COMPARISON OF BALLISTIC DATA ON THE WASSERFALL AND R-113 MISSILES

• Document Type: CREST
• Collection: General CIA Records
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• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 17
• Document Creation Date: December 23, 2016
• Document Release Date: November 1, 2013
• Sequence Number: 6
• Publication Date: April 9, 1954
• Content Type: REPORT

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CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
This Document contains information affecting the Na-
tional Defense of the United States, within the mean-
ing of Title 18, Sections 793 and 799, of the ..U.S. Code, as
amended. Its transmission or revelation oats contents
to or receipt by an unauthorized person is prohibited
by law. The reproduction of this form is prohibited.
50X1
COXFIDENTLAL
Anta4,?J-N
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COUNTRY USSR (Leningrad Oblast) REPORT
SUBJECT Comparison of Ballistic Data on the DATE DISTR.
9 April 1954
Was serfall and R-113 Missiles
NO. OF PAGES 16
DATE OF INFO.
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PLACE ACQUIRED
THE SOURCE EVALUATIONS IN THIS REPORT ARE DEFINITIVE.
THE APPRAISAL OF CONTENT IS TENTATIVE.
(FOR KEY SEE REVERSE)
CONFIDENTIAL.
STATE
.ARicr
FBI AEC
Note: Washington Distribution Indieeted., By .1X"; ::F.ip4 :Disirl!petign By "#".)
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leen riDENT IL
? . .
H 7, F.: T 0 tl
USSR ...(Leningrad Oblast)
REPORT
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. DATE cam qtv4A5f
SUB3ECT Comparison of Ballistic Data on the WasserfallNO. OF PAGER 15,
and R.113 Missiles
PLACE
ACQUIRED
DATE
ACQUIRED
DATE .OF IN
THIS IS UNIVAWATE0 INFORMATION
NO, OF ENCLS.
(LISTED BELOW)
? SUPPLEMENT TO
REPORT NO.
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1. The data submitted in the following report are based on the
antiaircraft rocket Wasserfall . in the form in which it was developed ?
in 1946-1948 at Branch No.110orodorlya Island and on the project
R-113, which was developed in the same place during 1950.1951. Tint
numerical walnut are partly land partly from a series of,
trajectory computations. The trajectory computations are approkimate
and contain several inaccuraoiss because the thrust is only repre.
?anted by an average value; the increase in thrust when the air
pressure decreases with the altitude is not taken into ooneidera.
tion in an accurate form and the air resistance oannot be oompUted
exactly liecauSe of a leek of information on the resistance *loaf-tic:dente:
Howeirer, the results do agree in magnitude with those which resulted"
fron the investigations at Gorodomlya
1,IST yams :AND PI4/11;46
2.
th loss tables and di ams
These tables and diagrams ages ? to m e possi e a com-
parison of the data of the Ifasserfall and R-113. There is more
CORTIBIENTIAlil
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EICPLANATIONS
Dimensions (Table 1, Item 1) Sage g
3. The length of the R-113 was from 1 to 1.5 meters longer than the
Wasserfall. The missiles did not differ essentially in width or
diameter. The Wasserfall was designed with four wings while the
R-113 was designed with two wings.
Weights (Table 1, Items 2) iTage 6:7
14. The starting Weights of the Waiserfall and the R-113 were approxi-
mately the same. Some savings were Made in the structural weight
of the R-113 as compared with the Wasserfall so that the weight
ratio at the termination of tombuetion was .39 compared to .455
for the Wasserfall. The R-113 Could carry more fuel because of c%
approximately ten per cent greater length.
iliseful Load (Table, 1, Item 3 ) Sage 6:7
5. The useful load of the R-113 was 500 kg. In the computations
for the Wasserfall, this load. was possibly Smaller than 500 kg.
Thrust (Table 1,,Item 4) Sage 6:7
6. In the Wasserfall, the thrust onifthe ground was about eight tons.
After deducting the loss because of the controls which are carried
along for the first 17 seconds after the start, the thrust was
perhaps somewhat less. The value of eight tons can be taken as an
average value for ;the whole trajectory.
7. The R-113 was supposed to be started with more thrust so that it
would not have to fly too long. The first derAgn provided for a
specific thrust addeleration at the start of0 t 2.5; this meant
a thrust of 9.5 tons on the ground. It is possible that the
final project hada smallEn?rwhich was perhaps under 2.3. Thus,
the thrust at the start was to be about 8.6 tons. The greater
thrust of the R.,113 competed to the Wasserfall is due to the
fact that the fuel consumption rate_andexhaust velocity are
both greater.
8. At the start of the work on project R-113, it was intended to avoid
the high pressure sphere which was ueed in the Wasserfallk
la sphere with nitrogen was still used in
the:final2B-113 design, But the piesaute was not adequate to make
it possible for the missile to fly the Whole trajectory with com-
plete thrust. The thrust decreased to almost three tons at the
termination of combustion. The decrease in thrust was quite de-
sirable on the one hand because in this way a too quick increase
of speed was avoided and the impact pressure did not become too
high. For A time, it was even planned to regulate the thrust with
the help of an air-speed indicator so that the impact pressure re-
mained constant at 10 tons/4.
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detailed explanation of the individual items in the section below.
Table 1 Comparative data of the Wasserfall and the R-113
5/34e 6 LT
Table 2 Values for the powered trajectory of the Wasserfall
Sage 7 J.
Table 3 Trajectory values of the R-113 if it -could be flown
without a decrease in thrust 5age 82.
Table 4 ME*mum permissible speed, dependent on the altqude,
if 'the i act pressure is not to exceed 10 ton/m
Sage
FiSe 1 Time curve of the speed v) the altitude and the
impact pressure 11) for the vertical ascent of the
Wasserfall Sage 10 J.
Figure 2 Time curve of the speed v, the altitude 11.) the impact
and. the path angle for a sloping powered trajectory
of the Wasserfall age 11:7
Figure 3 Time curve of the speed v, the altitude h. and the
impact ilyessure se for the vertical ascent of the
R-113 jpage 12 J.
Figure Ofine curve of the speed v, the altitude h., the impact
pressureir and the path angle *1/4 for 'a sloping powered
? trajectory of the R-113 Sage 1327.
' I
Figure 5I.Speed v as dependent on' the altitude rt for the
sloping trajectories of the 1.1asterf all (-----),
the R-113'(---), and for the case that the impact
pressure yr is constantly equal to 10 ton/m?
iTage 14 J.
Figure 6.Impact pressure as dependent on the altitude h
for the sloping trajectories of the Wasserfall
the R-113 -4, and for it: e 10
ton/m2 Sage 127. ?
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How much of this plan was still left in the final project is not
known to me. It is quite possible that in the end the natural
decrease in thrust as a result of the abatement of the pressure
in the sphere was considered satisfactory.
? 9. The combustion period of the Waseerfall was 46 seconds and would
have been the same in the R-113 if the complete thrust could
have been used on the whole powered trajectory... Because of the
decrease in thrust with the lower flow quantity, the fuel lasted
about 50 per cent longer, i.e., the combustion period was about
70 seconds,
Wasserfall Trajectories (Table 1, flexed 5-And:6; Table 2; Figures 1 and 2
/pages 6, 7, 10 and 11/.
10. From the Wasserfall? the computations with vertical and sloping
trajectories resulted in almost the same cut-off velocity of about
800 m/sec. because of the greater air resistande in the sloping
trajectories; consequently, the gain in speed because of the
more favorable gravitation components is lost again. In Table 2-0
Figure 1 and Figure 2, the same speed Variation is assumed for
the vertical ascent and for the trajectory with turning program
up to the path angle er. 300. For the middle part of the
trajectories, this does not quite agree with reality but it is
not an important error. In the sloping trajectory, a schematic
variation was assumed as a -program for the path angle, and this
?
is shown in Figure 2. The trajectories Which are analyzed are powered
trajectories. Of course, the combat Epee extends some distance
beyond the combustion cut-off point. -
Bt113 Trajectories (Table 1, Items 5 and 6; Table 3; rigures 3 and 4
Lpages 6, 8, 12 and 12/.
11.
The values in Table 3 and in the Figures 3 and 4 are based on
trajectories for which the thrust remains Constant during the
whole combustion period, i.e., for which the decrease in thrust
which actually takes place after a time is not taken into con-
sideration. At full thrust the combustion cut-off comes after
'about 45 seconds flying time at 20 kel. altitude for the vertical
ascent. Because of the decrease in thrust, the actual powered
trajectory is longer, but the altitude bf 30 km. is still reached
on the propulsion branch. At this height the speed issicanewhat -
lower than the terminal value in Figure 3.4iTrejTeiiactually-il,
runs lower than the one in Figure 3 and is withoutthe kink.
The combustion cut-off velocity has a Value of About 1000 m/sec.
and is shown in Table 1.
12. At full thrust the sloping trajectory has a combustion out-off
? speed Of 1260 m/sec. at a height of 12 1. The decrease in
thrust lengthens the powered trajectory to over 20 km, altitude
and the cut-off velocity is still at least 1100 m/sec. The last
' distance up to the corner of the required clmbat =me at 30 km,
altitude must be covered in free flight. The curve for decreased
thrUbt is below that given in Figure It. ends lower down than
the one shown on the figure.
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'a 5 -
Impact Pressure in R-111 Trajectories (Table 41 Fires 4.5 and 6)
&ages 9 '13 ,14 and 15.1
13. One renalt of the lower speed governed by the decrease in thrust
is that the maximum of the impact pressure .is lowered ns compared
with the values given in Tele 3 and Figure 4. In fact, the
maximum value of 10 tons/m provided for the impact pressure in
the first design is exceeded, but. the maximum pressure in sloping
trajectories with decreased thruet is much less than in'the case
of 411 thrust and is approximately the same size as for tp
Wasserfall. In steep trajectories it is tut 840 ione/M and
in slOping trajectories aboUt 17-20 t-ons/m . (Calculations for
these..71ower preseures were not given.)
14. The curve of the ppped,2if the impact pressure were to be held
constantly to lOons/m and the speed and impact pressure curves
as they really are, recorded against the altitude, for the
sloping trajectories of Wasserfall and of R-113 in the case of
fUll thrust, can be seen from Table 4 and Figures 5 and 6. For
the- trajectorY of R-113 with decrease in thrust, the curve for
the impact pressure runs between the solid curve (Wasperfall)
and the dOtted curve (R-113 without deorease in thrust)2in
FigurC6 and has its maximum at approximately20 tons/m
Load Factors
15. In theWasserfall computations the basic aerodynamic datntresult
in a relatively large distance from the center of pressure to
the center, of gravity after passing through the speed of sound.
For this. reason, the angle of incidenoe which can be attained
at maximum deflection of the control surfaces is not especially
large, and the same is true also for the load factor. Trajectory
computations at Gorodomlya gave a load factor of 77gt: 2. In such
trajectories, no evasive action can be assumed on the part of
the target. (The maximum value of 11 was not definitely known.)
16. In the requirements for the R-113? it was stated that the'lrocket
must e.able to attack targets which made defensive maneuVers
up toYh =2:05. Therefore, the R-113 had to be able to reach a
load factor of t .5. This requirement was fulfilled for 'the
lower and medium altitudes of the combat zone. However, it the
upper limit of the combat zre where the impact pressure was
only between 1 and 2 tons/m., the lift of at least 7.5 tons,
which is necessary for the load factor /7 .5y cannot be attained.
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?- 6
?.... ..
Wasserfall'
m. . .
. .
_ ..
2.11;
4
1. 'Dimensions
,-.
?
,.:
Length
1
(m)
-
7.5-8.0
9.
2. . Weight ?
i:
Take-off weight
Weight at burn-out
Fuel. Weight
!Mass ratibl
'to
G
Br
9T -
?4.er
.(4) . 3000: ,
(kg) ? .t 1730,
(kg) . 2040 .
(1 ) ? 0.455 H
;so
1500
,.2300
.0:39
3. FaYload
GN
(kg) 500(?),
500
4. Thrust
Thrust on ground
Fuel Consumption
Exhaust velocity ;
Burning time
Special thrust acceleration
so
/41
C
tBr
er
(kg).- 8000
(kg/sec) 45
(m/sec) 1750
(sec) 46
- ( 1) : 2.1'
9500-8600 '
51.5-47
1800
see text'
2.50-2.27
5. Vertical ascent
Burn-out velocity
Burn-out altitude
,
Maximum impact-pressure
Vet-.
/Mr
toots
.(it/ttic)?. 800
, :tki0 ? 14.3
(ton/m2) 8
1000
' ' 10
6. Sloping tralebtory (up to.e -30?)
BurnToutveloci:tY
Burn-out altitude.
Waximum impaot-pressure.
Yet.
(rn/eed) ? -800
(kn)r- 8.2
(ton/I2) 17
1100
20-25
17-20
Table 1
-
Comparative ? data of Wassetfall and ,11-11i,
?
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CO 7 11' I AL
7 -
[ Vertical Ascent
Sloping
Trajectory
A
t?
v
h
f
kt
h
x
t
..-
(1)
(sec)
(m/sec)
(km)
(ton/m2)
(o)
(km)
(km)
(ton/m2)
1.00
0.0
0
0.00
0.00
90
0.00
0.00
'0.00
0.90
8.4
97
0.41
0.57
75
0.40
0.05'
0.57
0.80
16.9
).93
1.63
1.99 -,
50
1.47
0.64
2:02
0.70
25.5
501
3.69
3.91
30
2.70
2.27
4.33
0.60
33.8
453
6.83
6.30
30
4.27
4.99
6.34
0.50
42.2
676
i 1.46
7.91
r
6.63
9.08
14.34
0.455
46.0
800
4.30
[
7.08
30
8.20
11.80
16.76
_
-
Table 2
Values for the Powered Trajectory of the Waswerfall
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Vertical Ascent '
. -...,
:SIMping Trajectpry
,
A.?
t
I/
,
17
le
e
v
h.1(
I'
.. (1).
(sec)
(m/sec) ..(km)
(tOn/mi)
(0)(m/Oec).
(km)
(km)
(ton /m.)
1,00.
0,0.
'0
0,00
0,60
90
o
o 00
:! j e ..
0 00
' :,.,
0 00 10
0,90
7,3
117
0,42
0,82
75
116 .
"0,41
'0,05
0,81
0100
14,7
253
.1,77
_ 3,36
50
.:256
1,58
0,71
3,51'-
0 70
22,0
384
. 4,13
6,14
30.
406
3,03
2,62
7,62
.0,6072944
562
7,55
8,91 '
.30
603
14486
5,18
13,86
. ,
9,50.
36,7
806
12,53
.9,46
30
,. ' 876
7,48
19,32
2482 '
0,40
44,0
1128
4967
6,12
'30.
1223
1.37!,*
16.04
26455
0.,39
44,7'
1166'
' .20,39
5,81
36
1262
11?76
17,72
26,28
48,7 '
1126
24,97
' 2,75
30
1246
.14,26
22,07
17,35
52,7
.1986
29;40
1,33
.30
1230
16,73
26,36
11,35
56,7
30
1214
19,18
30,59
60,7
30.
.1198
21,059
34077
5,09
64,7
.30
1182
23,97
? 38,89
3,41.
68,7
30
_1166
26,32
42496
, 2,30
72,7
30
1150
28,43
46,97
1,57
A
t
wilh-
Table 3
Trajectory Values for the 11-113,When Flown Without Thrust '
Decrease
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V
(km)
(m/sec)
3
464
? 4
489
5
516
6
545
7
577
8
611
9
648
10
689
11'
734
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Table 4/
/7
V
-OM)I
(m/Sec)
1.12
794::
, 13 .
p59
? 14
930
T:15
1906'
:1 6
1089'
, li
1479
18
?1275
-19
1380
20
1493
Maximum Permissible Velocity Doendent on Height., If the Impact
. . . ,
' -
Pressure of 10 ton/m2 Is Not Exceeded.
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