REPORT ON RADAR TESTS AT WHITE SANDS PROVING GROUNDS, N.M.

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP78-03639A001200040001-7
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 57
• Document Creation Date: December 27, 2016
• Document Release Date: October 18, 2012
• Sequence Number: 1
• Publication Date: January 1, 1952
• Content Type: REPORT

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CONFIDENTIAL
A-5
REPORT ON RADAR TESTS AT WHITE
SANDS PROVING GROUNDS, N.M.
January, 1952
JOB NO.
BOX NO.
FOLDER NO.
TOTAL DOM NERE.414
CONFIDENTIAL
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CONFIDENTIAL
mente.
REPORT ON TESTS OF THE RADAR DETECTABTLTTY
OF LOW-ALTITUDE, PERSONNEL CARRYING BALLOONS
=DUCTED DURING JANUARY 1952
AT TBE WHITE SANDS PROVING GROUNDS,
LAS CRUCES, NEW MEXICO
PROJECT 171
Report No. 1084
25 February 1952
Prepared by
Approved by
rANFIEVNTIAI
25X1
Engineer in Charge 0,
Balloon Operations
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vvimULII ItiL tiitk:retelr
LIST OF DRAWINGS AND PHOTOGRAPHS
A-20741-C
Time/Altitude Curve
Flight No, 671
?
A-20731-C
Time/Altitude Curve
Flight No. 672
?
A-20739-0
Te/Altitude Curve
Flight No. 673
A-20732-C
Time/Altitude Curve
Flight No. 676
A-20734-0
Time/Altitude Curve
Flight No. 679
A-20711-D
Ground Track
Flight No. 671
A-20713-D
Ground Track
Flight No. 672
4-20740-D
Ground Track
Flight No. 673 ?
A-20770-D
Ground Track
Flight No. 676
A-20708-D
Ground Track
Flight No. 679
A-20737-D
Range/Time for Radar
Tests Composite Plot
A-30262-B
High-Prespure Inflation Manifold
3190 Photograph. Layout of Flight No. 671. Note Radar Target in lower
lefthand corner of photo. Filled ballast bags appear to the left.
Balloon is tied down to jeep by two nylon lines.
3193 Photograph. Close-up of the tie-in of the top of the parachute to
ring in the side of the balloon. Tie-in consists of four strands of
20f linen cord. A pull of 80# is thus required to free the top of the
chute 'from the balloon.
3197 Photograph. Gas bubble beginning to form during inflation.
3205 Photograph. Gas bubble in the top of the balloon during early stages
of the inflation. Dark spot near the center is the valve used to
release gas to initiate and control descent.
3212 Photograph. Un-reefed balloon being inflated in 15-20 knot wind.
Notice Ile ?sailing? of the balloon and the angle relative to the
ground even though the balloon had approximately 150f of lift at
this stage of the inflation.
3213 Photograph. Hand reefing a balloon by clasping one's arms around the
center. Sail area can be controlled by this method until the lift of
of the balloon gets up to about 100.
3224 Photograph. Partially inflated balloon on Flight No, 672. Conditions
are calm and the balloon stands erect although the lift is small.
FIDENTIAL
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3204 Photograph. Final stage of inflation. Balloon is erect and full enough
to remain free from "sail" effects.
3216 Photograph. Flight No. 672 fully inflated and ready for final rigging
and launch. Note polyethylene rain shield covering parachute.
3192 Photograph. Night inflation and launching. Balloon is tied to the rear
bumper of a passenger car. Harness is already in place and is being
rigged.
3194 Photograph. Rigging of the special harness containing no metal which
was used on Flight No. 679.
3218 Photograph., Pilot tying on harness for Flight 1700 6790 1200# test
nylon lines were used in place of buckles and dee rings. "Sausages"
are ballast bags.
3223 Photograph. Final inspection and rigging of Flight No. 679.
4/15/52
rniumn\rritu
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TABLE OF CONTENTS
Section
I. Purpose of the Tests
Page
1
H.
Equipment Tested
1
A- Radnr ? ? . ? ******** ?
0 C
.....
B - Balloons
2
C - Flight Gear
3
D - Inflation Gear
4
III.
Conclusions ..... ? . . . ...........
5
A Radar Capabilities .........
5
B Training of Personnel ? ..... .. ....
.....
5
C Interim System Balloon and Equipment ......
?
?
. ?
6
D Operational Techniques
6
E - Forecastability ....... . ? ? ? ?
....
7
IV.
Recommendations
7
Re-desiga of Balloon and Equipment
7
B - Development of High-wind Inflation Technique
7
- Re-design of Inflation Equipment
8
D Fbrecastability Study
8
Appendix A
Appendix B
Appendix C
Appendix D
Flight Summaries
Time/Altitude Curves
Radar Traces
Equipment Modifications
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REPORT ON
THE RAM DE=TABILTIri O LOW4LTI701B, PARSONEM-CARRYING BALLOONS
COMMTM DURUM JAEUARE 1952 fa TEM WHITE SAWS PROMAG GROIREDS,
LAS UCM, W IMMO
I. oshe
A aeries of nine test balloon tli hts Tv-ere carries. out at the White Sands
Proving Grounds for the primary purpose of determining the detestability of
men-ca.rrying balloons .trith different radars. Paso investigated was the effect
o detects.bility of varying the amount of metal' in the balloon and eqtligment.
secondary objectives of the tests were the training of personnel in balloon
handling; launching, and flying; testing the Interim System gear under field
con.ditiom; proving the leak-free qualities of the MU balloons; eno. a demon-
strati= of the ability of the system to make flights with a fipecigie desired
trajectory and terminating at a preselected objective.
IL lAgyi t Tested
A. Radar. Equipment
The primary reflex units used in ell the test flights wire the tracking
radar sets illStalled at "C" station; White Sands Proving Grounds (Refer to maps
Drawing No. A-20713-D). The snecifications which follow apply directly to
flight No. 679, but may be considered representative values for the other flights.
1. Radar No. 1, an 3-band. set designated bT-012 by the Ary, operated at
a peak power of 175 kw at a frequency of 2840 mc. Dish diamet43...r 1.-as 10 feet;
, bean angle, 2.24 degrees; horizontal polarization and a parabolic antenna
2. Radar, No. 59 an s-band set with the ft.rory designation lera2? operated
a peak power of 130 kw at a fresuency of 9310 mc. Dish diameter was 6 feet;
beam angle? 1.3 degrees; horizontal polarization; and parabolic antenna
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It should.. be pointad out that the above radar sets are designed for Llasua
operatiens only and are not suitable for search werk. Normally, the tart must
first be found visually or by a search radar unit. Once the target has been
found, however, the sets will track automatically if the return signal is strong
, enough. If the signal is too weak to track in automatic, the set can be made
to track in remote by the radar operator who adjusts the set (varying range and
bearing) to maintain the =dont "pip" on the &-scope. A annually-operated
'optical tracker coupled to the radar can also be used to give direction and
elevation angle data.while the radar set determines range and signal strength.
Ordinarily, the radar sets at "C" .station are used to track rockets
varying in length from three feet to 30 or ho feet. These rockets can be
tracked to =tit= ranges up to 175,000 yards or aboat 100 miles.
3. An sag-584 3-band search radar was available here at the Desert
Weather Station and was used on three of the test flights. The sag-584 v.ras
equipped with both anA-scope and a PPI scope and could thseefore be used for
search type operations. Ordlavelly? this set is used to track an aluminum-foil
target carried aloft by a nibal balloon to determine upper winds.
4. Lin SE-lkiptrtibla search radar unit was also made exailable for test.
Although net ready. for the initial flights, it was available for later tests.
This set was also egpipped with the A-scope as well as with the On. An -
automatic camera was provided to photograph each successive sweep of the PPI
scope. Later these pictures can be projected at high speed to. determine whether.
or not any of the ."pips" on the scope were inuring. Operating freauency Of the
SX-1M was from 192.5 mc. to /95.0 mc.
B. Balloons
The balloons used on the tests were standard Tatertu System balloons
with the exception oft. special valveless balloon used in the basic tests to
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determine the capabilities of Fader against the man and balloon in the complete
absence of Lietal.
Type 01,251 Balloons 'Uwe used on all radar tests. Briefly, these balloons
are 25 feet in diameter and have a volume of 8000 cu. ft.- The polyethylene
envelopes ranged in thickness from 34- mil nuking material to 2 and 2i mil Plax
material. All balloons had #890 hi-strength (5?7 test) glass filament load
tapes.
One Q251 vas modified for a radar test by removing the steel load ring
end substituting a plywood ring in its place.
A special Gi251 was built for the rube' tests. Because a suitable
non-me.tallie valve was not available, this balloon vas simply constructed with
a solid top pyla no valve. Control to a limited degree could be secured by
pulling off a tape patch in the top of the balloon, leaving a hole one inch
square. gave more or less a "one-esy ride" down althougki descent could
be controlled by ballast.
A type M207 balloon iedenty foot diameter and 5500 Cu. ft. was used
on a training flight. envelope thickness Nsis lnal; tapes were J40 rayon
fibre (200/1n.).
C. Fli t Gear
All flight gear was standard Interim System except on flights no. 676
and 679.
The prieeipal modifications to the equipment on flight no. 676 were in
the suspension system, the suspension bar being replaced by a wooden equivalent.
Mnergency release slas provided by a nylon line which could be cut with a small
knife or razor blade to disengage the harness and parachute from the balloon.
The harness was standard; the metal cup and barograph were eliminated, however,
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to redece the metallic content of the system as a Vilole Thin equipment was
noun on the aforementioned balloon with the wooden load ring.
For the stripped down test in the complete absence of metal, a special
harness
was constructed which was tied on with nylon loOps instead of metal
buckles. The plywood seat vas laced to the harness, and the parachute shroud
lines were tied directly to the loop in the upper ends of the harness risers
to elieginete connector links sod snaps . Ballast was carried in 45 lb., capacity
bags we's of polyethylene tubing and #880 tape. The wooden suspension system
and load ring were removed :?ron the equipment on flight no. 676 and installed
in the special waveless balloon.
D. Inflation Gear
Helium was. used. as the lifting gas on all flights. It was roma that
thirty standard cylinders could be transported. quite really on a 2i? ton 6216
truck and that this amount of gas (6600 au. ft.) Imo adequate for all fai ts.
The inflation 12Foni fold was of the double straight line VI:se with
12 pairs of outlets. en extra outlet for attaching a gauge could also be used
with a helium cylinder so that either 24 or 25 cylinders could be manifolded
tother at one time.
Annealed copper pig tails provided a flexible connection between the
isetividual cylinders era the manifold.
A one-inch diameter low pressure hose (bursting strength e. 1000 psi)
was used. between the manifold and the balloon. A new diffuser of greatly de-
creased length was constructed in the field and. used on the later flights
(no. 677 upwards).
Because of the age of the manifold and the thet that it could not be
sealed against leek.s at high pressure, the mardrold valve was left wide open
at all times and. the flow of controlled by the valves on each individual
cylinder.
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III. Conclusions
A. Radar Capabilities
The radar tests at W5P6 indicate that if the amount of meta/ in the
system is kePt at a minfcmum (on the order of that in the present Interim S'yatera)?
thirty miles is the maximum range at Tibial, a high-powered tracking radar set
?-trorking on X or S-band can track. Twenty miles is the 'min= range for 5-band
search radar and ten miles is the maximum range for lair-frequency 1192.5 mc.)
search Unita .
It was general4 agreed by the radar people at TSSPG? that it would be
practically impossible to detect end identify the lIcillocm on a search radar
set without prior Inaowledge as to its presence and position. Although tye. eking
radar can do CEMite lien becausa of its hi pottler and. narrsra beam, .it is quite
Useless for Search purposes'.
Variations in the petallie content of the system did not produce any
significant changes% in the ability of any of the radar sets to track; the
stripped-doen gear made almost the Same quality target as the standard Interim,
System except that the signal. Strength was not subject to variations due to
metal parts rotati g into position to become good reflectors. .The opinion
expressed by the radar people xPas that they were tra.cking the man? a body and
the surface of the balloon and. not pieces of meta/.
B. .?fraining of Personnel
TOO of the pilots sent to MPG may be considered adequately trained, to
make routine operational flights using the standard Interim System, having
satisfactorily demonstrated proficiency in all phases of layout, inflations,
rigging, neigh-off, night, drag-roping and. landing techniques, trader both
dayligat and. might-time conditions..
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The third pilot, having reade only one flight, and assisted in three
launchings, may be considered sufficiently well acquainted with the system to
ink? realistic plans for its use, and if necessary could supervise the operation,
although further instruction in the form of one or two more flights would be
desirable.
C. Interim System Balloon and Zvi mut
The Interim System balloon is now satisfactory and. can be relied upon
to give consistent flights with an average ballast consumption of one lb./kr.
or less. A13. control features are adequate.
The Interim System harness end equipment are also adequate, although
a quick-adjusting feature may be desirable. The harness, itself, is comfortable
but the need for adequately warm clothing should be stressed.
The present inflation equipment is inadequate except for the "square'
diffuser. The manifold needs re-design to provide lighter weight, greater
flexibility, and better leak-free qualities.
D. Operations/ Ttichniques
The present system of inflation is adequate if surface wind gusts do
not exceed 15 knots prior to inflating the balloon WA full. Above 70% full,
the limiting velocity is 20 ?mots. However, a reefing or holding teehvoque
is needed to permit inflation during stronger winds (up to 30 knots) or ease
the problems of inexperienced personnel who may use the system even in lighter
winds
Present weigh-off, launching, in-flight, drag-roping, and lending
techniques are satisfactory and no changes are necessary.
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Page
E. ForecastabilitY
For short flights up to 50 miles, adequate forecasting can be done by
visual observation of small pibal balloons sent up a few hours before take-off.
The selection of the launching site can be based upon the result of the pibal
soundietgs. The error in the final landing spot is less than 1 or Within
5 miles of a pre-selected site on a 50 mile flight.
For longer flights us) to 200 miles or more, better data in the form
of a current upper air sotmding is needed. Further flights and more data are
needed, to determine accurately the percentage error on long distance flu
-41
ts
but it is believed that this error will also usually be less then 10 percent.
IV. Recommendations
A. Redesign of Balloon and Equipment
To insure a mirdmum target for radar to spot, the interim System
should be redesigned to eliminate metal wherever practical. Long development
and testing programs are unnecessary.
Suggested changes include a plastic valve, plywood load ring, wooden
suspension bar, revised drag rope pack, rip cord assembly and the substitution
of smaller harness snaps and dee rings. These items will be incorporated as
soon as practicable.
B. Developeent of High.wind Inflation Technique
In order to enable small plastic balloons to be inflated in surface
winds with gusts to 25 knots, it is believed that a reefing technique for the
3.ouar portion of the balloon will prove the most adequate as it prevents the
foesnation of large sail areas and reduces whipping of the envelope. Restraining
techniques are believed to be unsuitable because all of them require the re-
straining force to be applied on a--irwt11 portion of the balloon resulting in
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stress concentrations end 1;:ta1timete etretching and failure of the envelope.
Such systems also require a great eleal of manpower and increase inflation time.
A modification .of the reefing technique as developed by other balloon
projeets 'Wald be the use of a larepar sleeve with a lire rimming from the top
of the sleeve tv to a dee ring and back down to the wound to provide control
of the position of the sleeve and prevent its falling to the ground..
C. Be-desiga. of Inflation Bquipment
A multiple-section manifold with a single straight line -pipe and X-type
couplings is recoamended. Each section should provide for manifold:a' tg 12
cylinders ??r,ogetber and the seetions ohemselves should be capable of being
cowled together by a high pressure hose to give a single manifold capable of
hanaling 12, 24, 36 or 143 cylinders at one time arranged in various caralin-
atiens of rows and stacks. (See )rawing no. A-30262-B for manifold and layouts).
D. Forecastability study
n all future flights, regardless of proposed length end duration, the
pilot should be eauipped with a chart showing the forecast trajectory and. a
table showing all upper winds along the route, as well as a pre-determined
night plan indicating the proper levels et which to fly at different times
to maintain the desired trajectory.
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Fit. No.
Set No.
1
RADAR SUMMARY
Freq./ 0)
Peak Output Kw
EPQr12
2875
9310
4PQ-12 s 2877

-
4PG-2 X 9310
-,
MPQ-12
MPG-2 Ii
2875
2875
General:,,
Beam angle of MP12 (S-band) 2.15?
Beam angle of DPG-2 (X-band) = 1.40
Dish Diameter of MPCa-12 (S-band) 10 ft0
Dish Diameter of 4PG-2 (X-band) = 6 ft.
All sets have horizontal (plane) polarization
A-band feeds .
Type: Resonant cavity double slot AN 206 offset 0.40; 9000 to 9600 me.
? S-band feeds
Type: Resonant cavity double slot WA 584 - 10H crossover of 80V
Rangts:__
A - Maximum range gates will run out to:
? S-band - 384,000 yds.
X-band 192,000 yds.
B - Working range - good target's, reflective tracking
S-band - 100,000 yds.
X-band 80;000 yds.
C - With beacon - limited only by rArge gates and line of sight.
I. I, ,?? I?
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APPENDIX A FLIGHT 'SUMMARIES
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FL/GET SUMMARY
Flight Ho.: 671 Balloon Serial Ho.: 131
Date: 10 Jan 1952 Launching Time: 1426 MST Balloon Type: 251P-CDH Wt.: 37 1/2
Pilot: AE
Purpose: Interim System Test. Radar vulnerability test.
Gross Load: 341 1/2 lbs. Load on balloon: 304 lbs.
Maxim= altitude: Woo ft. Initial theoretical altitude: 14,500 ft.
Performance: Ballast consumption less than 1.0 lb/hr.
Landing: where? 1/2 mi. north hiway 70 when? 1513 MST
Success: yes; duration of flight - 47 min.
Equipment and weights: Radar units tested:
Balloon 37 1/2 I. "C" station
Harness & chute 45
Pilot 155 1. MPQ 12
Ballast 12a 2. MPG 2
Or. Wt.
? 340 1/2 lbs. II. Desert weather station
1. SCR 584
25 cylinders of helium used for inflation.
Rigging method: standard interim system except that shovel was not included.
A folding radar target was carried and dropped when the desired floating level
of 400Dft. above the radar (8000 ft. above MSL) was reached.
grities: Launching crew of the pilot and three assistants experienced some
difficulties during inflation due to an extremely variable 10-15 knot wind and,
the lack of an inflation hose, the polyethylene infl tic= tube being substituted
in lieu of the hose (see photo no. 3204) . Despite a small hole in the side of
the balloon (about 1 ft. below the equator) no ballast was dropped to maintain
altitude and balloon may be assumed to have been gastight. Floating maintained
with slack balloon at 8000 ft. MSL and at 4500 ft MSL although pressure ceiling
was 14,500 ft. Landing routine in 15 MPH surface wind. All interim system equip-
ment functioned satisfactorily. For track and radar data see dwg. no. A-20711-D.
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FLIGRif SIRMARY
Flight no.: 672 Balloon Serial no.: 134
Date: 11 Jan. 1952 Launching Type: 251P-CDR Weight: 37 1/2 lbs.
Time: 1426 MST
Pilot: DSW
Purpose: Meaoure max. range of radar; check out new pilot
Gross load: 388 1/2 lbs. Load on balloon: 351 lbs.
Maximum altitude: 8500 ft. Initial theoretical altitude: 10,800 ft.
Performance: Ballast consumption less than 1.0 lbs/hr.
Landing: where? 3 mi. south of Rolloman AFB when: 1634 MST
Success: Yes; duration of flight m 2 hrs. 08 min
Equipment and weights: Radar units tested:
poon
ilot
Harness & chute
Very pistol &
flares
Ballast
Gr. Wt.
37 1/2 lbs. I. "C" station
185
45 1. MPQ 12
2. MPG 2
6
388 1/2 lbs.
II. Desert weather station
28 Cylinders oflielium used for inflation
1. SCR 584
litirga_ method: Standard interim system. Very pistol and flares carried for
emergency Dae. Radar target was ROT carried.
Critique: Excellent inflation due to use of proper hose and the existence of
calm surface conditions. Launching crew of pilot and two assistants.. Pilot
maintained desired floating altitude of 80aDabove MSL without difficulty. Balloon
very tight requiring less than 1.0 lb/hr. ballast. Pilot drag roped five miles
before landing because of approaching high tension wires. Landing was routine
in 10 MPH surface wind. For track and radar data, all see dwg. A,20713-B.
?
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FLIGHT SUMARY
Flight No: 673 Balloon Serial No: 26
Bats: 15 Jan. 1952 Launching
time: 08307ST
Type: 251P-BDR Weight: 23 lbs.
Pilot: SFR
Purpose: Measure max. effective range of radar; check out nets pilot.
Gross load: 394 lbs. Load on balloon: 371 lbs.
Maximum altitude: 10,000 ft. Initial theoretical altitude: 9,900 ft.
Performance: Ballast consumption less than 101b/hr.
Landing: where 2 at RE Escondido, N.M., 1040 MST
Success: Yes; duration of flight = 2 hrs. 10 min.
Equipment and Weights: Radar Units Tested:
Balloon 23 lbs I. "C" Station
Pilot 190
;mess & gear 45 1 41P41 12
Ballast 136
Gr. Wt. 394 lbs.
28 cylinders of helium used for inflation.
Rigging method: Standard interim system;bailoon material was 1 1/2 mil Visking,
but tapes were #890 hi-strength kind. Single slit rip panel.
Ildtban Routine inflation. Pilot was able to float at or near the pressure
ceiling of the balloon without difficulty. Pilot also drag-roped several miles
before landing. Calm surface conditions at landing site. No ballast was
dropped by the pilot during the hour that he remained aloft at the pressure
ceiling of the balloon.
? SECRET
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SECRET
FLIGHT SUMMARY
Flight So.: 674 Balloon Serial Bo.: 135
D te: 20 Jan. 1952 Launching Type: 251 P4DH Weight: 33 lbs.
Pilot: Ers
Purpose: Overnight flight
Gross load: -
Maximum altitude: -
Performance: -
Landing: -
Success: No.
Equipment and weights:
Load on balloon: -
initial'theoretical altitude: -
13 cylinders of helium expended.
Rigging method: Standard interim system. Balloon was stanAard without reefing.
=Amu Failure was caused by a surface wind which had risen. to 18-20 knots
by the time it became necessary to cut down the balloon by pulling the rip
panel. Balloon was badly damaged, prior to cut-down, by sage brush and other
sharp objects on the ground. Severe twisting occurred during inflation making
it necessary to shut off the gas flow until the balloon could be unwound.
Believe that a combination of the following would have made a successful
inflation and launching possible despite the wind and lack of shelter:
?
1. Reefing sleeve or similar technique to reduce sail.
2. Better clearing of the inflation area.
3. A diffuser to permit more rapid inflation.
SECRET
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?
SECRET
PIM, SUMMARY
Flight No.: 675 Balloon Serial No.: 136
Date: 22-23 Jan. 1952 Launch :g Type: 251P-CDH Weight: 33 lbs.
time: 920 MST
Pilot: RFS
.enrpose: Overnight flight to Irrminate at Pyote AFB
Gross load: 423 lbs. Load on balloon: 390 lbs
Maximum altitude: 12,500 ft, Initial theoretical altitude: 7,600 ft.
Performance: %Utast consumpt5olless than 1.0 lb./br.
Landing: 15 ml. NE ryote APB, 105 MST, 23 Jan. '52.
Success: Yes; duration of fligt . 11 hrs. 45 min.
Equipment and weights: Radar tested:
Balloon 33 I. "Cr station
Pilot 190
Harness & gear 45 1. SK-1M
Extra equipmelt 13
Ballast 142_ Extra equipnent:
Gr. Wt. 423 lbs.
1. 2 cell flasb:ite
2. Delta litelr.th flashing red beacon
3. Water flask
4. Sandwiches aid chocolate
5. Rader target
6. Barograph
30 cylinders of helium used for inflation.
Rigging method: Stardard interim syotem.
Forecast landing 10 miles NE Fyote IFB.
Critique: inflation routine, althotqh conducted after dark. Static electricity
,sparks seen and shocks felt by crew, After inflation was complete, line holding
top of parachute to aide of balloon olipped and chute fell to ground.Chute
successfully pulled back in place by safety lime. Launching routine with a rapid
rate of rise (500 ft/min.). Ballast consumption was very low with ballast
being dropped after midnight. Mot experienced extreme discomfort in the extreme
cold at 12,500 ft. Suggest tho use cr.! better clothing and pocket type hand warmers.
Visual results with the SK-IM radar wit were negative although the balloon passed
within 3 miles of the station. Error ,of forecast = 2 1/2%; error of target = 7 1/2%.
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Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
SEUI %al
? FLIGHT SUMMARY
?
Flight No: 676 Balloon Serial No: 106
Date: 24 Jan. 1952 Launching Type: 251P-BD Weight: 22.5 lbs.
time: 1400 MST
Pilot: BPS
Purpose: Test radar against semi-stripped interim system.
Gross load: 369 1/2 lbs. Load on balloon: 347 lbs.
Maximum altitude: 9000 ft. Initial theoretical altitude:
ierformance: Ballast consumption rate less than 1.0 lbs/hr.
Landing: White Sands ftsument, 1800
Success: Yes, duration of flight= 4 hrs.
Equipment and weights; Radar tested:
Balloon 22 1/2 lbs. I. "C" Station
Harness & gear 45
Pilot 185 1. MTQ 12
Ballast , 117 - 2. MPG 2
3. SK-1M
Gr, Wt. 369 1/2 lbs.
11,900 ft.
25 cylinders of helium used for inflation
Rigging; method: Interim system modified to substitute a wooden load ring and
suspension bar to replace their steel counterparts. Valve left in.
Critique: 1800 wind shift occurred during inflation making it necessary to more
tie down jeep. Otherwise, routine. Pilot had difficulty climbing in turbulence
on lea side of the Organ Ms. but finally reached his desired level and secured
the predicted winds. Pilot drag roped for over two hr. and covered a distance
of) approximately 20 miles before landing. Radar people stated that they thought
they were tracking only the an and the balloon and not any pieces of metal. For
radar track and summary of results see accompanying drawing.
SECRET '
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SECRET
FLIGHT SUMMARY
Balloon Serial No: 177
Type: 2071' BD Weight: 21 lbs.
Flight No: 677
Date: 28 Jan. 1952 Launching
time: 1420 MST
Pilot: Sni, MDR, AE
Purpose: Training flight; hedgehop
Gross load: 286 lbs.
Maximum altitude: 6900 ft.
Load. on balloon: 265 lbs.
Initial theoretical altitude: 7900 ft.
Performance: Ballast consumption less than 1.0 lb./hr.
Landing; Highway 70, 1711
Success: Yes, total duration = 2 hrs. 51 min.
Equipment and weights:
#1 #2 #3
Balloon 21 21 21
Harness & gear 45 45 45
Pilot 180 155 150
Ballast 40 64 65
Gross Wt. 2861b.2851b. 281 lb.
?Radar tested:
I. "C" Station
1. SK-1M
22 cylinders of helium used for inflation
Rigging method: Standard Interim system with Type 207 balloon (5500 ft3)
Critique: Exceptionally rapid inflation (less than 10
diffuser. Flights were routine except that rip panel
After the last landing the balloon was tied
jeep and towed 5 miles down the highway at a speed of
of 5 mph. Towing finally abandoned due to failure of
approach of wires which could not be gotten under.
SECRET
min.) due to use of new
,was not used on landing
to the rear bumper of a
10 mph. with a headwint
one load tape and the
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Flight No: 678
SECRET
FLIGHT SUMMARY
Balloon Serial No.: 133
Type: 251? CDH Weight: 36 lbs.
Date: 29-30 Jan. 1952 Launching
Time: 1720 MST
Pilot: SFH
Purpose: Over-night trajectory; target: Pyote APB
Gross load: 404 lbs.
Maximum altitude: 12,500 ft.
Load on balloon: 368 lbs.
Initial theoretical altitude: 9,200 ft.
Performance: Fair; ballast consumption rate 6 lbs./hr.
Landing: 25 miles NW Pecos, Texas, 0505 MST, 30 Jan. 1952
Success: Fair, duration 11 hrs.
Equipment and weights:
Balloon
Harness & gear
Extra equipment
Pilot
Ballast
Or. Wt.
45 min.
Radar tested:
36.0 lbs I. "C" Station
45.0 1. 8K-1M
13.0
190.0
120.0
114.05 lbs.
28 cylinders of helium used for
inflation
Rigging method: Standard Interim System
Critique: Inflation and launching routine. Flight expended all ballast in
about 10i hrs. and continued for another hour by drag roping. Drag rope was
fimoly lost but landing was safely accomplished in 20 mph wind without it.
Actual ballast consumption rate was about 6 lbs./hr. due to the wasting of
6o lbs. of ballast in climbing to 12,500 feet. Pilot had no difficulties
keeping warm. Pocket hand-warmers were used and found satisfactory. One-half
inch long slit found in valve diaphragm after flight believed to have caused
high rate of ballast consumption.
SECRET
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SECRET
'FLIGHT SUMMARY
Flight No.: 679
Date: 31 Jan. 1952 Launching
Time: 1320 MST
Balloon Serial No: 139
Type: 251P CDHS Weight: 32 lbs.
Pilot: AE
Purpose: Test radar against completely stripped gear.
Gross load: 343 lbs. Load on balloon: 311 lbs.
Maximum altitude: 8400 ft. Initial theoretical altitude: 14,100 ft.
Performance: Ballast consumption less than 1.0 lb./hr.
Landing: Oro Grande,? N.M., 1502 MST
Success: Yes
Equipment &, Weights: Radar tested:
Balloon 32.0 lbs.
Pilot 150.0
Harness & gear 16.0
Ballast 145.0
II. "C" Station
1. teQ,12
2. MPG 2
. sic Di
343.0 lbs.
25 cylinders of helium used for inflation
Rigging method: Special balloon and gear containing no metal. Emergency release
and valve omitted. Pillow balloons and a'l inch square controlled-leak patch
used to initiate descent. Ballast carried in polyethylene bags. One single-
edge razor blade carried for emergency.
Critique: Excellent flight to test the characteristics of radar against a man
and balloon in the absence of metal. Balloon was extremely tight; no ballast
used for floating. Experienced some difficulty in descending through inversion.
Pillow balloons proved inadequate and it became necessary to pull the
controlled-leak patch. Landing routine. See Drawing no. A-20708-D for
details of flight track and radar data.
SECRET
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Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
,
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L___ Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
SECRET
APPENDIX )3 TIME/ALTITUDE CURVES
sEcRET
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Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
SECRET
APPENDIX )3 TIME/ALTITUDE CURVES
sEcRET
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Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
SECRET
APPENDIX )3 TIME/ALTITUDE CURVES
sEcRET
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Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
SECRET
APPENDIX )3 TIME/ALTITUDE CURVES
sEcRET
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Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
SECRET
APPENDIX )3 TIME/ALTITUDE CURVES
sEcRET
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Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
SECRET
APPENDIX )3 TIME/ALTITUDE CURVES
sEcRET
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?
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Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
SECRET
APPENDIX C PADA? TRACES
SECRET
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?
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Lii Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
SECRET
APPENDT X D EQUIPMENT MODIFICATIONS
SECRET
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Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
C oplac ro,ck frio st 316 "Z.4.
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IF NOT SPECIFIED TOLERANCES ARE:
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SECRET
?.001? -IP 3 DECIMAL FIGURES ARE GIVEN
*AM IF 2 DECIMAL FIGURES ARE GIVEN
?.1* IF I DECIMAL FIGURE IS GIVEN
OR.
APP.
SCALE
NoAre-
APP.
DATE
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MAT.
NO. REQ.D.
MAT. SPEC.
NAME
H/a /?#i e SSL//g 44,-.L .47/ON r7AA/44-04,0
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r- Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
himi Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
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Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
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Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
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Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
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Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
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Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
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Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
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Declassified in Part - Sanitized Copy Approved for Release 2012/10/18: CIA-RDP78-03639A001200040001-7
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