Tests Results of Exoatmospheric Missile Defense Systems --------------------------------------------------------------------------------
Webpage & Links IFT-6 launch and intercept -- July 14, 2001 -- BMDO images
Below is a chronology of tests of exoatmospheric, hit-to-kill missile defense systems, going back to the early 1980s. It contains tests of strategic missile defense systems as well as those being developed as upper-tier theater missile defenses. This list was originally compiled by George Lewis of the MIT Security Studies Program.
Ground-based Midcourse System
This system uses ground-based interceptors to launch a kill vehicle that would operate above the atmosphere, attempting to intercept incoming warheads during the midcourse phase of an attacking missile's flight. In its tests, the United States launches interceptors against long-range target missiles from the Ronald Reagan Ballistic Missile Defense Test Site, located on Kwajalein atoll in the Marshall Islands. For more detailed information about the midcourse system, please see the UCS report An Assessment: NMD Ground-Based Midcourse System. Starting with IFT-9, very little information about the tests has been publicly available.
Integrated Flight Test (IFT)-10: December 11, 2002
This test failed because the exoatmospheric kill vehicle (EKV) failed to separate from the interceptor and the booster rocket. Note that this is the same failure as that in the IFT-5 (July 8, 2000), detailed below. This was the first IFT performed at night. Previous tests had been conducted in the evening, with the sun illuminating the targets from behind the kill vehicle, presumably to minimize glare on the sensors. In a night test, the kill vehicle would not be able to use its visible sensors, but would be able to detect the target using its infrared sensors, which are the ones it uses for homing regardless of the time of day. Therefore, a test at night is different in detail but is not inherently more difficult than past tests.
This test was observed by sensors designed for THAAD and the Air-Borne Laser for the first time.
IFT-9: October 14, 2002
The kill vehicle successfully intercepted the target. This test used the same decoys as the previous test, but a modified warhead. The ship-based SPY-1 radar observed the test for the first time, to assess the radar's capacity to track long-range missiles. For a detailed analysis of the IFT-9 test, see the UCS report The Target Set for Missile Defense Test IFT-9.
IFT-8: March 15, 2002
The kill vehicle successfuly intercepted the target. This test included three balloon decoys (one large and two small). While increasing the number of decoys increased the complexity of this test, the additional balloons did not increase the difficulty of the discrimination task, since their appearance was very different from the warhead. For a detailed analysis of this test, see the UCS report Decoys and Discrimination in Test IFT-8.
IFT-7: December 3, 2001
In this test the kill vehicle successfully intercepted the target. One decoy balloon was used. This test was a repeat of IFT-6.
IFT-6: July 14, 2001
After several months of delays, the fourth test of the ground-based NMD resulted in a successful intercept of a mock warhead 144 miles into outer space after two straight failures in similar tests. One 5.5-foot decoy balloon was used in the test, which again involved a ballistic missile launched from Vandenberg Air Force Base in California and a kill vehicle launched from Kwajalein Atoll in the Pacific Ocean.
On July 27, the Ballistic Missile Defense Organization acknowledged that the mock warhead, as in previous tests, carried a beacon or "transponder," that allowed a radar on Hawaii to determine its location. This information was then used to calculate a predicted intercept point and launch the interceptor toward this point. Defense officials emphasized that the beacon is a surrogate for an early warning radar in the tests, and will no longer be used once the existing early warning radar at Beale, California (near Sacramento) is upgraded next year.
This artificiality appears to be on par with others in the tests so far; in particular, the defense is told in advance what the signature of the mock kill vehicle and balloon decoy will be to allow the radars and kill vehicle to distinguish one from the other.
IFT-5: July 8, 2000
The third intercept test failed when the kill vehicle did not separate from its Minuteman III surrogate booster rocket, dooming the test before it had the chance to attempt an intercept. NMD supporters wrote off the failure as a problem of engineering, and not of science. However, communication problems between the kill vehicle and booster showed that many problems in this area exist - and will become more obvious when the prototype booster is integrated into the testing. The prototype booster, which has seen numerous delays in production, accelerates at a much higher rate than the surrogate booster used in previous tests, and it has yet to be shown that the kill vehicle can withstand the stress of a higher acceleration. For the first time, IFT-5 used the In-Flight Interceptor Communications System (IFICS) -- a ground-based station that is designed to allow the battle management center to communicate with the interceptor once the interceptor has flown out of the field of view. A secondary failure of the test occurred when the missile carrying the mock warhead failed to successfully deploy its balloon decoy.
IFT-4: January 18, 2000
This test differed from IFT-3 in that it incorporated other components of the system, including the Defense Support Program early warning satellites, the prototype ground-based radar on Kwajalein, and the battle-management system in Colorado. A failure of the two infrared sensors on the kill vehicle caused it to miss the mock warhead, reportedly by a distance of 100 feet. The failure of the sensors was attributed to a coolant leak.
IFT-3: October 2, 1999
The test was originally scheduled for June 1999, but was postponed several times, reportedly due to a series of minor problems with the kill vehicle. A surrogate booster carried the prototype exoatmospheric kill vehicle from the Kwajalein Missile Range to intercept a target launched from Vandenburg AFB, California. The intercept reportedly occurred at about 140 miles (225 km) altitude at a closing speed of 15,000 miles per hour (6.7 km/s). The NMD ground-based radar observed the test but was not used to guide the kill vehicle -- instead a global positioning system transmitter on the mock warhead (along with a backup C-band radar beacon) told the interceptor missile where to release the kill vehicle. In January 2000, the Pentagon acknowledged a series of anomalies in the test that led to the kill vehicle initially being unable to find the mock warhead. Eventually, the kill vehicle started to home instead on the bright balloon decoy that was included in the test. Fortuitously, the balloon and warhead were close enough together that the warhead then appeared in the field of view of the kill vehicle, which was then able to home on and intercept the warhead. According to the 1999 annual report by the Pentagon's Director of Operational Testing and Evaluation, there is no basis to classify the test as either a success or a failure since it is unclear whether the intercept would have occurred if the brighter balloon had not been present.
IFT-2: January 1998
This was the second infrared sensor flyby test for the NMD program. A Raytheon sensor was launched on a Lockheed Martin Missiles & Space Payload Launch Vehicle (PLV) from Kwajalein Missile Range and crossed the flight path of a Lockheed Martin Astronautics Multi-Service Launch System (MSLS) fired from Vandenberg Air Force Base. The test used the same reentry vehicle/decoy conditions as IFT-1A. Reports that the Raytheon sensor successfully imaged the targets.
IFT-1A: June 1997
This was the first infrared sensor flyby test of the NMD program. A Boeing infrared sensor crossed the flight path of a Lockheed Martin Astronautics Multi-Service Launch System carrying nine targets -- a simulated reentry vehicle and eight decoys. The sensor reportedly imaged the targets successfully. However, Pentagon claims that the kill vehicle was able to successfully discriminate among the objects are a subject of ongoing controversy.
LEAP Testing
LEAP stands for "Lightweight ExoAtmospheric Projectile." It was being developed as a kill vehicle that could be used for intercepts above 80-100 kilometers altitude, and is intended for use on the Navy Theater-Wide missile defense system.
Aegis-LEAP Intercept (ALI) Test Series
The Flight Mission (FM) series of tests have all involved the firing of a developmental Standard Missile 3 (SM-3) from the Aegis ballistic missile defense cruiser USS LAKE ERIE (CG-70) to engage a ballistic missile target launched from the Pacific Missile Range Facility (PMRF) on the island of Kauai, Hawaii.
FM-4: November 21, 2002
LEAP intercepted the target missile during the ascent phase of its flight for the first time. The primary objective of this test was to demonstrate the Aegis BMD system's capability to engage the ballistic missile target in the ascent phase. The target was again a full missile rather than a warhead; the kill vehicle struck the missile body rather than the warhead.
FM-3: June 13, 2002
The target missile was successfully intercepted. The target was again a full missile rather than a warhead; the kill vehicle struck the missile body rather than the warhead.
FM-2: January 25, 2002
This test resulted in a successful intercept of the target. However, the target used in the test was a full missile, which is considerably larger than targets that LEAP is presumably being developed to engage, such as a warhead from a North Korean Nodong missile. Using a larger target increases the range at which the Aegis SPY-1 radar can detect and track the target, and provides a larger target for the kill vehicle to impact. In the test, the kill vehicle apparently collided with the booster of the target missile, and would not have destroyed a warhead on the missile. For details, see the UCS report An Analysis of the 25 January 2002 Test of the Aegis-LEAP Interceptor for Navy Theater-Wide.
Earlier LEAP Tests
Original plans called for a series of 8 LEAP flight tests, with closing speeds ultimately reaching 10 km/second.
LEAP 4 test. This test was to have used the Hughes LEAP, but apparently never took place.
LEAP 3 test. This test was originally scheduled for September 1992, using the Rockwell LEAP. The test was apparently conducted in June 1993, with the LEAP passing "within 7 m of a target traveling at 750 m/s." There appeared to be little if any reporting on this test at the time it actually occurred.
LEAP 2 test. June 19, 1992. This test, using the Hughes version of LEAP, took place at White Sands and resulted in a failure to hit the target. The LEAP was supposed to receive target position and speed data, but it did not and instead used default values, resulting in a miss. The test showed that the LEAP was able to track the target.
LEAP 1 test. February 18, 1992. This test used the Rockwell Advanced Hover Interceptor Technology (AHIT) kill vehicle. The test was described as a success. Although there was a target, hitting it was not a test objective (officials claimed that actually hitting the target was only an "extra credit" objective). One objective of the test was to have the interceptor pass within 400 meters of the target -- its actual closest point of approach was 418 meters.
June 18, 1991. First hover test of LEAP (Hughes version). The test involved a seven second flight at an altitude of about 10 feet, while tracking a target outside of the test hanger.
January 31, 1991. Successful 17 second hover flight of Rockwell-Boeing LEAP.
Earlier Tests
THAAD Testing
THAAD, or Theater High-Altitude Area Defense system, is the US Army's ground-based, exo-/high-endoatmospheric interceptor. It is intended to be able to intercept above about 40 kilometers altitude. The original plan for THAAD testing called for a series of 14 flight tests to be completed by March 1997. The third flight test was intended to be the first intercept attempt for the system.
August, 1994: Simulated THAAD launch (to an altitude of roughly 200 feet) using a short-burn booster.
First Test: April 21, 1995: The first THAAD flight test tested the flight of the interceptor and the kinetic kill vehicle sensors (by observing the moon and stars). There was no target involved in the test. The test was labeled a success.
Second Test: July 31 or August 1, 1995: This flight test had no target. After an energy management maneuver, the THAAD velocity was higher than expected, and the missile was destroyed in order to prevent debris from leaving the test range boundaries. The destruction happened before the seeker shroud was dropped.
Third Test: October 13, 1995: This was the first test with a target. However, because of range safety concerns, no actual intercept was attempted (the kill vehicle was programmed to miss by 20 meters or more). The primary purpose of the test was to collect seeker data, and the interceptor apparently performed well. However, the THAAD ground-based radar (in its first use in a flight test), which was not the prime radar for the test, malfunctioned and failed to track either THAAD or the target.
Fourth Test: December 13, 1995: This was the first intercept attempt for the system. The THAAD kill vehicle failed to hit its Storm target. The miss was attributed to a software error which caused an unneeded kill vehicle divert maneuver, causing the kill vehicle to run out of divert fuel before an intercept could be made. The THAAD ground-based radar, again used only in an observing role, apparently worked well. The intercept was to have been exoatmospheric.
Fifth Test: March 22, 1996. This was the second intercept attempt for the system. The THAAD interceptor missed the Hera target. The THAAD kill vehicle did not respond to commands following separation from its booster. The failure was attributed to a broken cable connecting the kill vehicle with its supporting electronics module. The intercept was to be in the high endoatmospheric region.
Sixth Test: July 15, 1996. This was the third intercept attempt for THAAD. The THAAD kill vehicle again failed to hit its target, although it apparently came close. The intercept was meant to take place in the high endoatmospheric region. The failure was caused by a problem with the seeker. It appears that the precise cause of the seeker failure could not be conclusively determined. The most likely explanations were that one of the connectors holding the electronics boards to the back of the seeker was loose or there was contamination. The ground-based radar reportedly worked well.
Seventh Test. March 6, 1997. This was THAAD's fourth intercept attempt. The system once again missed its target. The failure was attributed to a cable electrical problem in the THAAD divert and attitude control system, which had worked in previous tests. The intercept was to have taken place in the high endoatmospheric region.
Eighth Test. May 12, 1998. This was THAAD's fifth intercept attempt, and its fifth consecutive miss. A booster malfunction caused the missile to go out of control. The intercept was to have taken place in the high endoatmospheric region.
Ninth Test. March 29, 1999. The sixth intercept attempt for THAAD was its sixth consecutive failure. The target was a Hera missile simulating a Scud-class missile. The interceptor apparently came within 10-30 yards of the target.. Telemetry data was lost one minute into the flight, making it more difficult to determine what went wrong. The explanation for the miss was that one of the ten thrusters used to steer the interceptor failed.
Tenth Test. June 10, 1999. This test was the seventh intercept attempt and first success for THAAD. The test target was a Hera missile flown on a highly lofted trajectory, and travelling at about 2 km/s at intercept. The intercept apparently occurred at 60-100 km altitude. The target did not have a separable warhead.
Eleventh Test. August 2, 1999. THAAD's eighth intercept attempt and second success. The test used a Hera target flown on a highly lofted trajectory, and travelling at about 2 km/s at intercept. The intercept was said to have occurred above 80 km altitude, but appears to have occurred well above 100 km. A 4-meter-long reentry vehicle separated from the missile booster and was hit by the kill vehicle.
Upper Tier Tests (Terrier/LEAP)
These were early tests in the development of the Navy Theater Wide system, which uses the LEAP as its kill vehicle.
FTV-1: (Functional Technology Validation or Flight Test Vehicle). 24 September 1992.
A modified Terrier missile was fired from the USS Richmond S. Turner to test the high-altitude aerodynamics of the missile. An 18" extension and ballast was added to the missile to simulate the LEAP. No LEAP or target was involved. The test was apparently considered a success.
FTV-2: September 1993.
This test involved an SM-2 Block 3 interceptor launched from the USS Jouett. The missile was reported to have successfully ejected a mock-up of the Rockwell LEAP. There was apparently no target involved.
FTV-3: March 4, 1995
This test was the first intercept attempt for LEAP/Upper Tier, and was launched from the USS Turner. The LEAP failed to hit the target because a guidance error during the second stage caused the missile to fly too high, putting it in a position from which it could not make an intercept. This test used the Hughes version of LEAP. Two earlier attempts to conduct this test (on February 10 and 12) were canceled at the last minute.
FTV-4: March 28, 1995
This test used the Rockwell version of LEAP, again launched from the USS Turner. The LEAP failed to hit the target, reportedly because the battery that supplied its power failed.
ERIS Tests
ERIS stands for exoatmospheric Reentry Vehicle Interceptor System. Lockheed was the prime contractor for this $500 million program, which was part of SDIO's Ground-Based Interceptor Program. The ERIS program built on technology developed as part of the Homing Overlay.
January 28, 1991: First intercept test. The ERIS kill vehicle reportedly hit and destroyed a mock reentry vehicle target. The dummy warhead was accompanied by two 2.2 meter balloon "decoys," tethered to the warhead about 180 meters apart. The ERIS was told to home on the center one of the three objects. About one second before impact, the kill vehicle deployed an inflatable octagonal kill-enhancement device. The intercept occurred at an altitude of 145 nautical miles (270 km) and at a closing speed of greater than 30,000 mph (13.4 km/sec).
May 11, 1991: Second intercept test aborted. About one minute before the ERIS was scheduled to be launched the launch was called off because of a "telemetry anomaly" with the target, which had already been launched. This failure apparently led the planned series of three intercept attempts to be reduced to two.
March 13, 1992: Second intercept attempt. The ERIS failed to hit the target, reportedly missing by "several meters." This time the target was accompanied by a single balloon "decoy." The decoy and target were separated by about 20 meters and the kill vehicle flew between them. Discrimination was accomplished by using a one-color infrared sensor, using data from the first test (and two-color infrared data was collected for use in the future) with the ERIS being programmed to intercept the cooler target. The miss was apparently a result of two factors: a greater than anticipated separation between the decoy and target and a late detection (by about 0.2 second) of the target relative to the decoy. This delay, together with a preprogrammed one-second data collection period, left the kill vehicle with insufficient time to maneuver to an intercept. The intercept attempt reportedly took place at an altitude of 180 miles (290 km) and a closing speed of 25,000 mph (11.2 km/sec).
Homing Overlay Tests
The Homing Overlay tests used a large, infrared homing interceptor, which unfurled a fifteen foot diameter sets of spokes just prior to intercept. There was controversy in 1993/94 over the revelation of a deception program in which a small amount of explosive placed on the interceptor would be used to blow up the interceptor following a near miss in order to deceive the Soviets into believing a hit had been scored. Neither of the first two intercept attempts came close enough to the target to employ the deception scheme, and it was discontinued after the second flight. The target was also heated (to about 100 degrees F) prior to launch to enhance its infrared signal.
December 1982: First flight aborted
February 7, 1983: First intercept attempt misses by a large distance. The miss is attributed to anomalies in the sensor cooling system that prevented it from homing.
May 28, 1983: Second intercept attempt misses by a large distance. The interceptor began homing, but missed due to a failure in the guidance electronics.
December 1983: Third intercept attempt misses. The miss was caused by a software error in the on-board computer, which prevented the conversion of optical homing data into steering commands.
June 10, 1984: Fourth intercept attempt hits target. The closing speed was said to be greater than 20,000 feet per second (6.1 km/sec). The target was reportedly acquired at a range of "hundreds of miles."