FINAL REPORT PROJECT 297 DEVELOPMENT AND TEST OF A TWO-MAN HOT AIR BALLOON SYSTEM

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP78-03624A000900040001-7
• Release Decision: RIFPUB
• Original Classification: C
• Document Page Count: 95
• Document Creation Date: December 27, 2016
• Document Release Date: April 23, 2013
• Sequence Number: 1
• Publication Date: November 20, 1963
• Content Type: REPORT

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CONF(DENi'IAL
`?'o ~~~H ~ JcS
~'- ~~ Cop `j'
Final Report
Project 297
Development and Test of a Two-Mar~'~
Hot Air Balloon System
R
A
V
industries, inc.
Sioux Falls, South Dakota
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CONFIDENTIAL
Final Report
,...: - --
Project 297
Development and Test of a Two-Man
29ss8fl er ~ S~ ~
HYPE'
08tG cotdP ~ oPl ft~SY ctAS8 _.~-~-
,~ss ~ L ~~xt ~a
t~>~I~~e~~~ >vk ~Y ~ ~ 5~ 7.
Hot Air Balloon~System
EX7 BY6~d3 6 Y1r~S ~3Y
1
RCS?N
Report No. 1963
20 November 1963
-~. -
Prepared by:
Program Ma`i'iag er
P..E. Yost
j. R. Smith
Executive Vice President
Raven Industries, Inc.
Box 916
Sioux Falls, South Dakota
CONE6DENTIAL
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Table of Contents
II. Project Review
Inventory
Operations Check.,List
Training Syllabus
Prints and Drawings
Burner Design Data
Balloon Material Data
Summary of Technical Data
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List of Figures
1. CA-SO Balloon; inflated 21 Sept. 1962
2. ~ Two-Man Gondola; used 21 Sept. 1962
3. Load bar, burner assembly, and balloon base; used
21 Sept. 19 62
4. Improved in-flight burner for CA-50 System
S: CA-SO Balloon; made from nylon coated with acrylic
Light-weight blower in use during inflation
Stainless steel fuel tanks
Remote heater and blower
T No-Man, curved-floor Gondola
Side vent, for balloon rrianeuvering.~
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I. INTRODUCTION
In 1962, Raven Industries, Inc. completed a program, under contract
with the Office of Naval Research, to develop a hot air balloon system
suitable for sustained flight with one man. The accomplishments of
that program were presented in Raven Industries Report 1863. Satis-
factory results were obtained and a one man system was successfullK
developed and repeatedly flown.
At the end of that program a second project was undertaken to design
and fabricate atwo-man hot air balloon system, capable of carrying
a 560 pound payload with a five to six hour fuel supply. Developmental
objectives included the following:
(1) To provide a simple inflation device of minimum weight
and size .
(2) To employ a launching technique which will permit unskilled
personnel to inflate the balloon under adverse conditions
from an unprepared launch area.
(3) To provide a compact unit capable of being transported to
a remote launching site without a vehicle.
(4) To provide a balloon envelope so constructed from light-
, weight, non-porous fabric as to be able to withstand rough
usage.
(5) To provide a simple flight profile control mechanism which
unskilled persons can learn to operate quickly .
At the end of the program period (1 September 1963) , it was expected
that a working system would have been built and tested and that a
description of the system and its use would be prepared. As part of
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the program, a brief training syllabus was to be supplied for use
in developing a program for educating potential crew members .
This Final Report will present the results of the project (Project 297) .
In general, the program was successful.and a workable system has
been developed. All of the objectives (1) through (9) were met.
Although a control mechanism was considered, and some components
procured, it was not fabricated and tested.
The physical items produced under this program include three balloons
and two sets each of gondolas, burners, tanks and instruments. The
full list is presented as Appendix I. Appendix II is a check list
and guide for operating the two man system. Appendix III is the
training syllabus and Appendix N contains full drawings of the com-
ponents of the balloon system.
In the next section of the report the work v~ich has led to this position
will be described..
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II. PROJECT REVIEW
When this project was begun, aone-man hot-air balloon system existed
in which lift was derived from a propane burner and fuel supply (up
to three hours) carried on board. The balloon was made from a laminate
of nylon flare cloth weighing 1 . 1 oz. per square yard and .35 mil Mylar
film. Initial ground inflation was accomplished with a remote heater,
using a blower to bring hot air into the balloon.
In order to meet the project objectives, most of the one man system
components had to be changed. These changes included:
Design of a larger balloon
Development of a larger fuel supply and burner system
Reduction in system weight, to improve transportability
Development of a two man gondola
All of the above requirements were met, and the results demonstrated
in various field flight tests . Although a number of studies and design
efforts were concurrent, it is convenient to describe various system
changes in terms of the chronology of flight tests .
The first element of the two man system to be designed was the balloon
itself . The laminated Mylar-nylon material developed for the one man
system was used, as was the general gore profile. The size was
increased.to a diameter of 50 feet, and a volume of 60, 930 cubic
feet. Following preliminary ground checks in Sioux Falls, a full
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scale flight was made on 21 September 1962, at Las Vegas, 1Vevada.
Two existing burners were used to provide adequate ~in-flight heating
and a three hour flight was made with the following weight schedule:
Balloon
110 lbs .
Controls, tanks & fuel
220
Gondola and rigging
90
Two men -
410
Total
830 lbs .
The remote heater and blower system developed for the one man unit
-was' used, -and a two man gondola was constructed from a square of
plywood with webbing straps to connect to the balloon base . A
Poeschel ring was used to hold open a skirt, extending below the
balloon base. The in-flight burners were mounted on a load bar
inside this skirt. Figures 1 - 3 show this balloon, the'CA-50, during
inflation and flight at ~,as Vegas . ~'he flight went entirely according
to schedule, including the rapid deflation accomplished by opening
a cylindrical section in the crown of the balloon. This opening was
effected by firing an electric squib with two flashlight cells .
This flight on 21 September demonstrated that a two man hot air balloon
system was indeed feasible. Operations were conducted from an
unprepared site, with all the necessary. ground support equipment
brought from Sioux Falls, South Dakota., by~ car and trailer.
Despite an ambient temperature of 90 to ~95?F on the ground, the balloon
performed well, without overheating the skin. Even when flown up to
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Figure 1 - CA-50 Balloon; inflated 21 September 1962
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Figure 2 ~- Two-man Gondola; used 21 September 19b2
i
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Figure 3 ~ load Bar;. Burner;; ~ss:embly and Balloon ~~~e
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6, 500 feet MSL, the average internal temperature did not exceed
220?F. This was determined by a continuous reading gauge attached
to a thermocouple suspended inside the balloon near the crown.
Earlier tests indicated.that the average ambient temperature in the
balloon was nearly equal to the highest skin temperature, at the
crown. With the CA-50 balloon and the gondola, this temperature
indicator was one of three elements which were newly developed
for the 21 September test.
The next major tests were made from South .Dakota on 16-18 Octobef,
1962. The equipment used was virtually the same as that down iri
Las Vegas . The objective of the first test included an evaluation
of flight characteristics at night,, and determination of the need for a
flashing red light to provide visibility for other aircraft. All balloon
system functions performed well at night, although considerable
difficulty was experienced in selecting a landing spot . There was no
moon, and the wind just above the ground was above 20 mph. Coupled
with a long reaction time in the balloon heat capacity, this resulted
in the balloon "over-flying" the distance in which visibility was
adequate for landing .
Standard aircraft red flashing lights were carried on board and were
visible for several miles . They were almost indispensable in
locating the balloon. When the red lights were turned off, the
balloon took the appearance of a fast moving star, at distances of
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one quarter of a mile and at an altitude of 2 , 000 ft . above the terrain.
At about one-half a mile, even veteran observers on the ground lost
the balloon entirely. It is of interest to note that these same distances
marked the limit of audibility. Within 1/4 mile, the balloon burner
could be heard, at 2, 000 ft. , but it was not audible. much beyond that,
certainly. not at 1/2 mile. To complete this test, the ACW radar site
at Chandler, Minnesota, was advised that the balloon would be within
50 miles of the station. Actually, the flight trajectory, east from
Parker, South Dakota, passed about 30 miles south of the radar. No
detection was made .
The failure of the. radar to pick up this balloon resulted in a second
test, on October~l8, 1962. Then the same balloon was flown from
Sioux Falls, South Dakota, and m~ neuvered so as to pass within visual
sight of the ACW station. The duty officer was advised of the balloon
flight and made several attempts to locate it by radar. No success
was obtained, although station personnel were able to see the balloon
at one time .
Coming as they did, soon after the Las Vegas flight, the ~ October
flights were made before any changes had been made iri:the system.
The following three months saw the development of many new elements .
These included:
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A new burner
A new balloon material
A smaller ground inflation unit
A new gondola
A new squib firing mechanism
IVew fuel tanks, and
A new balloon construction feature to enhance maneuverability
(called a maneuvering valve, vent or slit)
The design of a burner suitable for use in flight on a hot air balloon.
was fundamental to the development of the earlier one man system.
The choice of a common fuel, the use of liquid delivered under
pressure to the burning area, preheating,. a pilot 11ght, and the
one man system burner design u~zere all described in an earlier
report (Raven Report 1863) . For the increased heat requirements of
the two man unit, the same basic principles were applied, but 'the
flow rate was more than doubled. Propane provides 20, 000 Btu
per pound, (4.25 pounds to the gallon) . The new burner was designed
to operate at about 10 gallons (42.5 lbs . - 850, 000 Btu) per hour,
with a maximum flow rate of about three times. this (2, 200., 000 Btu
per hour) .
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Figure 4 and prints in Appendix N show the burner as developed.
Included in Appendix, V aresome of the data used to design this
burner. Sheet V=1 shows the lift of hot air as a function of ambient
and internal temperatures . This leads to a calculation of the heat
required to elevate the air temperature .. Sheet V-2 relates the air
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' Figure 4 - Improved In-flight Burner for CA-50 System
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flow required as a function of heat output, and Sheet V-3 shows
the total orifice area versus heat flow, as a function of.-fue.1 _line
pressures. Consideration of these basic parameters -line pressure,
orifice size, air entrainment and total heat requirement -led to the
design of the burner. Also included in Appendix V is, a test report
of burner performance . This burner, like its one man system. predecessor,
was fed by dual flow lines, one regulated by a vernier for slow adjust-
ments in the heat output and one for full on full off operation.
While the new burner was being developed, a new balloon material
was being tested. This material, nylon coated with acrylic, weighs
.010 lbs . per sq. ft. as compared with the heavier Mylar-nylon
laminate which was used for the first CA-50 balloon (.013 lbs . per
sq. ft.) . An analysis'of these materials is presented in Appendix V1.
This material is considerably lighter than the laminate, and nearly
equal in strength.
The disadvantage in weight, plus the tendency of the nylon-Mylar
material to delaminate was el4ninated by the adoption of the acrylic
coated nylon. Two new CA-SO balloons were built (Figure S) under
this project, using the acrylic material. Although they were all
white, it is entirely possible to obtain this material in colors .
One of the objectives of this project was the reduction of weight
to permit easier handling in the field . Three new elements contributed
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' .Figure 5 - CIS,-50 Balloon, made from Nylon Coated with Acrylic
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to this end. I Special stainless steel fuel tanks, with fuel quantity
indicators, were made to order. These tanks were designed to
withstand 400 psi, with a safety valve set at about 250 psi.
At 100?F propane has a vapor pressure of 18~` psi. Two sizes -
22 gallons, and 30 gallons were procured, in quantities of two
each . (See Figure 6) .
A major weight reduction was effected by the replacement of the
remote air heater and blower. A small gasoline-driven blower
weighing only 7.5 lbs. (Figure 7) was designed to use directly with
the in-flight burner. The danger of singeing the balloon skirt was
recognized, but experience has shown that the blower-burner operator
can normally control the open flame., even with winds of 10 mph during
inflation. For use, the blower is locked in place on the burner bar.
It is easily removed and is not carried during the flight (see Figure 8) .
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A new gondola was designed to reduce weight. Pictured in Figure 9,
it consists of a 60" x 46" laminated plywood sandwich filled with
polyurethane foam. Drawings are included in Appendix IV. The
floor is curved, and an ingenious load support system was developed
to decrease landing shock in high winds . The gondola is normally
supported by nylon lines attached at the four corners . The lines
pass from the corners to two lock points; one in the center of each
60" side. Upon touch down, the curved gondola will slide along the
ground. The up-wind lock is then released, allowing the gondola to
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Figure 6 - Standby Steel Fuel Tanks
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Figure - 7 Remote Heater and Blower
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Figure 8 ~ Light Weight Blower in Use During Inflation
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' Figure 9 - Two-'man Curved Floor Gondola
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act like. a surfboard, protecting the crew while the balloon slows
down prior to and during inflation.
The two other innovations to the system during the last quarter
of .i 962 did not affect weight of the system, but both added to
its utility. Anew electric generator, operated by a pull cord,
replaced the flashlight cells used to fire the squib and open the
top of the balloon upon touchdown. This eliminates the problems
of batteries becoming stale, or cold, and not working.
As a result of the problem of maneuverability at night, brought out
by the. October test, increased control over the balloon was sought .
The burner has excess capacity so that a reiativeiy rapid response
can be induced, when more lift is needed. Cooling, however, is
a slow process, with more than a ton of air inducing lag in the heat
balance of the system. To provide a capability for more rapid descent,
so that shorter fields may be used for landing, it is necessary to cool
.the air quickly. The technique devised to accomplish this consists
of opening a vertical slit in the side of the balloon. This vent, 20
feet long, is opened manually by a line running down to the gondola.
The vent closes because the shape of the balloon has been calculated
to provide near zero horizontal stresses in the skin. Thus the vent
is held shut by the vertical skin stresses . In a balloon which has
horizontal stress, the vent would not close, and the balloon would
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continually lose lift. To keep it closed during inflation, before
the full shape has been developed, a cloth zipper material, Velcro,
is used. Figure 10 shows the vent in a partially open position.
This device has proven extremely useful, and now the pilot can quickly
replace hot air with cooler air and greatly increase the maneuverability
of the system .
All of these seven features were included in the system. Two balloons
one new white acrylic CA-50, and one {used fn September) of orange
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and white Mylar and nylon, with the descent vent incorpQ ated were
taken on a field trip to Albuquerque, New Mexico. In the week
beginning 5 January 1963 these two balloons were used for four flights,
averaging two hours in duration. Basic equipment designs were
satisfactory but a number of minor changes and improvements were
planned. These included:
1 . Modify the top tie off on the white balloon; change prints .
2 . Install the side vent with the white balloon and test .
3. Weld carrying handles on fuel tanks .
4. Install fuel screen in both burner assemblies.
5 . Replace leather fuel tank hold down straps with nylon straps .
6. Install protective screen around blower assembly.
7 . Modify the gondola board rope release assemblies .
8. Change safety pin attachment on rope release mechanism.
9. Sew VELCRO on both 'sides of balloon side vent.
10. Make 4 bungee attach lines between balloon skirt and gondola.
11 . Rework the Poeschel ring end attachments .
12 . Calibrate the fuel tank quantity gauges .
13. Replace one of the 30 gallon fuel tank gauges .
14. Add safety lock to the main fuel line quick disconnect.
15. Provide dust cover for fuel line quick disconnect.
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Figure 10 - Side Vent for Maneuvering
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16 . Conduct experiments in quieting burner noise .
17. Examine means of preventing condensation from dripping
on crew.
18. Design new balloon carrying bag.
19. Modify gondola board corners; add device to prevent tank
sliding. Add additional tank support if required.
20 . Add second Poeschel ring at bottom base for inflation trial.
21. Add holes within burner chamber for increased vaporization
capability..
22 . Stiffen burner assembly.
23. Procure electrical fuel valves for automatic flight control.
24. Add fuel pressure gauge to burner assembly.
25 . Conduct auto pilot flight test .
26. Conduct a flight endurance test. .
27. Lengthen the bridle lines on the orange and white balloon
side vent .
28. Rotate skirt on white balloon, to align with gondola corners .
29. Install brass needle valves on both burner. assemblies .
Of these 29 objectives most were completed within the next six
months. Two items, the bungee line and a second Poeschel ring
(Items 10, 20) were tried but not found especially valuable, and
have not been put in general use. Although electrical fuel valves were
procured (Item 23) they were not built into an autq pilot system, and
no auto-pilot fl fight was made (Item 25) . Likewise, no special
duration flight (Item 26) was made. Three other items were not
carried out. These were. items 14, 16 and, 17; fuel line connector _
lock, noise abatement and condensation shield.
Many of these changes were readily accomplished, and were carried
out without difficulty. A number of flights were made to supplement
and check designs and calculations. Most of these flights were made
from Sioux Falls, South Dakota, but one notable flight was not. This
was made with the white CA-50 balloon, used in January. Here,the
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two man system was employed in a demonstration flight across
the English Channel, under another project. The flight covered
the distance from Rye, England, to Gravelines, France, 90 miles
in 3.5 hours on Aprfl 13, 1963. The pilot was forced to rise to
13,000 feet to find favorable winds, and to utilize the side vent
to build up descent velocity to over 1, 000 feet per minute in order
to land within France. The performance of the system was most
satisfactory. on this occasion.
With the completion of 24 of the 29 changes suggested in January,
all development work was ended. On 11 June 1963, a final system
check flight was made, from a flight center near Sioux Falls, South
Dakota, (Larchwood, Iowa) . Winds of about 15 mph were encountered
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and a crew with only limited experience successfully accomplished
inflation and launching." "The balloon was damaged in a fence after
landing. Nevertheless, the ability of relatively untrained crewmen
to o"per ate this system was demonstrated.
Although prints and drawings were still. being completed after this
date, the': flight of 11 June marked the end of the development program.
The longest flight yet made with a two man system was conducted
under another program on 26 June, 1963. Here a single pilot used
the system, as developed, and covered some 120 miles from La Junta,
Colorado to Kanorado, Kansas, in exactly four hours . '
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It should be noted that this project has been basic to other programs,
concurrent and subsequent, in which hot air balloons are now being
used, or are under study. In recognition of these conditions, a recent
report entitled "A Summary of Hot Air Balloon Technical Data" is
attached, as Appendix VIA
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Appendix I
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Appendix I
Project 297
Residual Materials Inventory
Balloons
2 ea., 50 ft. white nylon envelopes, treated with acrylic,
equipped with side vent, squib top tie-off condition;
1 new; 1 used, good.
1 ea., 50 ft. orange and white nylon-Mylar laminate equipped
with side vent, squib top tie-off condition: used, fair.
Gondola boards
2 ea . , complete with rigging to attach to balloons
condition:. 1 new; 2 used, good...
Fuel tanks
2 ea., 30 gallon stainless steel, with quantity indicator
condition: used, good.
2 ea., 22 gallon stainless steel, with quantity indicator
condition: used,. good.
Burner Assemblies
2 ea. , complete with plumbing and controls,
condition: used, good.
Ground Inflators
2 ea., gasoline powered, hand-held, portable
condition: used, good.
Instruments
2 containers
2 thermocouples and leads
2 altimeters, Kollsman sensitive type
2 rate-of-climb indicators, Kosim variometer type
condition: used, good.
1
Balloon Bays
3 ea. , canvas with carrying handles
condition: used, good.
Parachute
1 ea., 28 ft. personnel, white canopy
condition: used, good
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Project 297
Residual Materials Inventory
Storage Boxes
2 ea . , adequate to contain all of above inventory.
Components
Hardware, 2 solenoid valves (for auto-pilot) not assembled.
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Appendix II
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Appendix II
Check list for hot air balloon operations .
I. Preflight preparation
A. Checkout instruments
1. Altimeter
2. ~ariometer
3. Thermocouple
4. Squib line continuity
5. Clipboard with paper and pencil
6. Wind gauge
7. (Binoculars, cameras)
I. Propane
2. Blower engine (regular gasoline with oil (10 parts to 1))
C . Prepare balloon
I . Tie off top
2. Close side vent
3. Connect squib
D. Check gondola and fittings
1 . Rigging lines
2 . Board
3. Tank support
4. Burners
5. Switch and safety for squib
6. Pins, for safety of rope release
E . Check fuel system
1 . Clear propane lines, including- pilot line, check
quantity (marked in gallons, 4 lbs . to a gallor~
2. Start and operate blower engine
1 . Determine wind field
2. Pick launching site
3. Collect flight maps
4. Plan recovery operation
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 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
G. Crew briefing, (includes ground crew)
II. Flight layout
l . Lay out balloon
2. Bring all handling lines outside skirt
3. Arrange risers so that squib line riser comes to right side
of burner bar, while burner bar is lying with blower pin
slots up
4. Attach burner bar to balloon risers '
5 . Snap in ropes to burner bar, then connect to gondola,
fastening at corners so that fuel line connects to tank
outlet .
6. Install sideboards, attach two downwind sides with bungee
7. Hook up thermocouple
8. Install Poeschel ring in skirts
9. Connect fuel lines to tanks and check burner fuel flow-
1 . Position available crew, 1 man operates blower and burner,
1 man holds skirt open. One man (if available) holds
crown out, and restricts balloon sail effect by diverting
air into crown. Other men (if available) hold handling lines,
and help hold gondola down.
2. Turn on blower, and start to fill.
3. As soon as throat is distended, turn on fire. Fill balloon
at low to moderate flame, watch that skirt and balloon
throat do not get singed .
-2-
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 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
Appendix III
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 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
..
Appendix III
'
Outline of. Hot -Air Balloon
Pilot Training Program
Date
Time
TOp1C
Instructor Hours
June` 12 0900-1200
Introduction, Flight Theory,
Wednesday
Aerostatics
JAW 3
'
1300-1600
Meteorology
Friz 3
1600-1900
Equipment Familiarization
DP/TP 3
'
June 13
0900-1200
Meteorolo
gy
F '
nz 3
1300-1500
Navigation
jPD 2
'
1500-1800
Equipment Familiarization
DP/TP 3
'
June 14
0900-1200
Meteorology
Friz 3
1300-1500
Navigation
jPD 2
1500-1800
Physical Examination,
'
Field Test (maybe in Arena)
DP/TP/JRS ~ 3
'
June 15
0500-1000
Field Test/Pilot Balloons
DP/TP/JPD 5
1000-1300 ~
Meteorology
Friz 3
'
June 16
0500-1500
Field Test/Pilot Balloons
DP TP PD RS 10
/ /j /I
'
June 17
0900-1200
Meteorolo
gY
Friz 3
Monday
1300-1700
Paper Balloons
JAW 4
'
1900-2300
Pilot Balloons
jPD , 4
June 18
1000-1200
FAA Regulations
DP 2
1300-1600
Meteorology
Friz 3
1600-1800
Navigation
jPD 2
June 19
0500-1000
Field Test/Pilot Balloons
DP/TP/JPD 5
1000-1200
Meteorology
Friz 2
'
1300-1500
Navigation
JPD 2
June 20
0500-1200
Field Test/Pilot Balloons
DP/TP/JRS 7
1300-1600
Meteorology
JRS 3
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 1
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Outline of Hot Air Balloon
Pilot Training Program
Date Time TOpiC
I
t
t
ns
ruc
or
Hours
' June 21 0500-1200 Licensing by FAA Inspector/
Pibals
DP/TP/JRS
7
1300-1600 Meteorology
JRS
3
June 22 0500-1200 Field Test/Pibals
DP/TP/JRS
7
' 1300-1600 Meteorology
JRS
3
June 23 0500-1500 Field Test/Pibals
DP TP RS
/ /J
10
' June 24 0500-1200 Field Test/Pibals
DP/TP/JRS
7
1300-1700 Meteorology
Friz
4
June 25 0900-1300 Meteorology
Friz
4
' 1700-2400 Field Test/Pibals
DP/TP/JRS
7
' June 26 0900-1200 Meteorology
Friz
3
1300-1700 Course Critique
Students/Staff
4
r Summary of Training Hours
Introduction, Theory of Flight, Balloon Systems
3
Equipment Familiarity
6
Navigation
8
Paper Balloons
4
' Pilot Balloons, Theory and Practice
4
Meteorology
40
FAA Regulations
2
' Field Tests, Pilot Balloon Practice, Helium Balloon Flight
68
Course Critique
4
Staff
JAW James A. Winker, Chief Engineer, Raven Industries, Inc.
.Friz Dr. Emily Frisby, Director of Meteorological Research
DP Don Piccard, Manager "Thermal Balloon Program
TP Tom Pappas, Sr. Engineer
JPD Jack Donoghue, Sr, Engineer
JRS J. R. Smith, Vice President
PEY P, E. Yost, Vice President
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 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
1
Appendix V
~-lppendix IV is bound separately)
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 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
Appendix V
8 June 1963
Pre-flight Tests of Hot Air Balloon Burner
1
Tests of this burner. were performed on test stand shown in photos .
Tests were run in the south end of the parking lot. The following
functions were tested:
1. Maximum flaw test. With the pilot light on, the adjust-
able flow valve open six turns and the maximum flow
valve closed, the burner was run three minutes to allow
full warmup of the burner. After warmup, the fuel tank was
weighed and immediately after weighing time was started
and the maximum flow valve opened. Indicated operating
pressure during these tests was 77-78 psig and the test
was stopped as soon as the operating pressure showed a
drop. The following results were obtained.
Time Fuel Used
Rate
8.9
-17.5
1 .97 lbs ./min.
15.35
28.0
1.83
16.00
30.00
1.87
14.61
29.0
1.98
14.95
29.0
1.94 '
Avg.69.81
133.5
1.91 lbs./min. _
2, 292, 000 $tu/hr.
During the test the ambient temperature was 90-95?F and
the wind was~6-8 kts. estimated. The flame was colorless
up to about 20 inches from the top of the burner where there
was an orange band of color one to two inches in thickness .
There was no odor of unburned gas . Plumbing at the base
of the burner was hot to the touch but not hot enough to burn
the finger. Condensation was very heavy on the first three
coils and tiered off to nothing over the next three coils . No
frost was formed on any coil.
1
2 . Cycle tests . Low fire to maximum flow. With the pilot
light on, the adjustable flow valve open six turns, and the
maximum flow valve closed, the burner was run for three
minutes to allow full warmup. Then the maximum flow valve
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 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
was continuously opened for five seconds and closed for
five seconds . This cycle was continued for thirty cycles .
Except for a marked odor of raw gas being present, the
remarks in test one equally apply.
Cycle tests . -Pilot light to maxir}ZUm flow. With the pilot
light on, and the adjustable flow-valve closed, the maximum
flow valve was continuously opened for five seconds and
closed for five seconds. Ten such cycles were run to allow
for full warmup of the burner and the test was run for thirty
.more cycles . The remarks in test. one equally apply . There
was no odor of unburnezi gas .
The burner may have been burning unevenly. Carbon
deposits formed on the mounting brackets from oil on the
aluminum surface have been burned off completely on one
side and incompletely on the other side as the attached
photos show. The side that has been'b.urned off completely
was on the upwind side .
Donaghue
Dorn
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 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
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Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
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Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
c,Ni ~ v3av 3~i~ao
 t
Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
Appendix VI
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 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
TEST OF TWO HOT AIR BALLOON MATERIALS
1
1
29 August 1962
John A. Peasley
Engineering Department
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 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
A new hot air balloon material was ordered. This
material is an acrylic coated 1.1 ounces per square
yard rip-stop nylon fabric from Aldan Company. It
was tested along with 0.33 mil Mylar laminated to 1.1
ounces per square yard rip-stop nylon fabric bought
from Acme Backing Company. The Acme material has
been used successfully in previous hot air balloons.
If the Aldan material has satisfactory properties its
23% lower unit weight would be advantageous in many
applications.
Fabric weight was measured on one square yard of
material with the gram balance. The acrylic-nylon
weighs 0.010 pounds per foot squared and the Mylar-
nylon weighs 0.013 pounds per foot squared.
Room temperature tensile tests were pulled on both
materials in the machine and transverse directions.
The first tests were made using the standard tensile
machine grips with masking tape on both sides of the
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 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
1
specimens. The test results for acrylic-nylon are shown
on sheet A and for the Mylar-nylon on sheet B. Tn the
first test the acrylic-nylon tested 28.5 pounds per
inch in the machine direction and 27.3 pounds per
inch in the transverse direction while the Mylar-nylon
tested 43.7 pounds per inch in the machine direction
and 43.6 pounds per inch in the transverse direction.
The results for the acrylic-nylon were lower than expected,
but retests with a 1 7/8 inch wide sample did not change
the results. The results with a 1 7/8 inch sample are
not shown.
Later we developed a clamp that wrapped the material
around a Q.5 inch diameter rod. Both materials were
tested with this clamp as shown in the picture on sheet
C. The results of the tests with the new clamp are
shown on the bottom of sheet A and sheet B. With these
clamps .the tensile strength of the acrylic-nylon increased
to 47.2 pounds per inch in the machine direction and 41.7
pounds per inch in the transverse direction. While the
results for the Mylar-nylon had relatively minor changes
to 43.5 pounds per inch in the machine direction and 48.4
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 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
pounds per inch in the transverse direction. It
appears that the acrylic nylon is more sensative
to the method of loading. When the acrylic-nylon
material is used in a balloon, the design should. be
carefully reviewed to make sure the loading is as
uniform as possible.
A fin seal was sewn in the machine direction of the
material and pulled in the transverse direction for
both materials. The results of this test are shown
on sheet D. The acrylic-nylon failed at 21.1 pounds
per inch of seam and the Mylar-nylon failed at 27.7
pounds per inch of seam. Both of these materials failed
at about 50% of the parent material strength.
The final test run was a static-load temperature test.
In this test two machine direction and two transverse
direction samples were checked at three different loads.
The loads used were 5 pounds, 10 pounds and 20 pounds.
A typical test set up is shown on sheet E. The test
procedure was as followse
- 3-
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 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
1. -The samples were cut one inch wide and
long enough to have at least a 2 inc~'h
gage length between the clamps.
2. A 2 inch gage length was marked at the
middle of each strip of material.
3. The clamps were installed with strips of
asbestos paper on both sides of the material.
4. Each strip was hung vertically and the gage
length was measured with a Cathetometer and
the length recorded.
5. Weights were hung on each strip for one
hour and the gage lengths were remeasured
and recorded.
6. The test strips were hung in the oven at
150?F with the weights attached and measured
and recorded after one hour.
7. The temperature was increased 50?F every
hour and the gage length measured every
hour until the strip failed.
The test results for the acrylic-nylon is shown on sheet
F and for the Mylar-nylon on sheet G. The percent
elongation was calculated as the change from the original
gage length after one hour at each load and temperature.
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 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
Both materials .failed at approximately the same tempera-
tune at the same load. The acrylic-nylon had only minor
elongations up to 250?F while the Mylar-nylon elongated
uniformly up to 350?F. I do not see any advantages to
either type of curve but it was characteristic of the
materials. Also the acrylic-nylon showed consistently
the biggest difference between the machine direction
and transverse direction samples. I suspect part of
this difference comes from the fact that the fill threads
were not perpendicular to the warp threads on the acrylic-
nylon material. It appeared that acrylic-nylon was
less square than the Mylar-nylon material.
Sheets H and I are plots of break load versus temperature
for, both materials. These should be used as approximate
information only, since the room temperature break was a
dynamic load while the higher temperature failures were
static loads. Both materials have approximately the
same relationship between break load and temperature, so
the nylon fabric must carry the major part of the load.
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 1
Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
I have included as Annex I to this test report the
prints for the 0.5 inch diameter round test clamp.
This clamp appears to give good loading on the test
strip and should be used in future tests. A picture
of these clamps installed on a 1 inch stripsis shown
as Annex II.
strength. We used the A.S.T.M. D-39 procedure to
measure the tear strength of these materials. This
procedure lists two test methods and we chose to use
the tongue method. In this test five 3 by 8 inch
specimens are cut in the machine and transverse
directions. A 3 inch long cut was made on the center
line, starting at one of the 3 inch sides. One flap
was fastened into each jaw of the tensile machine and
pulled at 0.5 inches per minute with the pawls dis-
engaged to allow the pendulum to follow the load. The
test results are shown on sheet J. These results agree
with the tensile tests of these materials, since the
low tear strength and low tensile strength were in
the same fiber direction.
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 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
1
The acrylic coated nylon material from Aldan appears
to be equal to the Mylar laminated nylon from Acme
Backing in strength and temperature properties, The
acrylic-nylon weighs about 23% less than the Myiar-~
nylon. Acrylic-nylon has only one shortcoming, we
found, and that is its sensitivity to types or design
of the loading clamp. With careful design this acrylic-
nylon can be used, and the weight of the aerostat can
be reduced.
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 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
Index to Attached Sheets
1
F Curve of Percent Elongation versus ,Temperature
for Acrylic-Nylon
Sheet
A Room Temperature- Tensile Tests o? Acrylic--Blylon
8 Room Temperature: ;Tensile Tests of Mylar~-Nylon
C Typical Tensile_T~st With 1/2" Round Clamp
7D Stitch Strength,..T~st
E Typical Static Test in Oven
Curve of Percent:~longation versus T~erature
for iy3ylar-Nylon
Curve of Break .:Load versus Temperature for
Acrylic-Nylon ``?
1
S Tear Strength iu Pounds for Balloon Materials
`'. Annex.;
Curve of Break goad versus Temperatur? for
Mylar-Nylon
Set of Clamp Z~rawings
Photograph of Installed Clamps
III Ar~~,tional TLo?~:~ 4~ amt P~.r 3a,1? a~~x ~`~a:~rio
1
1
1
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 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
Room Temperature Tensile Teats of
Acrylic Coated 1.1 o~./yd.2 Rip~Stop Nylon
Fabric from Aldan Company
Mat?rial Weight
~oQlo lb?/~t.2
First teat with standard tensile mactaine grips
Sample No. Machine Direction Transverse Direction
1
26.4
29.8
2
33.5
34.Q
3
30.2
26.6
4
22.43
30.5
5
29.5
-22.4
6
23~
&9.4
Average tensile
in lb/in
28.5
27,3
Second test with 1/2" round clamp
Saa~le No.
1
2
3
4
5
6
Average t?nsile in
Machine Direction
47.5
46.8
4?.5
47.4
47.0
47.0
lb/in 47.2
Transverse Direction
41.7
42.5
41.8
. 41.5
41.0
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 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
Room Temperature Tensile Tests ~f
0.35 mil Mylar Laminated to 1.1 oz./yd. Rip-Stop
Nylon Fabric from Acme Sacking Company
Material Weight 0.013 lb./ft.2
First test with standard tensile machine grips
Sample No.
1
2
3
4
5
6
Average tensile
in lb/in
45.4
44.0
42.8
44.2
42.6
43.2
43.7
Second test with 1/2? round olamp
Sample No.
1
2
3
4
5
Maehine Direction
42.5
42.8
43.2
44.2
4408
Average t?nsile in lb/in 43.5
Transverse Direction
44.3
40.4
40.2
42e5
45.0
48.5
43.6
Transverse Direction
48.8
48.8
48.5.
48.5
47.5
48.4
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 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
Tensile Test with 1/2" Round Clamp
Appendix VI
Sheet C
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 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
stitch Strength 'hest for Balloon Fabrics
Test of five inch wide stitched samples sewn in the
machine direction and pulled in the transverse direction
with 20 stitches per Bach. The thr?ads tied at both
ends befrore testo
acrylic Coated Nylon
Sample No.
Strength of 5" Strip
Strength lb./in,
1
107.0 ~
21.4
2
a~~.5
zo.7
3
84.5
Sro]ce at Jaw
4
9?.0
19.4
5
221.5
24,3
6
99.5
19.9
Average
21.1
l~ylar Laminated
to Nylon
Sample No.
Strength of a" gtrip
Strength lb,/in.
1
147.0
?9.4
2
~ 14? . Q
28.4
3
136.0
~?.2
4
144.13
aBsB
5
136.5 ;.
~~7a.3.
6
129.4
2'~ a.8
7
135..:5.
2
Average
~t.7.7
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 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7 .
1
Static Test in Oven
Appendix VI
Sheet E
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 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7 F
(ONE Hi
vR-' ar -i
G'ATfO-
H ~ TEMPE~RATUREI~
=C1A TED
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Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7 ~G62
 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
1
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:_ ;PERCE . _~-~=:E'L.O .GA~~TI.O~N : ~VERSU . -!_' ;
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Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7 ~G62
l00 /50~ 200 250 3oD .3-5n 400
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Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7 I
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Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
Tear Strength ira Founds ?or Balloon Materials
Test Method - Tongue Method - R.3.T.M. D-39
~eeryl$cmcoated 1.1 ounce: per square
fabric ~roau F~ldan Cott~any
yard zip-stop nylon
Transverse Direction
3.3
3e~'
3.5
3.8
3.7
? 3.5 pounds
0.35 nail -nylar laminated to 1.1 ounce per square yard
.rip-stop nylon fabrie Pram acme Backing Company
5
Average
Machi~i? Direct ion
2 .:`9 .
X09.
a:`~
2.9:.:
...;,
2.9 pounds
Machias Direction
Transverse Direction
3.9
3.2
3.7
3.5
3.S
3.4
3.7.
3.6
3.7
. 3s 6
3.8 pounds
3.5 pounds
Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
ANNEX I
Parts List
Clamp Assembly Aero Stat Material Testing
~uanity
1 2 3 4
I
2B-1958
Clamp Ass'y.
2B-1959
Plate Clamp
2B-1960
Bar Clamp
MS 35458-14
Cap Screw
Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
Installed Clamp
Appendix VT
Annex II
Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
sr,~uNC~ss sr~,:~.
U/VLFSS OTNfF'~/LSE.
SP~~/FI?D, TOLERANC,E~
X x t 03
.xxxt.~/o
Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
~ 06 ~? ~
Tye ;~
---~.~ .800
. , . ,,.,B'oas'
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Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
,~~~r~,
C! A~i1P
SCALE F(/~ ~
E
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industries, inC.
~~
 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
'~~ (. ~0/1 D/A.
UR/~ L 7'NRU
,;
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UNLESS OTHERWISE
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BREAIf EdGES.'C5-?t;~o"
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Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
. o.~a R 7"Yp.
.50 DIA. StOCK
~~~r
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NIX t ASS'Y
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iridustri~s, iris.
 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
lZ Qctober 1962
1
Test Report
~. ADD1T`IOI~, T~S~.?S OF ~T AIR BALLOON gAT3R1C
Additional tests were made on acrylic coated 1.1
ounce per square yard rip-stop nylon fabric srom
Aldan Company and 0.3~ mil mylar laminated to 1.1
ounce. per square yard rip-stop nylon fabric from
Acme Backing Company. The original tests were
reported in Technical Note X30. r
This series of tests were made to determine the
effect of high temperature oven aging on hot air
balloon fabric. Since our origins]. tests had
shown the acrylic coated nylon to be an acceptable
material with less weight, it was chosen as the
material to use for this aging test. 2SOo~' was
choseaz as the aging temperature, since this is
above the temperature we would expect as a max
imam operating temperature for a hot air 1aa11oan.
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 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
~~. AGING TEST PIt4GEI7~JR~,
The temperature contxolled oven was set at 250oF.
Six samples of acrylic coated nylon wexe cut
~, 7/8" wide and 20" Long. The samples were laid
on the floor of the oven and removed afteg
expor~ures of 24, 48, 72, 96, l6S and 240 hours.
The tests showed only small changes in color
after 240 hours with no apparent increase in
porosity ar change in fabric flexibil~.ty.
Two tensile test of each aged sample were pu3,led
in the transverse d~,rection. The new acry~.ic
coated material had an average tensile strength
i,n the transverse direction of 41.7 pounds per
inch of width with Itio. 281958 l/2" round clamps.
,The average tensile strengths found for the
aged samples with 2B1958 clamps are shown on
Sheet A. This shows that the material retains
approximately 50/ of its strength after 240
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 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
hours at 250?P. T feed fihat this acrylic coated
nylon should be used in hot air balloons with the
caution that panels that show any color change
should be replaced, This would give a material
that has a strength of at least 25 pounds per
inch.
A brief test was also run to measure the self-adhesion
of the two fabrics. To do this pieces of the
material were gathered and tied with cord and
placed in the oven at 250?F for 16 hours. The
samples were coaled to room temperatures and tha
cord removed. Both materia~.s showed only minor
self-adhesion, :out the wrinkles were relatively
permanent. This test indicates that the tied top
of a hot air balloon would open up very easily
when the line that holds it closed is cut.
The samples of balloon fabric that were checked
for self-adhesion were also tested for tear
strength. Sheet 8 shows the results of the
tear tests. Puecause we had a smaller sample
of the acrylic coa~:ed material, wc' ran yewQr tear
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 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
tests. vdith the small number of samples of
aged Materials, these numbers are not absolute,
but it appears tha'c the aging o.f the ma~:erials
for l+;i hours at 25Q?~ did not change the tear
strength.
'his series of tests shows that the acrylic coated
nylon retains about 5C~% of its new strength after
tong term aging at 2~0?Fe Also the acrylic coated
nylon and the mylar laminated nylon do not ex-
hibit enough se~.f-adhesion to keep the top closed
after the tie ~.ine is cut. Since this acrylic
coated material shows some fading in color with
high temperatures, this can be a safety feature.
Any area of a balloon envelope that is discolored
should be replaced. ~f the Fabric is bright in
color the material is in nearly or~,ginal condition
aid should be wear to Full strength.
Sn my cipinion the acrylic coated l.1 ounce per
square yard rip-stop nylon from Aldan Company ~
a verb good .material. This material should make
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 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
a good balloon fabric for our hot aix IaaZZoon
programs
Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
 o~
0
0
a .;
_,
Z
u~
>.
r
a
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0
U
0
W
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40
35
25~I
20
/5
/0
Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
--!- ~- ? ~ . ~ -_ BREA~K~ ~ ~O1A D ~V~RSUS~ T/ME - ~A T
_ _ _
FOR- ACS ~Y~~C - CO TED- ~ ! lO~~Y02~R/P-STOP .t -y,~ YL-O~N: ~ -~FA BRIO
_. i
GOADED' INI'I TRANSV?R1SE
5" GAUGE ?LENGTfi1 ? I
8" PER Ml _UTE? TRA~EL :
.5" ROUND ~CiAMP~ ; ~ ~ '
-..- ..-.: -.. .....a .,-
SHEET A
0 2 4 4 8 72 9 6 /20 /44 /68 /92 2/6 24 0 264 26SEP62
Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
T7EAR STRENGTH gN ,POUNDS F'OR BALLOON 1~TER~ALS
.~ftaterials aged. lG hours at 250oF
1
Test Method: Tongue Method, A.S.T.Ai. D-39
Acrylic coated Z.1. ounce per squar~ yard
sip-stop nylaal fabric ?rom Aldan Company.
P`~achir~e Di,rec_ton transverse Direction
Average New
2.9
Aged Samples
~s
3.9
2.
3.7
Average
3.8
Q.35 mil mylar laminated to 1.1 ounce per
square yard rip-stop nylon fabric from Acme
Backing Company
Machine Direction Transverse Direction
Flverage New
3.8
3.5
Aged Samples
1.
2.9
3.9
2.
2.5
3.7
3.
3.2
3.1
RefQrc~rre~ ~] t9 ~ L
_ Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
Appendix VII
_ Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
Appendix VII
A Summary of Hot Air Balloon
Technical Data
Report No. 34
J. R. Smith
25 October 1963
Raven Industries, Inc.
Sioux Falls, South Dakota
Area Code 605, Telephone [phone] Post Office Box 916
Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
In 1783 men first left the earth in a flying machine - a hot air balloon.
The early Montgolfier systems were used for scientific exploration of
the atmosphere, for military observation posts, for the evacuation of
Paris in 1873, and for a wide variety of load and personnel transport
systems .
In the mid-1950's interest was renewed in the hot air balloon. The
availability of new materials, new design concepts end sophisticated
heat supply systems has made it possible to build modern Montgolfier
balloons with greatly extended performance. characteristics . Since
1960, Raven Industries, Inc. has been engaged in the development
of such systems . Specific applications under study include:
Manned observation platforms
Flare support systems
Heavy load transport
Re-entry vehicle recovery
1
The most important characteristics of these balloons is the inclusion of
a burner system carried on board, together with a fuel supply and controls
to regulate burning rate. By increasing the temperature of the heated air,
the balloon will be made to rise. When a descent is desired, the heat
is turned down. By using liquid fuels,. straightforward modulation of
the fuel supply can be accomplished with the result that systems may be
operated by instruments and radio controls, as well as by a pilot.
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 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
This paper will present some of the theoretical performance data
on which systems may be designed.
At sea level, air heated to 191?F above the standard temperature of 59?F
will have a buoyancy of 21 lbs. per thousand cubic feet. This increases
to 31 lbs. if the air is heated to 400oF (341o superheat), but most of
those skin materials :which are readily available and easy to fabricate
will degrade if held at temperatures of 300 to 400?F for long periods
of time. Accordingly, Figure 1 has been prepared to show the lift
derived as a function of altitude when the average temperature of the
heated air is 250?F. In this calculation, a standard ARDC temperature
distribution has been assumed. Figure 2 illustrates tests which have been
run to relate the average temperature of the hot air to the balloon skin
temperature. Fortuitously, the hottest skin temperature (at the crown)
is just about equal to the average temperature of the heated air.
The specific lift derived from the hr~t air is used in supporting the
balloon envelope itself, rigging and controls, a payload container, an
in-flight burner, a fuel supply and payload. Lf flight duration is increased,
the fuel consumption goes up., and the usable payload weight .with a: given
balloon is reduced. Likewise, more fuel is required to support a given
gross load at a higher altitude. in order properly to design a system,
the following parameters must be.considered:
payload to be supported
altitude desired
duration.
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 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
tpp~?
~+ V ? 4
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 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
APEX TEMPERATURE IS APpQ~XIMATCLY
EwuA~ -j'o THE AVERAGE TEMPERATURE
DIRFEREtJT1AL
X+ 140
~_
~ '.w Fr
.~ e ~
ch n
AM61EN~' TEMPERATuQE=X?
(A~.I.TEMPERATU RES ARE ~?
AVERAGE TEMPERATURE ~IFFERENTIAI
IN TN15 ILt.uSTRATION IS ~ 40? F
IN'j'ERNAL ANO SKIN TEMPERATURE PQOw=ILE
A5 DE7ERMINEp BY MODEL Not- AIR
~AI..LOON Ex PERIMEN'TS
Figure 2
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 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
Figures 3 - 5 may be used as approximate guides to system specification.
Figure 3 relates balloon diameter to gross lift. Gross lift. must include
the balloon weight, and the tankage and fuel weight; these weights may be
taken from Figures 4 and 5. The synthesis of these weight considerations
is represented on Figure 6 where, by using a number of simplifying
assumptions, balloon diameter is related to payload capacity at 10, 000 feet.
Thus, a balloon 25 feet in diameter can carry a payload of 60 lbs . for
one hour. (From Figure 5, it may be seen that a 25 foot hot air balloon
will need about 30 lbs. of fuel and tankage for each hour of flight.
Thus, the payload becomes 30 lbs . if two hours of floating is desired.)
Again, from Figure 6, the payload carried by a 50 foot balloon is seen
to be 900 lbs . , while a 100 foot vehicle can support 8, 7D0 lbs . , and
a 250 foot model is capable of supporting a payload of some 170 , 000 lbs .
for one hour. (Fuel needed is less than 1,500 lbs. per. hour of flight.)
It should be stated that these extremely high lifts have not yet been
physically demonstrated. Computations have been made, based on
existing materials and standard design data. All of the performance
estimates made in these figures are well within the working limits of
existing materials .
Fuel supply systems, controls, ground handling techniques and ground
support equipment have been considered for a wide range of applications.
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 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
GRASS ~ ~.I~T 1~S BALLt?O~i .DtAM~T~R ;sE~ ~Ev?~ '
O,OOb FEEL
0000 . ~ ET
_.~_.~_.._1' .._.__- ---
'$ALL.OON CNTERNA~.. T~M~ERATURE = 250? >=
A. R. d. C. MODEL ATM05P!~ERE
-~----~---~ T- _ - ,.
o goo zoo . 300
BALLOfJN DIAMETER (FEET')'
' FIGURE 3 ?
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 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
ENVELOPE ~VEtS3~T VS ~t~METER tIDeAL FAeR~c~
l
i
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~ PARAMETER S
-" BALLOON AVERAGE INTERNAL TEMP.(Tb) = 250?F i
AL''i'ITUOE = SEA LEVEL ~
A.R.D.G. MODEL ATMOSPHERE
_~-~-i- DYNAMIC FACTOR s 2 i
~~ ~ fAGTOR OF SAFETY ~ 2 '
NDTE=
-
_
---~-_
- 'B OON WtTM A DIAMETER LARGER T
~
HAN i
-+--- 100? FEET UTILIZE A TAPERED THICKNESS
.
FABRI G _
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.. _ T { . ; _ r _ .r.-
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7
D
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n 1
e0 20 30 40 50 60
-r-----~
200 300
BALLOON DIAMETER
FIGURE 4
(FEET)
Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
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Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
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Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
There appear to be no insurmountable problems . Indeed, the ease of
handling, the low cost of ,operations, and the simple logistics militate
toward the use of these hot "air systems whenever a repeated or prolonged
lifting task is involved.
Special applications involve the mid-air inflation of a hot air system.
The system may be packaged to a relatively small volume, deployed,
filled with ram air which is then heated to sustain flight. This technique
has been successfully demonstrated.
Figures 7 and 8 show the packed volume and the package weight of the
system as a function of balloon diameter. Figure 8 includes fuel allowance
for level flight for one hour, at various altitudes, Figure 9 shows the
amount of heat, in Btu's, needed initially to bring the system to equilibrium.
This heat may be supplied by the liquid fuel ,used for sustaining flight,
or it may be obtained from solid pyrotechnic charges or other sources .
Using a hydrocarbon fuel such as propane, JP-1 or gasoline,, one pound
of fuel will produce some 21; 500 Btu's .
Figures 10 and 11 show existing hot air systems in use (50-foot manned
transport and flare support system) . Figure 12 is a projected hot air blimp,
now under design study, and Figure 13 illustrates the mid-air re-entry
vehicle recovery concept .
Specific details of these and other programs will be provided upon request.
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Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
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Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7 GURU 7
 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7 `
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Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7 ~,~p~ ~
 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
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Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7 ;~~~ g
 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
Figure 10
Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
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Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
Figure-~ 11
Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
 Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
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Declassified and Approved For Release 2013/04/23: CIA-RDP78-03624A000900040001-7
 Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
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Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
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Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7
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Declassified and Approved For Release 2013/04/23 :CIA-RDP78-03624A000900040001-7