flightazimuth in the approved sector are required in ad-dition to three-sigma lateral trajectories for a cen-trally located flight azimuth. Unless the procedureis invalid, the assumption will be made that thethree-sigma left and right trajectories provided forthe centrally located azimuth can be used to pro-duce a reasonable approximation of the three-sigma left and right trajectories for other flight



2-32

azimuths by reorienting the X and Y axis of thedata. For example, if the three-sigma lateral tra-jectories have been computed for a central flightazimuth of 100 degrees, the three-sigma lateraltrajectories for a 90 degrees flight azimuth will bedetermined simply by assuming that the X axis is90 degrees instead of 100 degrees. If this assump-tion is not reasonable, additional trajectories shallbe provided to define the extreme left and rightlateral limits.

2A.2.4.2.2 Use. Three-sigma lateral trajectoriesare needed to determine whether a normal vehicleexperiencing a three-sigma deviation will violateflight safety destruct criteria. They may also beused as guidelines by the MFCO in decidingwhether a vehicle will be allowed to continue inflight or to over fly land. When used for compari-son with the impact predictor destruct criteria, thevacuum IIP data are required. When used on thepresent-position display, values of X, Y, Z alongthe three-sigma lateral trajectories are required.The three-sigma lateral trajectories, as defined inparagraph 2A.2.4.2.1 in terms of IIP, may not pro-vide three-sigma deviations of the lateral positionY as a function of X, although this is normallyassumed to be the case. If this assumption is notvalid, the Range User should also submit three-sigma trajectories that define the lateral limits ofY in terms of X.

2A.2.4.2.3 Calculation. In calculating a three-sigma lateral trajectory, those parameters having asignificant effect on the lateral deviation of the IIP(or of the position Y in terms of X) should becombined in the best considered fashion to pro-duce the required results. The procedures de-scribed in paragraphs 2A.2.4 and 2A.2.4.1 for cal-culating three-sigma maximum and minimum-performance trajectories is also suggested here.

2A.2.4.2.4 Cruise Missile and Remotely Pi-loted Vehicles. The three-sigma lateral trajectorydefines the lateral limits within which 99.73 per-cent of all normal missiles are expected to remain.This trajectory should be calculated using theworst lateral wind condition for which a launchingwould be attempted. Since only one three-sigmalateral trajectory is requested, the assumption willbe made that the three-sigma left and three-sigmaright trajectories are symmetric about the nominal

trajectory. If this assumption is not reasonable,then both three-sigma left and three-sigma righttrajectories must be provided. A missile that devi-ates outside the three- sigma lateral limits is sub-ject to possible destruction if it is approachingland or threatening to get outside or below thecommand destruct coverage area.

2A.2.4.3 Dispersed Launch Area Trajectories.If the dispersed launch area trajectories are com-puted as specified and the proposed flight plan isapproved, the launch agency can be certain that anormal vehicle will not violate the safety destructcriteria in the launch area, irrespective of the ac-tual winds existing at launch. Unfortunately, thereis also a distinct disadvantage in using extremewinds to calculate the dispersed trajectories. Toarrive at destruct lines that will not be violated byvehicles flying the extreme trajectories, the allow-ances made for wind effects in the destruct linecomputations must be kept small. This in turnmeans that wind restrictions must be imposed onlaunch day. The wind profile used in the destructcalculations may be much smaller than the ex-treme wind profiles used to calculate the dispersedtrajectories. In general, the greater the wind pro-file used in calculating the dispersed launch areatrajectories, the steeper the trajectories are; andthe steeper the dispersed trajectories, the moresevere the Range Safety wind restriction must beon launch day to have acceptable destruct criteria.Reducing the wind profile in calculating the dis-persed trajectories lessens the probability of ahold due to wind, but increases the probability thata normal vehicle will fly outside the limits definedby the dispersed trajectories. This in turn increasesthe probability that a normal vehicle will be de-stroyed. For those vehicle flights for which severelaunch area wind restrictions are required, it maybe necessary for the Range User to supply dis-persed launch area trajectories for two or threedifferent wind profiles. By so doing, the probabil-ity of a safety hold due to wind is thus reduced.

2A.2.4.3.1 Three-Sigma Steep Launch AreaTrajectory. The three-sigma steep launch areatrajectory should maximize Z as a function of X',where the azimuth of the X' axis must be specifiedby Range Safety for each program or group ofsimilar flights. The positive X' axis is directed



2-33

downrange from the launch point directly awayfrom the uprange impact limit line so the negativeX' axis intersects the impact limit line at right an-gles. In calculating this trajectory a head wind (ortail wind) blowing toward (or away from) the im-pact limit line, that is, blowing from (or toward)the positive X' direction, should be used. Thiswind profile should represent the worst conditionsfor which a launch would be attempted. If otherperturbing factors such as gyro drift or high thrustadd significantly to the uprange deviations causedby wind, these factors should also be included inthe calculations. The steep launch area trajectoryis a three-sigma trajectory in that, for any X', thevalue of Z along the three-sigma steepest trajec-tory would be greater than the corresponding val-ues of Z achieved by 99.865 percent of all normalmissiles subjected to the assumed head wind.

2A.2.4.3.2 Three-Sigma Lateral Launch AreaTrajectory. The three-sigma lateral launch areatrajectory should maximize Z as a function of Y',where the azimuth of the Y' axis must be specifiedby the Flight Safety Analysis Section for eachprogram or group of similar flights. When lookingdown-range, the negative Y' axis is laterally di-rected to the right with respect to the intendedflight line, the actual direction being perpendicularto the lateral impact limit line being protected. Incalculating this trajectory, a lateral wind blowingtoward (or away from) the impact limit line, thatis, blowing from (or toward) the positive Y' direc-tion should be used. This wind profile should rep-resent the worst conditions for which a launchwould be attempted. Other perturbing factors thatadd significantly to the vehicle lateral movement,

such as gyro drift, roll program error, and align-ment errors, should also be included in the calcu-lations. The lateral launch area trajectory is athree-sigma trajectory in that, for any Y', the valueof Z along the three-sigma lateral launch area tra-jectory would be greater than the correspondingvalues of Z achieved by 99.865 percent of allnormal missiles subjected to the assumed lateralwind.

2A.2.4.4 Fuel-Exhaustion Trajectory. For manyflights, a programmed thrust termination may bescheduled well in advance of fuel exhaustion. Toknow whether a potential safety problem can ariseif the vehicle should fail to cut off, trajectory datathrough fuel exhaustion are needed. For ballisticmissile flights, the information should be providedonly for the last stage in accordance with assump-tions mutually agreed to by the User and RangeSafety. For orbital flights the fuel exhaustion tra-jectory should be provided for the last suborbitalstage. The requirement should be met by extend-ing either the nominal or three-sigma maximum-performance trajectory through fuel exhaustion,depending on which produces a greater impactrange.

2A.2.4.4.1 Cruise Missile and Remotely Pi-loted Vehicles. The three-sigma high performancetrajectory should define the vehicle capabilitylimits in climbing to maximum altitude at themaximum possible rate. It defines at any time afterlaunch the limits of normality as far as impactrange is concerned. The three-sigma high-performance trajectory provides the maximumdownrange distance of the vacuum instantaneousimpact point (IIP) for any given time. In calculat-ing this trajectory, a tail-wind profile should beused that represents the worst wind conditions forwhich a launching would be attempted. For anyparticular time after launch, approximately 99.73percent of all normal vehicles (assuming a normalGaussian distribution) will have impact rangesless than the range achieved at that time by athree-sigma high performance mission.


APPENDIX 2BMALFUNCTION TURN DATA

2-34

2B.1 INTRODUCTIONThis appendix provides background informationand details about Range Safety malfunction turndata requirements. It is applicable to ballistic,space, cruise, and remotely piloted vehicles. Theturn data shall describe the turning capability ofthe vehicle velocity vector as a function of thrustvector offset or other parameters characterizingthe turns. This information is used to determinehow fast a vehicle or, more exactly, a vehicle im-pact point can deviate from the nominal if a mal-function occurs. Velocity vector turn data is re-quired only for the thrusting periods from launchup to a point in flight where effective thrust of thefinal stage has terminated or to thrust terminationof that stage or burn that places the vehicle in or-bit

2B.2 TURN DEFINITIONS

yaw turn - the angle turned in the lateral directionby the total velocity vector, not the angle turned inthe horizontal plane by the horizontal component

maximum turn capability - the envelope of themaximum-rate trim and all tumble velocity vectorturn angle curves for a given malfunction time,irrespective of how unlikely this rate is to occur.

trim turn - a turn resulting from a malfunctionthat causes the launch vehicle thrust moment tobalance the aerodynamic moment while impartinga constant rotation rate to the vehicle longitudinalaxis. The maximum-rate trim turn is the trim turnmade at or near the greatest angle of attack thatcan be maintained while the aerodynamic momentis just balanced by the thrust moment, whether thevehicle is stable or unstable.

tumble turn - the family of tumble turns that re-sults if the airframe rotates in an uncontrolledfashion at various angular rates, each rate beingbrought about by a different, constant value of thethrust vector offset angle or constant value of an-other parameter that defines the tumble turn

90 degree option - the turn produced by directingand maintaining the vehicle thrust at about 90 de-grees to the velocity vector without regard for howthis situation can be brought about

2B.3 MALFUNCTION TURN COMPUTATION REQUIREMENTS

a. Turning information need be computed forthe nominal or reference trajectory only.

b. In the various velocity vector turn computa-tions, it should be assumed that the vehicle per-formance is normal up to the point of the mal-function that produces the turn.

c. The effects of gravity shall be omitted fromthe final turn data calculations.

d. If pitch and yaw turn angles are essentiallythe same except for the effects of gravity, the yawturn angles may be determined from pitch calcu-lations that, in effect, have had the gravity compo-nent subtracted out at each step in the computa-tions

e. During the first 100** sec of flight both pitchand yaw turns shall be provided. After 100** sec,turns need be computed only in the yaw plane.EXCEPTION: During the first 100** sec of flight,when neglecting gravity, if the pitch and yaw turnsare the same, only the yaw turns are required.

f. Malfunction turn data are required for mal-functions initiated at even 4** sec intervals begin-ning 4** sec after first motion continuing for thefirst 100** sec of flight or through the first-stagethrusting phase and into the second-stage phasefor at least one time point, and at even 8** secintervals thereafter.

g. One possible difficulty needs to be mentionedin connection with calculating tumble turns foraerodynamically unstable missiles. In the highaerodynamic region it often turns out that no mat-ter how small the initial deflection of the rocketengine, the airframe tumbles through 180 deg orone-half cycle in less than the specified time pe-riod for which the calculations are to be carriedout. In such a case, if the computation is carriedout for the specified time period, part of the angleturned by the velocity vector during the first halfcycle is then canceled out during the second halfcycle of the turn. If only tumble turns were con-sidered in such cases, the conclusion would bereached that the vehicle velocity vector can turnthrough a greater angle in a shorter time periodthan it can in a longer time period. This is an un-acceptable conclusion from a safety view



2-35

point. The envelope of the family of tumble turnsmust rise continuously throughout the specifiedmalfunction time period. One generally acceptableway to satisfy this requirement is to compute tum-ble turn angles without considering aerodynamicforces. Although such a vacuum turn cannot actu-ally be simulated in the atmosphere by means of aconstant engine deflection, in all likelihood thereis some particular intelligent behavior of the en-gine that can approximate the turn fairly closely.If, however, vacuum tumble turns are consideredunrealistic and unjustifiable, other types of mal-functions must be considered.

h. The turn data shall be defined for a series ofmalfunction modes such as thrust vector offset.Turn data computations shall include a credibledistribution (range) of parameter values to demon-strate the variation of the turn characteristicscaused by each malfunction mode. If the turns canoccur as a function of more than one malfunctionmode (e.g., SRM thrust vector offset angle forthrust vector control failures and thrust dissipationtime for SRM nozzle burn through), turn data arerequired for each mode. Where possible, the sameset of malfunction modes shall be used for eachturn initiation time.

2B.4 TURN TRAJECTORIESAlthough velocity vector turning computations arenot required for the three-sigma maximum andthree-sigma minimum performance trajectories, amethod for applying the turn angles to these tra-jectories must be provided. The trajectory dataitems of paragraph 2A.2.2 must also be applied forthe trajectory used to start the turn computations,if this trajectory is not one of those provided inresponse to paragraph 2A.2.1 . Although desir-able, this trajectory need not be submitted in theformat described in EWR 127-1, Annex to Chap-ter 2, “Flight Trajectory and Data Manual.” Acolumnar or block printout is acceptable. In addi-tion, a complete discussion is required of assump-tions made, methods of calculation, and equationsused in deriving the malfunction turns.

2B.5 DETERMINING TYPES OFTURNS TO SUBMIT

In determining the maximum turn capability of avehicle, the usual procedure is for the Range Userto consider both trim turns and tumble turns, in

both the pitch and yaw planes. However, withRange Safety approval, the Range User may electto calculate turn rates using the 90-degree optionin lieu of trim and tumble turns. If the 90 degreeoption is ruled out, the criteria for each of the ve-hicle conditions listed in paragraphs 2B.5.2through 2B.5.4 should be used to determinewhether trim turns, tumble turns, or both shouldbe provided at each turn initiation time.

2B.5.1 90-Degree Option. In some cases, RangeSafety may accept turning angles or rates com-puted on the basis of the 90 degree assumptioneven though it is extremely unlikely for the mis-sile to achieve these turn rates. This option is usu-ally quite disadvantageous to the Range User,since larger turning angles (higher turn rates) leadto more restrictive destruct criteria. Such undulyrestrictive criteria could necessitate the revision ofa proposed flight plan that may otherwise havebeen allowed, or could result in somewhat earlierdestruction of an erratic missile.

2B.5.2 Condition 1: For Vehicles Aerodynami-cally Unstable at All Angles of Attack. Duringthat part of flight where the maximum trim angleof attack is small, it may be obvious that tumbleturns lead to greater turning angles. If the maxi-mum trim angle of attack is large, trim turns willin all probability lead to higher turning angles thantumble turns, and hence to more restrictive de-struct criteria.

a. If the Range User can state that the probabil-ity of flying a trim turn even for a period of only afew seconds is virtually zero, only tumble turnsare required.

b. If the Range User cannot so state, a series oftrim turns (that includes the maximum-rate trimturn) and the family of tumble turns shall be pro-vided.

2B.5.3 Condition 2: For Vehicles Stable at AllAngles of Attack

a. If the vehicle is so stable that the maxi-mumthrust moment cannot produce tumbling, but pro-duces a maximum-rate trim turn at some angle ofattack less than 90 degrees, a series of trim turnsthat includes the maximum-rate trim turn shall beprovided.

b. If the maximum thrust moment results in amaximum-rate trim turn at some angle of attack



2-36

greater than 90 degrees, a series of trim turns shallbe provided only for angles of attack up to andincluding 90 degrees

2B.5.4 Condition 3: For Vehicles Unstable atLow Angles of Attack but Stable at SomeHigher Angle of Attack Region

a. If large engine deflections result in tumbling,whereas small engine deflections do not, a seriesof trim and tumble turns should be generated asprescribed in paragraph 2B.5.2 for aerodynami-cally unstable missiles. NOTE: The same diffi-culty discussed in paragraph 2B.3.e with tumbleturns may arise here, namely, the envelope of thecomputed tumble turns may fail to rise continu-ously throughout the entire time period for whichthe calculations are to be carried out. In this event,either tumble-turn calculations neglecting aerody-namic forces or trim-turn calculations must bemade as discussed in paragraph 2B.5.2.

b. If both large and small constant engine de-flections result in tumbling, irrespective of howsmall the deflection might be, the turn dataachieved at the stability angle of attack, assumingno upsetting thrust moment, are required in addi-tion to the turn data achieved by a tumbling vehi-cle. NOTE: This situation arises because the sta-bility at high angles of attack is insufficient to ar-rest the angular velocity that is built up during theinitial part of a tumble turn where the vehicle isunstable. Although the missile cannot arrive at thisstability angle of attack as a result of the constantengine deflection, there is some deflection be-havior that will produce this result. If arriving atsuch a deflection program is too difficult or tootime consuming, it may be assumed that the vehi-cle somehow instantaneously rotated to the trimangle of attack and stabilizes at this point. If so,tumble turn angles may be used in Range Safetydestruct calculations during that part of flight forwhich the envelope rises continuously for the du-ration of the computation.

2B.6 TURN DURATION

The malfunction turn data (turn angle and veloc-ity magnitude curves) are to be provided at one**sec intervals, for at least 12** sec into the turn anduntil one of the following two conditions are met.NOTE: Various time intervals or time delaysmust be considered, since the delays that are builtinto the range safety destruct calculations depend

upon the accuracy, sensitivity, and type of pres-entation associated with a particular instrumenta-tion system as well as missile characteristics.

a. The vehicle reaches a critical loading condi-tion that will cause breakup.

b. The vehicle is tumbling so rapidly that theeffective thrust acceleration is negligible; for ex-ample, the projected vacuum impact point is nolonger moving significantly.

2B.7 TURN DATA FORMATMalfunction turn data shall be delivered in theform of graphs. Scale factors of plots must be se-lected so the plotting and reading accuracies donot degrade the basis accuracy of the data. In ad-dition, tabular listings of the data used to generatethe graphs are required in ASCII format files onfloppy disks with corresponding hard copies.

a. Velocity Turn Angle Graphs. For turn anglegraphs the ordinate represents the total angleturned by the velocity vector in degrees, and theabscissa the time duration of the turn in sec.

b. Velocity Magnitude Graphs. For velocitymagnitude graphs the ordinate represents themagnitude of the velocity vector in ft per sec andthe abscissa the time duration of the turn in sec.

2B.8 TURN DATA ITEMSThe following data items are required for eachmalfunction initiation time. The information thatdescribes the turn is required at intervals of onesec or less.

a. Velocity Turn Angle. One graph is requiredfor each malfunction mode at each initiation time.For tumble turns, each graph is to include the en-velope of all tumble turns for all possible constantthrust vector offset angles (or other parameter). Inthis case, plots of the individual tumble turncurves that are used to define the envelope arerequired on the same sheet with the envelope. Fortrim turns, a series of trim turn curves for repre-sentative values of thrust vector offset (or otherparameter) is required. The series of trim turncurves shall include the maximum-rate trim turn.

b. Velocity Magnitude. Either total velocitymagnitude or incremental change in velocity mag-nitude from time of malfunction can be presented,although the incremental change in the velocity isdesired. For each thrust vector offset angle (orother parameter), the point on the velocity graph



2-37

corresponding to the point of tangency on thetumble turn-angle envelope shall be indicated. Fortumble turns, velocity magnitudes are required ingraphical form as a function of time for eachthrust vector offset (or other parameter) used todefine the tumble turn envelope.

c. Vehicle Orientation. If the vehicle has thrustaugmenting rocket motors, then the vehicle atti-tude (in the form of the angular orientation of thevehicle longitudinal axis) as a function of timeinto the turn is required for each turn initiationtime.

d. Onset Conditions. The vehicle state at thebeginning of the turn, including the thrust, weight,and state vector (including velocity magnitude)shall be provided for each set of curves.

e. Breakup Information. The Range User mustspecify if the vehicle will remain intact throughoutthe turn. If the vehicle will breakup during a turn,then the point (time) for which vehicle breakup isexpected to occur must be indicated. The time intothe turn at which vehicle breakup would occur canbe a specific value or a probability distribution fortime to breakup.

f. Probability of Occurrence. The distributionfor the probability of occurrence for the value ofthe parameter defining the turns (thrust vector off-set, etc.) must be defined for each parameter (as afunction of turn initiation time if the distributionvaries with time). Also, information defining howthe probability distribution was determined mustbe provided.

2B.9 VELOCITY VECTOR TURN DATA FORCRUISE MISSILES AND REMOTELY

PILOTED VEHICLESa. From launch or drop until cruise altitude is

reached, this information is required to provide ameans of determining the maximum angle throughwhich the missile velocity vector can turn in theevent of a malfunction. The maximum anglesturned for time intervals up to about 30** sec induration are required. (The actual times will de-pend on the delays included in the FTS as well as

other factors). Both pitch and yaw turns should beinvestigated and the larger presented. It should beassumed that the missile has followed the nominaltrajectory up to the point of malfunction that pro-duces the maximum-rate trim turn. Thereafter, itshould be assumed that the missile is trimmed tothe maximum air load that the structure can stand,or that the missile is flying out of control in anattitude that produces maximum lateral accelera-tion (for example, a near ninety degree bank witha maximum pitch turn). During the launch phase,the missile may not be able to fly for 30** secunder these extreme conditions. In this event, itshould be assumed that the missile is turning atthe maximum rate for which these flight condi-tions can be maintained for required time duration.A complete discussion of the methods used in thecalculations must be provided. This discussionshould include assumptions made, types of mal-functions considered, forces producing turns,equations used, and sample computations.

b. During the cruise phase, the maximum turncapability of the velocity vector as a function ofaltitude is required. Rates should be based onnormal missile weights and the expected cruisingspeeds at each altitude. For this phase of flight, thedata may be expressed in the form of maximumlateral accelerations, if desired. A complete dis-cussion similar to that requested for paragraph2B.9.a is required. Also required are the maximumturn capability that the guidance system and theautopilot can command during the cruise phase.

c. A cruise missile may be boosted from thelaunch pad by separable rockets or by a boostermotor that is an integral part of the missile. Whilethe booster motor is thrusting, the missile mayperform more as a ballistic missile or space vehi-cle than as a cruise missile. In such cases, maxi-mum turning capability data during the boostphase will be required as specified in paragraph2B.5 rather than as specified in paragraph 2B.9.a.For each missile program Range Safety will indi-cate which procedures are to be used in computingmalfunction turn data during the boost phase.


APPENDIX 2CFRAGMENT DATA

2-38

2C.1 INTRODUCTIONFragment listings and characteristics for all po-tential modes of vehicle breakup are required. At aminimum, the following modes of vehicle breakupshall be considered: (1) breakup due to FTS acti-vation, (2) breakup due to an explosion, and (3)breakup due to aerodynamic loads, inertial loads,and atmospheric reentry heating. Fragment data isrequired up to thrust termination of the last stagethat carries a destruct system. All fragments shallbe included; however, similar fragments can beaccounted for in fragment groups.

2C.2 DESCRIBING FRAGMENT GROUPSA fragment group is one or more fragments whosecharacteristics are similar enough to allow all thefragments to be described by a single "average"set of characteristics. The following information isprovided to aid in determining fragment groups:

a. Fragment type: All fragments must be of thesame type (for example solid propellant, explo-sive, or inert), including whether or not propellantfragments are burning following breakup.

b. Ballistic coefficient (beta): The maximumbeta in the group should be no more than about afactor of three times the minimum (except for verylow beta fragments where betas ranging from nearzero to about 3 psf can be grouped together).

c. Weight: If the fragments contain propellantthat is burning during free fall the maximumweight of propellant in a fragment group shouldbe no more than a factor of 1.2 times the minimumweight of propellant. The fragments included in agroup should be such that the kinetic energies(KE) based on terminal velocity (KE = 13 x W xbeta, ft-lbf) are within the following guidelines:- Fragments having KE < 35 are grouped.- Fragments having 35 < KE < 100 are grouped.- Fragments having 100 < KE < 6,200 should begrouped so that the maximum fragment KE isno more than about three times the minimum.- Fragments having 6,200 < KE < 33,670 shouldbe grouped so that the maximum fragment KE isno more than about three times the minimum.- Fragments having 33,670 < KE < 74,000 shouldbe grouped so that the maximum fragment KE isno more than about three times the minimum.- Fragments having 74,000 < KE < 1,616,000should be grouped so that the maximum fragment

KE is no more than about three times the mini-mum.- Fragments having KE > 1,616,000 are grouped.

d. Velocity perturbation: The maximum ex-pected destruct explosion or pressure rupture in-duced velocity in the group should be no morethan a factor of 1.2 times the minimum inducedvelocity.

e. Projected area: For explosive fragments, therange of projected areas should be controlled byrequiring that the maximum value of the weight ofpropellant at impact is no more than a factor oftwo times the minimum (however, if the propel-lant is burning during free fall the factor is 1.2).There is no limit on the range of projected areasfor inert fragments.

2C.3 FRAGMENT DATA ITEMSThis paragraph provides a description of the dataitems required for each fragment or fragmentgroup for each potential mode of vehicle breakup.The variation of the fragment characteristics withflight time shall be defined. Normally this is ac-complished by specifying multiple fragment lists,each of which is applicable over a specified periodof flight.

a. That fragment that, in the absence of winds,is expected to travel a maximum distance, and thatfragment(s) that, in the absence of winds, is ex-pected to travel a minimum distance shall be in-cluded.

b. Fragment group namec. Number of fragmentsd. General description(s) of fragments such as

part/component, shape, dimensions, figuree. Breakup Altitude. For breakup due to atmos-

pheric reentry, the altitude at which breakup isexpected to occur shall be provided.

f. Ballistic Coefficient (beta). Nominal, plusthree-sigma, and minus three-sigma values (psf)for each fragment or group; including graphs ofthe coefficient of drag (Cd) versus Mach numberfor the nominal and three-sigma beta variations foreach fragment or group. Each graph shall be la-beled with the shape represented by the curve andreference area used to develop the curve. A Cd vsMach curve for axial, transverse, and tumble ori-entations (when applicable) shall be provided forfragments not expected to stabilize during free-fall



2-39

conditions. For fragments that may stabilize dur-ing free-fall, Cd vs Mach curves should be pro-vided for the stability angle of attack. If the angleof attack where the fragment stabilizes is otherthan zero degrees, both the coefficient of lift (CL)vs Mach number and the Cd vs Mach numbercurves should be provided. If available, equationsfor Cd vs Mach curves should be provided. Thedifficulty of estimating drag coefficient curves andweights for vehicle pieces is fully realized. If thiscannot be done satisfactorily, an estimate of thesubsonic and supersonic W/CdA for each majorpiece may be provided instead. In either case,three-sigma tolerance limits shall be included forthe drag coefficients for the maximum and mini-mum-distance pieces.

g. Weight per fragment. Include the possiblethree-sigma weight (lb) variation for the fragmentor group. NOTE: The fragment data must ap-proximately add up to the total weight of inertmaterial in the vehicle plus the weight of con-tained liquid propellants and solid propellant thatis not consumed in the initial breakup and/or con-flagration.

h. Projected area per fragment (ft2). Include theaxial, transverse, and tumbling area for the frag-ment or group. This information is not requiredfor those fragment groups classed as uncontainedpropellant fragments (as described below).

i. Estimates of the maximum incremental ve-locities (ft/sec) imparted to the vehicle pieces dueto FTS activation, explosive and/or overpressureloads at breakup. The velocity is normally as-sumed to be Maxwellian distributed with thespecified maximum value equal to the 97th per-centile. If the distribution is known to be signifi-cantly different than the Maxwellian, the correctdistribution is required (including if the specifiedvalue should be interpreted as a fixed value withno uncertainty).

j. Fragment group type:Type 1 = inert fragments; for example, no

volatile type material that could be burning orcould explode

Type 2 = uncontained solid propellant frag-ments; for example, solid propellant exposed di-rectly to the atmosphere and will not explode uponimpact

Type 3 = contained propellant fragments; for

example, propellant that is enclosed in a container,such as a motor case or pressure vessel, and willnot explode upon impact

Type 4 = contained explosive propellantfragments; for example, propellant that is enclosedin a container, such as motor case or pressure ves-sel, and will explode upon impact

Type 5 = uncontained explosive solid propel-lant fragments; for example, solid propellant ex-posed directly to the atmosphere and will explodeupon impact

k. Casualty area per fragment (ft2). The casualtyarea per fragment shall be based on a fragmentfalling vertically at impact, and should reflect thecredible fragment orientation giving the maximumprojected area.

l. Vehicle stage where fragment group origi-nated

m For those fragment groups defined as uncon-tained propellant fragments, contained propellantfragments, and explosive fragments, an indicationas to whether or not the propellant fragments areburning during free fall.

n. For those fragment groups defined as con-tained propellant fragments, explosive or non-explosive, the initial weight of contained propel-lant (lb) and the consumption rate during free fall(lb per sec). The initial weight of the propellant ina contained propellant fragment is the weight ofthe propellant before any of the propellant is con-sumed by normal vehicle operation.

o. Diffusion and dispersion of any fragmentscontaining toxic or radioactive materials and theradiation and exposure characteristics

2C.4 RESIDUAL THRUST DISPERSIONIf an upper stage can be ignited as a result of FTSactivation on a lower stage, sufficient informationis required to evaluate the effects and duration ofthrust, and the maximum deviation of the impactpoint that can be brought about by this thrust. Theexplosion effects on remaining fuels, pressurizedtanks, and remaining stages are required, particu-larly with respect to ignition or detonation of up-per stages if destruct action is taken during theburning period of a lower stage. For each thrustingor non-thrusting stage having residual thrust capa-bility following FTS activation provide either thetotal residual impulse (lb-sec) imparted after



2-40

"arm" and "destruct," or the full-residual thrust(lb-f) versus time (s). Otherwise, a detailed analy-sis that clearly shows the stages are not capable ofthrusting after FTS activation is required.


APPENDIX 2DJETTISONED BODY DATA

2-41

2D.1 GENERAL DATA REQUIREMENTSThe following data shall be provided for each jet-tisoned body:

a. The nominal impact point. The nominal im-pact point (or aiming point) for each jettisonedbody shall be given in terms of geodetic latitudeand longitude in decimal degrees, and range (nm)from the pad. Computations shall be made for anellipsoidal rotating earth taking into account dragand, if applicable, lift.

b. The number of fragments resulting from aspecific scheduled jettison. If the jettisoned bodyis expected to break up during reentry, an estimateof the number of pieces, their approximateweights, cross-sectional areas, ballistic coeffi-cients and their impact ranges are required.

c. Jettison flight time (sec), total weight (lbs)jettisoned and weight per fragment (lbs), referencearea per fragment (ft2), and the best estimate ofCd vs Mach number (preferred) or subsonic andsupersonic W/CdA for each stage or piece. TheCd vs Mach number data are to be provided ingraphical and tabular format for the nominal, mi-nus three-sigma and plus three-sigma drag coeffi-cients and shall cover the range of possible Machnumbers from zero to the maximum values ex-pected during free fall. Also indicate whetherbodies are stable and, if so, at what angles of at-tack. For pieces that can possibly stabilize duringfree flight, drag coefficient curves shall be pro-vided for the stability angle of attack. If the stabil-ity angle of attack is other than zero degrees, bothcoefficient of lift (CL) vs Mach number and Cd vsMach number curves shall be provided. Statebriefly how drag curves were determined.

d. The three-sigma uprange-downrange (nm)and crossrange (nm) impact dispersions and theazimuth orientation of the dispersion major axis(degrees clockwise from true north), assuming anormally functioning vehicle. Three-sigma windeffects acting upon the descending body or piecesmust be included in the dispersion area. A briefdiscussion of the method used to determine dis-persions is also required. The magnitude of thewind contribution in the total dispersions is re-quired.

e. Impact ballistic coefficient (psf).f. Maximum possible impact range of each im-

pacting stage or reentry vehicle for a missileburning to fuel exhaustion.

2D.2 REENTRY VEHICLE DATAThe items below are required either in records 23,24, and 25 of the trajectory or with general vehicledata:

a. Type of reentry vehicle (RV) (ablation or heatsink) and ablation tables when applicable. Theablation table is a listing of Mach number or alti-tude vs the ratio W/Wo, where W equals the in-stantaneous RV weight during reentry and Woequals the vehicle weight before ablation.

b. The RV weight before ablationc. A table of RV drag coefficient versus Mach

number of altituded. RV aerodynamic reference area associated

with the drag coefficients

2D.3 SMALL UNGUIDED ROCKETS ORPROBE VEHICLES

Three-sigma range and cross-range dispersions arerequired for each stage, separable fragment orcomponent, and payload. Since the magnitude ofthese dispersions may determine whether a de-struct system deviation or waiver will be grantedor the extent to which shipping must be clear ofimpact areas, a careful analysis is essential. Thefollowing factors should be considered in deter-mining three-sigma impact dispersions about pre-dicted impact points: Variation in thrust, error indrag estimates, thrust misalignment, fin and bodymisalignment, variation in weight, variation inignition times of stages, impulse errors, tip-off andseparation perturbations, errors in wind velocitymeasurements, error in launcher setting, and othersignificant perturbing influences. The three-sigmavariation in each factor shall be provided in tabu-lar format in addition to the extent to which eachfactor displaces the impact point of each stage inthe downrange and crossrange directions. The to-tal impact dispersion is then computed by a statis-tical combination of the individual displacements.A brief discussion of the assumptions made,method of analysis, and method of computation isrequired. The extent to which the three-sigma im-pact dispersion areas change with quadrant eleva-tion angle is also required.

RANGE SAFETY FLIGHT ANALYSIS DATA REQUIREMENTS · Published by the Range Safety Office Patrick Air...

Documents

Transcript of RANGE SAFETY FLIGHT ANALYSIS DATA REQUIREMENTS · Published by the Range Safety Office Patrick Air...