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area in which it might move continually shrunk. Finally, as it was constantly generating lift, it was slowing more rapidly than a non-maneuvering RV. This not only reduced the amount of lift it generated as it slowed, it also greatly reduced its terminal speed, both of which opened it to attack by very fast interceptors attacking at very short range.
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If the RV maneuvered continually during the time it was within range of the ABM, the guidance system would never calculate a successful interception course. The only solution would be to launch multiple ABMs in a pattern that covered all of the possible approaches to the target, which could require dozens of ABMs per attacking RV.
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Mk. 500 was designed to be simple, and had a number of known problems. One was that it could not fly a straight path and that meant it had to calculate an approach where all of its maneuvers brought it to its target. Another was that the maneuvers were constant gee, so as it approached the target the
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Maneuvering RVs are another solution to the problem. The radars, and especially computers, of the era took many seconds to calculate the trajectory of the descending RV, the trajectory of the ascending ABM, the chosen collision point, and to send that information to the ABM to adjust its flight path.
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SWERVE started in the 1970s and culminated with a successful flight test in 1985, which demonstrated a sophisticated maneuvering reentry vehicle technology and paved the way for the
Advanced Hypersonic Weapon program's Alternate Re-Entry System in the early 2010s, which was later developed into the
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The design was essentially a conical RV with a slice cut off one side to form a flat surface. A small triangular prism was placed at the aft end of this flat area. The prism was split into two halves, left and right, to form two flaps, sometimes referred to as a "split-windward flap". To pitch the
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AMaRV had numerous advantages over Mk. 500. It did not have to maneuver at all times, and had fine control over the maneuvers it performed. As it could avoid maneuvers during the initial reentry, it would retain energy and thus be able to maintain powerful maneuvers at lower altitudes, while also
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on 20 December 1979, 8 October 1980 and 4 October 1981. AMaRV had an entry mass of approximately 470 kg, a nose radius of 2.34 cm, a forward frustum half-angle of 10.4°, an inter-frustum radius of 14.6 cm, aft frustum half angle of 6°, and an axial length of 2.079 meters.
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Flight test of the
Advanced Maneuverable Reentry Vehicle in early 1980. The path of the reentry vehicle is the upper streak of light, with the booster tanks immediately below. Lights from the Kwajalein Atoll in the Pacific can be seen in the lower right
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vehicle, the flaps were both raised into the airstream and caused the nose to move in the opposite direction and thereby produce lift opposite to the direction of flap movement. The RV was rotated by raising one flap while lowering the other.
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There are two general reasons to use MARV. One is to make it more difficult to track the reentry vehicle (RV) and thereby make it more difficult to attack as it approaches its target. This was particularly useful against early
121:(ABM) system led to work in the United States to consider ways to defeat it. The tri-service Advanced Strategic Missile Systems office was formed to study the problem, and several possibilities were immediately evident.
79:(ABM) systems which took seconds to calculate an interception course. Making random trajectory changes could render these systems useless. This class of MARV is sometimes known as
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The other is to improve accuracy or track moving targets using terminal guidance systems that can act only during the last stages of the flight. This class is sometimes known as
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128:(RV) while flying at lower altitude, which would make it much more difficult to track at the long distances needed for a successful interception. A similar approach was to use
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travelling faster overall. It was "difficult to conceive of an endoatmospheric ABM which could defend against AMaRV-type vehicles at reasonable cost."
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The disadvantage of AMaRV was that it was very heavy, too heavy to be carried on
Trident I. While it could be carried on
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Interest in evading MARV grew in the late 1970s as part of the wider debate on nuclear warfighting policy. This led the
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Work on MARV was carried out continually through the 1960s, but ultimately not put into use on the US
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Kelley M. Sayler (Updated April 26, 2021) Hypersonic
Weapons: Background and Issues for Congress
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Abstract Service - Design of maneuverable trajectories of re-entry vehicle
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to make the ABM systems fail to track the RV among the decoys, or in a similar way, to use
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systems to increase the number of targets beyond what the ABM system might handle.
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The
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Bunn, Matthew (1984). "Technology of
Ballistic Missile Reentry Vehicles".
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system. The same systems may also be used to track moving targets like
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mooted the need for anything more advanced than MIRV and decoys.
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Ballistic missile whose warhead capable of changing trajectory
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One was to use skip-glide reentry to extend the range of the
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that is capable of maneuvering and changing its trajectory.
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Sandia Winged
Energetic Reentry Vehicle Experiment (SWERVE)
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Congressional
Research Service, report R45811: also see
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679:. 2012-12-29. Archived from the original on 2012-12-29
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sophistication. Three of the AMaRVs were launched by
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Review of US Military
Research and Development, 1984
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611:. The Drive
581:. Pergamon.
528:Boost-glide
505:Pershing II
446:South Korea
393:North Korea
275:August 2020
92:Pershing II
42:Pershing II
724:Categories
683:2024-03-16
544:References
455:Hyunmoo-2C
424:Shaheen-II
264:incomplete
153:ABM Treaty
110:Early work
507:(retired)
482:(retired)
237:Minuteman
169:Trident I
692:cite web
512:See also
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415:Pakistan
379:(tested)
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207:corner.
165:US Navy
159:Mk. 500
105:History
65:warhead
615:15 May
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579:(PDF)
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327:India
296:China
698:link
617:2021
365:Emad
358:Iran
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