FINAL REPORT ON BALLAST STUDY PROJECT 147

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP78-03642A002500020001-1
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 61
• Document Creation Date: December 27, 2016
• Document Release Date: May 25, 2011
• Sequence Number: 1
• Publication Date: December 5, 1957
• Content Type: REPORT

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FINAL REPORT
ON
BALLAST STUDY
Project 147
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":34146-
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4v,.0
RAVEN INDUSTRIES, INC
lox 22I &DM 1716 AMU
D9UK FAUS, SOWN DAKOTA
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Port No.
Pr?.pared by
FINAL REPORT
BALLAST STUDY
Contracts Nonr 2355(00) and
Project 147
FOR
OFFICE OF NAVAL RESEARCH
CODE 461
WASHINGTON, D.C.
ca.L
J es A. Winker
Sr. Engineer Approved by:
J. R. Smith
Contract & Sales Manager
STAT
RAVEN INDUSTRIES, INC.
BOX 227
SIOUX FALLS, S.D.
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FINAL REPGRT
ON
PRGJECT 147 - BALLAS'i STUDY
(Including Analysis of Proj. 126 Flights)
I. INTRODUCTION.
In April of 1957 a project was begun with the object of tesLing the
accuracy of a combined timer-ballast unit which was designed for use
on small balloon carriers. The work was done on Raven Industries
Project 126 under Contract Nonr 2355(00). The units to be tested
were supplied as GFE. Two progress reports have been written
covering work done in the periods 1 April to 26 September and
27 September to 6 November 1957.
Thirty flights were to have been made on Project 126. It became
clear from the outset that the project would involve more than the
mere accumulation of statistical data. In addition to the discovery
of a few minor "bugs" in the mechanism, it was found that the
required ballast rate was dependent on a number of variables includ-
ing balloon size, free lift, and atmospheric conditions. Actually,
a total of thirty-five flights were made, the majority of which
were offorts to pinpoint those variables and establish an optimum
ballast rate.
Project funds were nearly exhausted before the results of the ex-
ploratory tests could be combined and checked in a final series of
flights. For this reason, a new contract was written (
dated 1 November 1957) and project 147 was instituted for the purpose
of launching six additional balloons whose ballast units were
programmed in accordance with the indications of the project 126
flights.
Because of the similarity in purpose of the two projects, the results
of both have been tabulated and analyzed for presentation in this
final report.
II. TEST PROGRAM.
The program included tests of two sizes of balloons. One, of 130
Cu. ft. volume, carried a 2 lb. useful load and floated at approxi-
mately 20,000 ft. A 250 cu. ft. cell was used to carry a 4 lb.
useful load in the cicinity of 25,000 ft. altitude. Because of a
greater need, emphasis was placed on the accumulation of data for
the smaller balloon. Twenty-eight such flights were made, as opposed
to thirteen utilizing R-250 balloons. The P-130's were all flown
in daylight hours, some under clear conditions and some in varying
degrees of cloudiness. The R-250's were all flown in clear weather;
8 during the day and 5 at night.
Of the 41 flights which were made, 36 were recovered. This recovery
ratio (88A) is remarkable, and may be attributed in large part to
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two factors. First, by careful selection of launching conditions,
balloons can be sent into favorable recovery areas (flights of
12 September and 12 November are exceptions and were made in spite
of poor conditions), and second, the flights were rigged so that the
equipment would descend with the balloon attached. This made for
greater visibility and eye catching power. The rigging neces
to accomplish this consisted of a release hook which disconnected
the timer from the base of the balloon (Figure 1) and a separate
line running from the timer to a Parachute which in turn was, sus-
pended from the top of the balloon (FigUre 2). The release hook
was opened by the jerk resulting when the payload falls. It was
felt that this rigging, which would not be used in an operational
situation, would not jeopardize the actual test being conducted.
This assumption is believed to have been substantiated, with the ex-
ception of one instance (Flt. 189) where the hook opened accidentally
early in the flight. Other malfunctions did occur,but none which
affected the experimental phase of the flight. In a number of cases
the timer failed to release from the balloon (parachute line probably
fouled the release hook) and the system descended to the ground still
inflated. While this has a much greater eye catching ability, it
is undesirable because the additional distance traveled may take the
balloon beyond a good recover area. Also, the hydrogen lifting gas
.presents a hazard to the finder. Late in the project an improved
.release was developed which was more Satisfactory (See Figure 8).
_
FIGURE 1
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FIGURE 2
At the start of Project 126, flights were made for simple obser-
vation of actual duration vs. predicted duration and of altitude
maintenance when dropping ballast at a standard rate of 38 grams
per hour. It quickly became apparent that although the timer was
operating very satisfactorily, the ballast rate would require some
modification.
III. TIMER FUNCTION.
A3 previously mentioned, the timer was found to be very accurate.
The error noted has been less than 3% in all except three of the
cases where definite termination has been determinable. Of these
three, one was 6% off and the others were in error by increments
of whole hours. In all probability, the latter two operated properly,
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?4?
but the error was in setting the timer or recording the planned
duration in the flight log.
Of the instances When definite termination was not observable by
reason of some malfunction or non-recovery, indications exist in
most cases to show that the timer could not have been in error by
any large amount. The breakdown on timing accuracy is as follows:
Total flown 41
Accurate within 3A 18
Indications of good
accuracy 13
Unknown 10
Some of the unknowns are the result of failure in the ballast
function or the barograph, while others arise from malfunctions in
the timer mechanism itself. Three types of malfunctions were ob-
served and at least two can be eliminated.
These two malfunctions were caused by the slack portion of the load
line which is wrapped around the hub of the timer shaft. On Flight
No. 198 and possibly No. 178 this loop of line worked into the
clock case and fouled the gear train. On several other occasions
the loop was left taped in place, both intentionally and accidentally.
It was found that this offered sufficient resistance so that the timer
would stop about 15-25 minutes before termination was scheduled.
This occured on Flights 186, 187, 190' and possibly 184.
On Flight No.188 the timer stopped during ascent. This did not
appear to be similar to Flight 198, and no explanation could be
found for the stoppage.
In one additional case, the payload struck a telephone pole at
launch, spilling the droppable material. The resulting weight on
the load line was insufficient to drive the timer. This cannot be
considered a timer malfunction.
IV. BALLAST FUNCTION.
Early experience indicated that if a constant rate of ballast release
was relied upon, a balloon launched with a moderate free lift would
start to descend immediately after reaching peak altitude and general-
ly would not recover itself until it had reached a point 3000-10,000
ft. below the peak. This was noted in flights where P-1301s and
R-250's bad free lifts of 200 Gm. and 250 Gm. respectively. Experi-
ence on a previous project also pointed out that the post-ascent dip
was to be expected on small balloons of the type used here. The
explanation for this probably lies in the thermodynamic effects (or
lack of same) on the balloon. As the balloon rises, its lifting
gas tends to remain colder than the surrounding atmosphere because
of expansion. When a vented balloon reaches ceiling it will valve
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-5-
its free lift, and in all probability overvalve, halting or reversing
its travel. After the ascent has stopped, the gas begins to warm
to the ambient temperature, and if it is a daytime flight, solar
radiation will warm the gas still further. In large balloons these
warming effects are sufficient to counter the effect of overvalving
and the balloon will come into equilibrium and will remain at ceiling.
This inherent stability appears to be proportional to balloon size
and for P-130's and R-250's is insignificant.
Two approaches were made toward the elimination of the post-ascent
dip. First, by lowering the free lift, overvalving can be reduced
to the point where a ballast rate (38 Gm/hr) will provide an adequate
restoring force. In this case a free lift of 100 grams was tried
with satisfactory results (Flights 172, 174 and 182). A disadvantage
that can be seen is that the ascent with such a low free lift is
sluggish, and when moisture accretion is possible, might be insuffi-
cient to take the balloon to ceiling.
In the second approach, overvalving was counteracted by dropping a
relatively large initial quantity of ballast during the period im-
mediately after the balloon reached ceiling. Figure 3 indicates
the type of performance to be expected with and without the initial
ballast drop. Performance in the latter situation was actually
observed in Flight No. 187. Most of the series of flights was
devoted to the determination of the amount of initial ballast to be
dropped and the delay after launch when this drop shouid begin.
The initial ballast drop denoted on the time-altitude curves refers
to weight added to the cards already on the rack (4.76 grams each).
This weight was distributed over several cards to allow for
variations in rate of rise. In the final flights (P-130's) a weight
of 50 grams was distributed on four to six cards with the delay set
so that dropping would start just before the attainment of peak
altitude was expected. This would allow quick corrective action
even if the balloon rose at an unusually high rate. Tentative
delay times for various free lifts are shown in Figure 4. The
amount of initial drop required actually will vary with free lift
also, however, a standard amount can be adopted with consequent
simplification in ballast preparation. The tentative standards are:
For P-130 First 5 cards, 10 grams each (total card wt.)
For R-250 First 5 cards, 15 grams each (total card wt.)
The continuing rate of ballast release after the initial drop is
also dependent on some variable, most probably related to cloud
cover and variations in radiation influx. As it is virtually im-
possible to predict the conditions which will be encountered along
the flight path, a maximum practical rate should be used on all
flights. Rates of 38 and 46 grams per hour were employed in tests.
A number of very good flights were obtained with the lower rate,
but poor performance was still encountered in some instances with
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-8-
the high rate. It is felt that for overall efficiency the ballast
cards should not weigh over 6 grams each, which provides a rate of
48 grams per hour. In most cases this should be adequate for both
sizes of balloon.
It had been expected that the R.,250 would have more natural stability
than the P-130. Factors in favor of this hypothesis include
1. Larger balloon should be more stable.
2. Larger appendix should reduce overvalving tendency.
3. Floating level is in higher, more stable air mass.
Experience might indicate that the hypothesis is not true, however,
and in reconsidering the factors involved, several possible reasons
were found.
1. A higher rate of rise was experienced than with
P-130's, even though the percent of free lift was
lower. This would result in a greater overvalving
tendency.
2. The corrective ballast action taken was the same as for
P-130's which proved inadequate. The limited number of
R=250 flights did not allow for full exploration of the
necessary corrections. In particular, delay times were
generally late, so that the post-ascent dip had already
begun before ballast release commenced.
3. There is a suggestion that the differences in construction
between P-130 and R-250 balloons is causing .the greater-
than-expected fluctuations in R-250 flights. The
larger balloon has a considerable amount of .slack material
in the lower portion where the film is gathered into
the base enclosure. It has been noted on large balloons
that slack material tends to cause unstable performance
because of the ability of said slack material to 'belly
out", producing a greater, abnormal balloon volume.
As the balloon valves gas, it relaxes and reverts to
its customary volume which then is too small to support
the balloon at its current altitude. This is nothing
more than ovcrvalving as has been previously referred
to, but would be expected to be greater in this case
than for a balloon with a tight skin. It had been
assumed that this effect would not be appreciable in
the R-250 balloon, however, there is a possibility that
it does exist. In any case, with proper corrective
action, performance should be at least as good as with
P-130 balloons.
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V. RECOMMENDATIONS.
There are several changes which may be made in the timer-ballast
unit to improve its reliability and simplify preflight handling.
1. On two flights (Nos. 169, 170) the ballast string
was dislodged from its slot resulting in loss of the
ballast function. Figure 5 shows the cementing of the
ballast string in place as was done on all subsequent
flights. A permanent solution to the problem is to ?
pass this string through a diametral hole in the
shaft._
YAGL34 3
2. The box containing the ballast cards could be
constructed so that it would open on a diagonal as
shown in Figures 6 and 7. This greatly facilitates
loading the cards in the rack.
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FIGURE 6
FIGURE 7
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3. A combined snubber line and release link (See
Figure 8) .has been used to take the place of
the load-line-loop which had been affixed to
the hub of the timer shaft. This eliminates
the possiblity of loose lines fouling the clock-
works and provides a conveni t method of
separating the timer from the balloon. A small
inexpensive parachute can be used to slow the
descent of the timer.
FIGURS 0
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4. Setting the timer will probably be simpler if
the procedure shown in Figures 9 and 10 is used
Figure 9 shows an indicator mark placed on the
ballast string. To Jet the timer, the shaft is
rotated until this mark approaches the desired
duration as read on the side scale. Fine adjustment
is then made by lining up the shaft-pin (left side
of Figure 10) with minute markers placed on the
chassis. Small marks could also be made at the
end of the ballast rack to indicate the cutting
point necessarytto achieve different ballast
delays. The unit shown in Figure 10 is sot for
an 8 hour flight with a 60 minute delay until ballast
release starts.
The above procedures permit Use of a standard
ballast pack for all flights of a given balloon
size.
FIOURE 9
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4. Inflation has been facilitated 1y the use of a
semi-automatic gas control which stops gas flow
when inflation is almost complete. Figure 11
shows a balloon at the nearly-complete stage of
inflation. A dummy payload, short-coupled to the
balloon, is used to reduce the ceiling height
necessary for inflation and to make possible the
simultaneous preparation of the payload at another
location. The gas control shown is not of the
ideal dimensions for the particular load train,
involved. The dummy weight could include the
timer weight if ballast load is standardized.
5. Figure 12 shows the balloon immediately prior to
launching. The payload has just been attached to
the load line with a simple wire link. This picture
also shows an intermediate type of release device.
The wire pull-pin released the timer from the balloon
at flight termination.
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.1 A
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FIGURE 11
FIGURE 12
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VI. SUMMARY.
The analysis of the 41 flights involved in Project 126 and 147, is
felt to show conclusively that the timer is satisfactory for the
purpose. It has proven to be both accurate and surprisingly de-
pendable. Flights were made through clouds and at night, as well
as on clear days. Gnly one truly unexplained stoppage occurred;
all other malfunctions are deemed correctable as outlined in the
recommendations.
The ballast action is less certain, but the recommended rates
should produce good flights 60-80A of the time and passable per-
formance in the remaining cases. These optimized rates have been
tentatively set at
Balloon
Initital Steady
Ballast Rate
P-130 50 Grams 48 Gm/hr.
R-250 75 Grams 48 Gm/hr.
The rate of ballast release necessary to eliminate all vertical
oscillation was not determined, but would probably be prohibitive
if any significant payload were to be carried. It is hoped that
a simple demand ballast unit may be developed which will provide
a high ballast rate when required but will release no ballast
when the balloon is floating or rising.
One possible malfunction of the payload release was observed in
Flight No. 197. Recovery information plus examination of the
returned equipment indicated that the timer had operated properly
but the payload did not spill.. No proof of where the malfunction
occured was available, however.
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