MEMORANDU -I

'P

BR -R-3768

DETERMINATION OF AERODYNAMIC DRAG AND EXTERIOR BALLISTIC TRAJECTORY SIMULATION OR THE 155MM. DPICM, M864 BASE-BURN PROJECTILE
ROBERT F, ESKE

E+~TIC...
UL
, , APPROVED Mi PUBLI, RUE ISIR S' T' N UJNUI.

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Available COPY/
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U.S. ARMY LABORATORY COMMAND

BALLISTIC RESEARCH LABORATORY ABERDEEN PROVING GROUND, MARYLAND

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11. TITLE (Include Security Classification)

Determination of Aerodynamic Drag and Exterior Ballistic Trajectory Simulation for The 155mm, DPICM, M864 Base-Burn Projectile
12. PERSONAL AUTHOR(S)

Robert F. Lieske
13a. TYPE OF REPORT 13b. TIME COVE:ED 14 DATE OF REPORT (Year,1Mont5,OaY)

1,5.

PAGE COUNT

Memorandum Report

FROM

TO___

1989 January

137

16.
:7.

SUPPLEMENTARY NOTATION

This report supersedes IMR-891, dated June 1987.

FIELD COSAT1 CODES SUB-GROUP GROUP 18. SUBJECT TERMS (Continue on reverse if necessary ana identify by block number) Dopper Radar Data Base-Burn Projectile

19 01

01 01

Aerodynamic Drag Trajectory Modeling

-

Flight Performance

19. ABSTRACT (Continue on reverse if necessary and identify by block number)

HAWK Doppler radar data collected at Yuma Proving Ground,4Ar-L for the 155mm, DPICM, M864 base-burn projectile have been reduced for the purpose of determining the aerodynamic drag. The estimated- base drag reduction during base-burn motor functioning showed a very good correlation with time of flight and to a lesser degree with local atmospheric air pressure. No correlation was evident with flight Mach number provided an effective base drag coefficient is assumed which is just a function of Mach number. This result suggests

a simple addition to the Modified Point Mass Trajectory Model for the exterior ballistic
simulation of the M864 base-burn projectile.
~.2# ' CC

K,

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ROBERT F. LIESKE

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Acknowledgement The author would like to express his appreciation to Mr. Joseph A. Hurff for preparing the computer programs required to calculate the aerodynamic drag results and to Mrs. Margaret S. Wilson and Messrs. Joseph M. Wall and Joseph W. Kochenderfer for assembling and reducing the 155mm, DPICM, M864 baseburn projectile range data. The author also wishes to acknowledge the numerous helpful comments and suggestions received from Dr. James E. Danberg.

Aooession For TIS GRA&I DTIC TAB Unannounced Justification , IB.

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Table of Contents
Page List of Figures .. .. .. ... I. 11. 111. IV. V. VI. Introduction. .. .. .. .. ... ... ... ... ... ... ... ... ... .... .... ... ... ... ... ..... .... vii 1 1 2 3 3 4 5 7 .. .. .. 27 29 31

Reduction of HAWK Doppler Radar Velocimeter Flight Data .. .. .. .... Determination of Aerodynamic Drag Coefficient .. .. .. .. ... Determination of Base Drag Reduction Factor. .. .. .. .. ... Results. .. .. .. .. ... ... ... ... ... ... ... .... ... ... ... ... ... ... ... .... .... .... .... .... ..... ... ... ...

Analysis of Aerodynamic Drag Results. .. .. .. .. ....

VII. Exterior Ballistic Trajectory Simulation Model. .. .. .. .... VIII. Conclusions .. .. .. .. ... References .. .. .. .. ... .... ... ... ... .... ... ... ... ... ... ... ... ... ... ... .... ... ... ... ... ... ... .... ... ...

List of Symbols .. .. .. .. ... Distribution List. .. .. .. ...

List of Figures
Figure 1 2 Physical characteristics of the 155mm, DPICM, M864 base-burn projectile. Aerodynamic drag coefficient versus Mach number for round number 4315, with inert base-burn motor, fired with propelling charge M4A2, 7W, at a quadrant elevation of 748 mils ................................ Aerodynamic drag coefficient versus Mach number for round number 4376, with inert base-burn motor, fired with propelling charge M119A2, 7R, at a quadrant elevation of 748 mils ................................ Aerodynamic drag coefficient versus Mach number for round number 4341, with inert base-burn motor, fired with propelling charge M203E2, 8R, at a quadrant elevation of 748 mils ................................ Base drag reduction factor versus time of flight for round number 5089 fired
with propelling charge M4A2, 7W, at a quadrant elevation of 500 mils.
.

Page 8

10

11
. . . 12 13 14

5 6

Base drag reduction factor versus time of flight for round number 1034 fired
with propelling charge M4A2, 7W, at a quadrant elevation of 750 mils.. with propelling charge M4A2, 7W, at a quadrant elevation of 1150 mils.
.

Base drag reduction factor versus time of flight for round number 1013 fired
.

8 9 10 11 12 13 14 15 16

Base drag reduction factor versus time of flight for round number 1044 fired with propelling charge M119A2, 7R, at a quadrant elevation of 500 mils.. . Base drag reduction factor versus time of flight, for round number 1050 fired
with propelling charge M119A2, 7R, at a quadrant elevation of 750 mils..

15
16

Base drag reduction factor versus time of flight for round number 4202 fired with propelling charge M119A2, 7R, at a quadrant elevation of 1150 mils. Base drag reduction factor versus time of flight for round number 4216 fired
with propelling charge M203E2, 8R, at a quadrant elevation of 499 mils. .

17
18

Base drag reduction factor versus time of flight for round number 4329 fired with -propeling charge M203E2, 8R, at a quadrant elevation of 748 mils.. Base drag reduction factor versus time of flight for round number 4219 fired with propelling charge M203E2, 8R, at a quadrant elevation of 1147 mils. Aerodynamic drag force coefficients for the 155mm, DPICM, M864 baseburn projectile .......................................... Factor f, versus Mach number for the 155mm, DPICM, M864 projectile. Factor 12 versus time of flight for the 155mm, DPICM, M864 projectile.

19 20 21 22 23

vii

List of Figures (Continued)

Figure 17 18 19 Page Residuals of the stepwise multiple regression analysis versus time of flight. . Residuals of the stepwise multiple regression analysis versus Macli number. 24 25

Residuals of the stepwise multiple regression analysis versus local air pressure. 26

Vii

I.

Introduction

The Modified Point Mass Trajectory Model 1.2 is the primary method of trajectory simulation used in the preparation of Firing Tables. This model requires three types of input data: projectile mass properties, aerodynamic coefficients and the performance parameters determined from range testing. This report discusses an initial attempt to determine, for trajectory modeling, the aerodynamic drag of the 155mm, DPICM, M864 base-burn projectile (Figure 1) from the HAWK Doppler radar data.3 .4 A detailed treatise of base-burn projectile ballistic modeling technology is reported by Niles-Erik Gunners, Kurt Andersson and Rune Hellgren in Reference 5, Chapter 16, "Base-Bleed Systems for Gun Projectiles".

II.

Reduction of HAWK Doppler Radar Velocimeter Flight Data

The frame of reference for all vectors is aground-fixed, orthonormal, right-handed Cartesian coordinate system with unit vectors ( 1, 2 and 3 ). The 1 axis is the intersection of the vertical plane of fire and the horizontal plane and pointing in the direction of fire. The 2 axis is parallel to the gravity vector, Y, and opposite in direction. The 3 axis completes the right-handed coordinate system. The slant range rate of change as measured by HAWK Doppler radar is recorded on a digital tape. The first step is to smooth the data and determine the time derivative. Least squares fits (second-degree polynomials) to the data are determined for 0.56 second intervals (fifteen point smoothing) along the trajectory. The slant range rate of change (i) and time derivative of the slant range rate of change (i) are obtained from the quadratic fit at the midpoint of the fifteen point interval. An estimated trajectory is generated separately using the projectile mass properties, launch data, atmospheric conditions, estimated aerodynamic coefficients and estimated base drag reduction factor during base-burn motor burning as a function of time. The trajectory is adjusted, using factors on base drag reduction during motor functioning and lift, to match the observed impact data. A trajectory velocity (, ) is calculated using the HAWK radar smoothed slant range rate of change (i)and the estimated trajectory slant range rate of change (it and velocity (Urt) as follows: )

,= ( / ,)t4
where:

(1)

it = ut cos(rt, Ut) =

Note: Subscript t refers to quantities determined from the estimated trajectory and those with subscript r are obtained using both the HAWK radar data and the estimated trajectory. A trajectory acceleration (u"4) was calculated using the time derivative of the HAWK radar slant range rate of change (i) and the estimated trajectory, time derivative of the slant range rate of change (i't) acceleration (ut), using the following two formulations: and
"4 = ( i/,'t),+
[( t F-_

)/

(2)

and

/ ('. U)
where:
7,;= {,rt

(3)

1-' r4 ) + (f,.;

")]

(f,.t

t),it}/rt

and

rt

The mean of the results were similar for both of the u-, representations, however, the variation (spread) of the results were significantly improved using equation 3 and it was used for determining the results presented.

III.

Determination of Aerodynamic Drag Coefficient

The mass of the projectile, atmospheric conditions, estimated trajectory data and the Doppler slant range rate of change and time derivative of the slant range rate of change provide the necessary inputs to determine the aerodynamic drag. The following inverse solution of the point-mass equations of motion is then used to compute the aerodynamic
drag (C,).
-

CD, =

-1(Tr

U-1

A) 88m/ (rpd '

(4)

IV.

Determination of Base Drag Reduction Factor

The base-burn motor is intended to increase the range of the projectile by reducing the base drag. An initial estimate of the aerodynamic zero yaw drag force coefficient (CDo) and the base drag component (CDD) was determined for the M864 base-burn projectile, with an inert base-burn motor, using the semi-empirical drag estimation model known as McDrag. 6 A base drag reduction factor (IBD) was then defined to quantify the amount of base drag reduction as follows:
fBD = (Cro - CD,) /C,,

(5)

A base drag reduction factor of unity indicates that all the estimated base drag is eliminated, whereas a value of zero means none of the estimated base drag is eliminated. A fBD greater than one indicates that thrusting is present, since more than just the base drag has been eliminated.

V.

Results

The aerodynamic drag results, obtained from the procedure described above, are presented for a sampling of the M864 projectiles, including three M864 projectiles with inert base-burn motors. These projectiles were fired at Yuma Proving Ground, AZ during May 1987. The base-burn motors were designed to burn out at approximately 30 seconds. The aerodynamic drag coefficients for the projectiles with inert motors are presented as a function of Mach number and for the projectiles with live motors base drag reduction factors are presented as a function of time of flight. The sampling includes projectiles with inert and live base-burn motors fired with propelling charges: M4A2, charge 7W; M119A2, charge 7R; and M203E2, charge 8R. The sampling contains an inert base-burn motor fired at a quadrant elevation of 748 mils and live base-burn motors fired at three quadrant elevations (approximately 500, 750 and 1150 mils) with each of the propelling charges. Figures 2 through 4 present the aerodynamic drag coefficients versus Mach number for projectiles -with inert base-burn motors fired with each of the propelling charges at a quadrant elevation of 748 mils. Figures 5 through 13 present the base drag reduction factors versus time of flight for projectiles with live base-burn motors fired with each of the propelling charges at quadrant elevations of approximately 500, 750 and 1150 mils. Figures 2, 3 and 4 show excellent agreement of the aerodynamic drag coefficients for the inert base-burn motor projectiles fired with the three propelling charges. Figures 5 through 13 show a good correlation of the base drag reduction factor with time of flight for the live base-burn motor projectiles. The base drag is consistently reduced by approximately 50 percent and the results show an increase in this percentage for the higher quadrant elevations indicating a possible correlation with local atmospheric pres-

sure. There is some irregularity in the base drag reduction factor for the transonic velocities (Mach numbers: .95 to 1.05). This is identified where evident on some of the figures. The irregularity is probably due to the error in the transonic aerodynamic inputs and/or the Mach number determined from the HAWK radar data. The base drag reduction factors also indicate a delay in base drag reduction at the beginning of approximately one second and a base-burn motor burnout time of approximately 33 seconds. The large variation in the base drag reduction factor for the high quadrant elevation rounds is probably due to a combination of the following: the magnitude of the total drag coefficient, the data reduction methodology including the estimated trajectory, the estimated aerodynamic coefficients and the HAWK Doppler radar capability.

VI.

Analysis of Aerodynamic Drag Results

An aerodynamic drag coefficient CD0 was determined for the M864 projectile based on the inert base-burn motor projectile results. In addition, an estimated inert, base drag component CD, was determined for the M864 projectile with an inert base-burn motor by subtracting the McDrag estimates of head, skin friction, band and boat tail drag from the determined CD for the inert M864 projectile. Figure 14 presents the determined CD" and CD, functions of Mach number. The base drag reduction factors for times of flight between three and 33 seconds were analyzed using a stepwise multiple regression technique. 7 The base drag reduction factors were fit as a function of time of flight and the difference in a reference (standard) air pressure (P,) , 1013.25 mb, and the local air pressure (P) divided by P, to account for the apparent variation with quadrant elevation. A review of the residuals as a function of Mach number suggested an additional function of Mach number, f,, which forms a modified base drag coefficient, (CDB. fi), for the M864 base-burn projectile. Figure 14 presents the modified base drag coefficient, (CDD, fl), while Figure 15 presents the f, factor as a function of Mach number. The value of (CD.. fl) is 25 percent higher for Mach numbers less than 0.9 and 11 percent lower at Mach number 2.0 than the theoretically determined CD, . A theoretical discussion of drag reduction for base-burn projectiles is presented in Relerence 5, Chapter 16. The stepwise multiple regression fitting function including fi is as follows:
[(CO CD)/(C 3 ,Dfi)] = f2 + h (P, P)/P,

(6)

Where: " Factor f2 is a function of time of flight. " Factor f4 is a constant. Note: A factor f3 multiplying f2 is added in the final formulation.

4.

The factor, f2, as a function of time of flight, determined by the stepwise multiple regression process for the nine M864 base-burn test projectiles (Figures 5 through 13), is presented in Figure 16 and the constant, f4, determined simultaneously, was 0.30. The residuals of the stepwise multiple regression fitting process are presented in Figures 17, 18 and 19 versus time of flight, Mach number and local air pressure respectively. The root mean square error of residuals is 0.12 and the residuals show that the fitting process has removed the symmetric biases due to time of flight, Mach number and local air pressure. Summarizing: " An aerodynamic drag coefficient (CD ) was determined for the M864 projectile 0 based on the inert base-burn motor projectile results. " A base drag component (CDv,) was theoretically determined for the M864 projectile with an inert base-burn motor based on CD 0 minus the fore body drag estimated by McDrag. " A factor, f,, multiplied by the inert projectile base drag component (CD.) is used to represent an effective inert base drag coefficient for the M864 base-burn projectile as a function of Mach number. " A factor, f2. is used to represent the effect of time on drag reduction during the burning phase of the M864 base-burn projectile. " A change in drag reduction with local air pressure was assumed to account for the observed variation of the M864 base-burn projectile base drag with quadrant elevation. This apparent effect with local air pressure was further assumed to take the form f4 ( P, - P ) / P, , where the factor, f4 , is a constant.

VII.

Exterior Ballistic Trajectory Simulation Model

The reduction in base drag during base-burn motor functioning is shown to be a function of time of flight and to a lesser degree a function of local air pressure. A constant, f3, multiplied by f2 is added to create a simulation methodology containing flexibility for matching experimental radar and impact or air burst data. The constants, f3 and f4, can then be used effectively as parameters for matching the measured impact or air burst range firing data. The combined base drag reduction term, - ( CD, )[ f2 f3 + f ( P, - P ) / P, ], is then added to the projectile's inert total drag force coefficient term, CD. + CD., (Qa,) 2 , of the Modified Point Mass Trajectory Model for Rocket Assisted Projectiles. The total drag computed by the Modified Point Mass Trajectory Model for Rocket Assisted Projectiles is then as follows:

{CDo -(CDf)f

f3 +

(P

- P)/P,] + CD (Q

8m
Where:

)}

V(

7)

* The factor, fo, can be used as a function of quadrant elevation, instead of the ballistic coefficient, for matching experimental impact or air burst range firing data for projectiles without base-burn motors. A value of 1.0 was used for fo because this parameter was not used for matching the experimental firing data of the M864 baoe-burn projectile. Note: The ballistic coefficient, m, / ( fo d 2 ), as a function of quadrant elevation is currently in use as the parameter for matching experimental impact or air burst range firing data. The use of fo, previously identified as i, has the advantage of being a nondimensional factor. * The term, ( CD,, f, ) ( f2 f3 ), is used to represent the drag reduction as a function of Mach number and time of flight and for matching experimental impact or air burst range firing data of individual or groups of projectiles. e The factor, f, , as illustrated in Figure 15, is used to represent the change in drag reduction as a function of Mach number. f, was determined from the analysis of the HAWK radar data. e The factor, f2, as illustrated in Figure 16, is used to represent the change in drag reduction as a function of time of flight. f2 was also determined from the analysis of the HAWK radar data. * The factor, f3 can be used as a parameter for matching experimental impact or air burst range firing data.

* The term, ( CD,, fi )[ f ( P, - P ) / P, ],is used to represent the drag reduction

due to an apparent effect of the local air pressure. * The factor, f4, is a constant during base-burn motor functioning and is zero thereafter. f 4 was determined to be 0.30 based on the analysis of the HAWK radar data. * The factor, Q, is a constant used to compensate in part for the approximations in the Modified Point Mass Trajectory Model. A value 1.2, normally used for artillery projectiles, was used for this parameter. In the above model the nondimensional factor, fo, replaces the ballistic coefficient as the parameter used for matching experimental impact or air burst range firing data of projectiles without base-burn. In that role, fo would normally be a function of quadrant elevation. The factors, f, through f4, should be effective parameters for representing the HAWK radar results and matching the experimental impact or air burst range firing data of the 155mm, M864 base-burn projectile.

VIII.

Conclusions

The aerodynamic drag coefficients determined for the M864 projectiles with inert baseburn motors show excellent agreement for the flight Mach numbers of projectiles fired with propelling charges: M4A2, charge 7W; M119A2, charge 7R; and M203E2, charge 8R. The reduction in base drag during base-burn motor functioning correlated very well with time of flight and to a lesser degree with local air pressure. These results support the simplistic addition of a base drag reduction term to the acceleration due to drag equation of the Modified Point Mass Trajectory Model for Rocket-Assisted Projectiles for simulating the ballistic trajectory of the 155mm, M864 base-burn projectile.

155mm, DPICM, M864 Base-Burn Projectile Sketch

Dimensions
Length of Projectile Nose Length Cylinder Length Boattail Length Boattail Angle calibers calibers calibers calibers degrees 5.79 3.42 1.86 .50 3.00

Mass Properties
Mass kgs (lbs) kgs (lbs) cm from nose (in from nose) 46.95 103.5 1.21 2.67 58.8 23.16

Mass of Fuel

Center of Gravity

Moments of Inertia Axial Transverse kg-m 2 (lb-ft 2 ) kg-m 2 (lb-ft) .158 3.75 1.657 39.32

Figure 1. Physical characteristics of the 155mm, DPICM, M864 base-burn projectile.

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References
1. Lieske, R.F. and Reiter, M.L., "Equations of Motion for a Modified Point Mass Trajectory," TS Army Ballistic Research Laboratory, Aberdeen Proving Ground, Maryland, BRL Report No. 1314, March 1966. (AD 485869) 2. NATO STANAG 4355 (Draft Edition 1), The Modified Point Mass Trajectory Model, February 1988. 3. Lieske, R.F. and Kochenderfer, J.W., "Determination of Performance Parameters for Fin-Stabilized Free-Flight Missiles," US Army Ballistic Research Laboratory, Aberdeen Proving Ground, Maryland, BRL Report No. 1349, December 1966. (AD 809790) 4. Lieske, R.F. and MacKenzie, A.M., "Determination of Aerodynamic Drag from Radar Data." US Army Ballistic Research Laboratory, Aberdeen Proving Ground, Maryland, BRL Memorandum Report No. 2210, August 1972. (AD 750564) 5. Nils-Erik Gunners, Kurt Andersson and Rune Heligren, National Defense Research Institute (FOA) Tumba. Sweden, "Base-Bleed Systems for Gun Projectiles," Chapter 16, Volume 109. Dated 1988. Progress in Astronautics and Aeronautics, Gun Propulsion Technology. Published by the American Institute of Aeronautics and Astronautics, Inc.. 370 L'Enfant Promenade, SW. Washington, DC 20024. 6. McCoy. R.L.. " 'McDrag' - A Computer Program for Estimating the Drag Coefficients of Projectiles.- US Army Ballistic Research Laboratory, Aberdeen Proving Ground, Maryland. BRL Technical Report ARBRL-TR-02293, February 1981. (AD A098110) 7.Breaux. H.J.. Campbell, L.W. and Torrey, J.C. " Stepwise Multiple Regression Statistical Theory and Computer Program Description," US Army Ballistic Research Laboratory. Aberdeen Proving Ground, Maryland, BRL Report No. 1330, July 1966. (AD 639955)

27

28

List of Symbols
Symbol
CD0
CDy,

Definition zero yaw drag force coefficient inert base-burn motor, base drag component of zero yaw drag force coefficient radar determined drag force coefficient reference diameter of projectile factor as a function of quadrant elevation, previously identified as i, used for matching experimental range firing data factor used to represent the drag reduction as a function of Mach number

CD,

d fA

f2 f3

factor used to represent the drag reduction as a function of time of flight factor used as a parameter for matching experimental range firing data factor used to represent the drag reduction due to an apparent effect of local air pressure acceleration due to gravity

14

rn ni, P P, CD, (Qa,)2 rt

-

fuzed projectile mass at time t reference fuzed projectile mass air pressure at trajectory position reference (standard) air pressure (1013.25 mb) yaw of repose drag term in the "Modified Point Mass Trajectory Model" trajectory estimated, slant range magnitude trajectory estimated, slant range HAWK radar determined, rate of change of slant range with time

rtime

derivative of the HAWK radar determined, slant range rate of change trajectory estimated, rate of change of slant range with time trajectory estimated, time derivative of the slant range rate of change

it
rt

29

List of Symbols (Continued)

Symbol ttrajectory ut Definition estimated, velocity of the projectile with-respect-to the ground-fixed axes trajectory estimated, acceleration of the projectile with-respect-to the ground-fixed axes velocity of the projectile with-respect-to the ground-fixed axis, determined from HAWK radar data and estimated trajectory acceleration of the projectile with-respect-to the ground-fixed axes, determined from HAWK radar data and estimated trajectory v F IF A p speed of projectile with-respect-to air velocity of the projectile with-respect-to air velocity of the air with-respect-to the ground (wind velocity) acceleration due to Coriolis effect density (specific mass) of air

U.

30

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Commander US Army Missile Command ATrN: AMSMI-RD-CS-R (DOC) Redstone Arsenal, AL 35898-5241 Commander Armament RD&E Center US Army AMCCOM ATTN: SMCAR-MSI Picatinny Arsenal, NJ 07806-5000 Commander Armament RD&E Center US Army AMCCOM ATTN: SMCAR-TDC Picatinny Arsenal, NJ 07806-5000 Director Benet Weapons Laboratory Armament RD&E Center US Army AMCCOM ATTN: SMCAR-LCB-TL Watervliet, NY 12189-4050 Director US Army TRADOC Analysis Command ATTN: ATAA-SL White Sands Missile Range, NM 88002-5502

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