A07_TOP_01-1-011A_Part_2.pdf

TOP 01-1-011A

27 February 2012

Figure 95. RRC-9 Stabilization Course.

Figure 96. Type A Bump.

Figure 97. Type B Bump.

c. A 6- by 6-meter (20- by 20-ft) moving target facility has speeds as great as 56 km/hr (35 mph). With a vehicle at stationary position, traversing the gravel bump or the zig-zag course, remote controls and a 2-km (1.25-mi) triangular railroad layout are used to alter the speed and orientation of the moving target to the line of fire. The moving target is used to measure accuracy of fire for tank turrets, including those equipped with hyper-velocity guns or guided missiles.

d. There are four ride quality courses located within the Henry-Field Area. These straight courses are composed of gravel, and range in length from 100 to 160 m (330 to 530 ft).

The US Army Waterways Experiment Station (WES) developed these courses solely for the purpose of ride quality testing. The surface roughness for each course varies from approximately

3.0 to 7.6 cm rms (1.2 to 3 inches rms), depending on the test course.

e. In addition, the Henry Field ranges are equipped with video scoring instrumentation to remotely record target impacts. Down-range wind speed and direction, as well as other meteorological data, are obtained by means of a fully automated meteorological station. Other telemetry and data-processing instrumentation are available to record and reduce data obtained from monitoring on-board vehicular equipment such as gun sight optics, ballistics computer output, rangefinder readings, and main gun aimpoint.

f. Testing capabilities at the principal ranges of Henry Field are summarized in Table 5.

TABLE 5. HENRY FIELD TANK GUNNERY RANGE TEST CAPABILITY

MAXIMUM

DISTANCE FOR

DIRECT FIRE

(METERS 0 TO) FACILITIES

TYPE

OF

TEST

3000 Targets and bombproofs; slopes for firing in 15% reverse, 30% forward position, or other vehicle attitudes to 20%.

Miscellaneous.

2000 Moving (vehicle-mounted) target area. Tracking of vehicle mounted targets.

5000 Targets partly across water. High velocity, long range.

3000 Remotely controlled moving target

0 to 56 km/hr (0 to 35 mph) controllable to +3.2 km/hr (+2 mph).

Accuracy firing on moving targets, including light armor plate structures.

3000 Stabilizer course (zig-zag, gravel, straight, black-top, chronograph, jump targets, cant slopes, bump;

automated meteorological station including down-range wind profile).

Effectiveness of stabilizers, functioning of traversing mechanisms.

500 and 1100 Crossing target roads. Tracking and laying tests.

3000 Targets and bombproofs. Width-angle accuracy firing.

457 Sand butts. Machinegun and mine tests, vulnerability of vehicles.

2.12.2 Evasive Target Firing Range (TW I).

a. The Trench Warfare I (TW I) range (Figure 98) is a direct fire range for assessing tank fire control systems under stationary and moving test item/target scenarios. Maximum distance for stationary targets is 3 km (1.9 mi). A laser beam-simulated moving target is located at

2.4 km (1.5 mi) range. This computer-controlled evasive laser beam target is projected on a replaceable, reflective surface. Gravel, bump, zig-zag, and natural earth courses are available for fire-on-the-move exercises. A thermal target capability is also available. Automated data acquisition capabilities for target scoring, projectile velocity, meteorological, thru-site and weapon pointing video, data bus activity and system performance are provided. A physical moving target 2400m from the firing pad is also installed. This rail-mounted target, moving laterally at variable speeds, provides the capability of moving-vehicle, moving-target engagements.

Figure 98. Evasive Target Firing Range (TW I).

b. The TW I range is also used for longer distance non-firing target surveillance and observation exercises to evaluate combat vehicle night sights. Its large open area with undulating terrain can accommodate targets as far as 4000 m from the viewing vehicle.

2.12.3 Moving Target Simulator (MTS).

The Moving Target Simulator (MTS) facility provides a laboratory environment for assessing weapon control systems such as laying, tracking, and fire control system accuracy/performance tests to determine hit probability (Figure 99). It uses a 30.5-m (100-ft) radius air-supported hemisphere. Inside the hemisphere a computer-controlled laser beam generates repeatable stationary vehicle versus moving target test scenarios. The laser projected moving target is projected on the interior of the hemisphere. The computer-generated stationary, moving and evasive ground and aerial targets are produced by the laser beam steering system.

Instrumentation acquires data such as video scoring, weapon and thru-sight video, data bus activity, weapon system/component performance and target position.

Figure 99. Moving Target Simulator.

2.12.4 Multiple Target Firing Range (TW II).

This highly instrumented, stationary vehicle/stationary target direct-firing range is designed to determine interactions of the fire control system, weapon, ammunition, and weapon mount (Figure 100). Two lines of fire are available to accommodate depleted uranium and live high-explosive projectiles. Multiple targets are available to 4 km (2.5 mi). A continuous velocity profile is provided by Doppler radar. Real-time measurement of jump, projectile miss distance, boresight retention, trajectory mismatch, aim error, weapon system implementation error, and hit probability can be determined. Instrumentation includes weapon and thru-sight video, target scoring, projectile velocity, data bus acquisition, weapon system/component measurements, and meteorological data.

Figure 100. Multiple Target Firing Range (TW II).

2.12.5 Ride Quality Courses No. 1 through 4, Henry Field Area.

These four straight courses are composed of gravel, and range in length from 100 to 160 m (330 to 530 ft). The WES developed these courses solely for the purpose of ride quality testing. The surface roughness varies from approximately 3.0 to 7.6 cm rms (1.2 to 3 in. rms), depending on the test course selected.

2.13 Scalable Net Centric Test Area (SNCTA).

The SNCTA consists of two test courses, the Small Unmanned Ground Vehicle (SUGV) test course and the Large Unmanned Ground Vehicle (LUGV) test course. All elements of the SNCSA are being designed to provide real-world challenges to the sensor and safety systems being engineered into unmanned ground vehicles (UGVs).

2.13.1 Small Unmanned Ground Vehicle (SUGV) Test Course.

The SUGV Test Course has several test stations that allow an operator to evaluate a broad range of vehicle capabilities. A top view sketch of the course is shown in Figure 101a, and photographs of the course are shown in Figure 101b. The test course is nominally 37 m x 67 m (120 ft x 220 ft). Two test loops, each measuring 2 m (5 ft) wide, enclose a 24 m x 46 m (80 ft x 150 ft) open land grass area, which is the location of the course operator. Adjacent to the course is a wooded area marked off to provide a small course used to test vehicle mobility through grass, leaves, and low undergrowth.

Figure 101a. Plan View of the Interim SUGV Test Course.

Figure 101b. The SUGV Test Course.

2.13.2 Large Unmanned Ground Vehicle (LUGV) Test Course (Proposed).

This course is geared for safety and performance testing of LUGVs up to 9,100 kg (20,000 lbs) gross vehicle weight. The eventual goal is to operate UGVs on standardized automotive test courses in order to adequately evaluate system performance and reliability. However, because this will require the UGVs to operate in the vicinity of manned vehicles and personnel, it’s critical that extensive safety and performance testing be conducted prior to these operations.

This course will be used to evaluate these safety and performance characteristics; specifically vehicles equipped with autonomous navigation systems. The course will replicate operational conditions that will be encountered by these systems and assess their ability to negotiate obstacles and terrain expected to be encountered during UGV operations.

2.14 Rail Transport Facility.

The facility is designed to ensure compliance of materiel transported by rail with Military Surface Deployment and Distribution Command transportation certification requirements in accordance with MIL-STD-810G. The facility is fully instrumented to record velocity and shock levels, and includes still photography, video, and high-speed video. The site features a covered railcar loading/unloading and tie-down facility with stocked supplies of rigging materials, tools, and wood-working machinery for producing required chocks and cribbage. On-site locomotive and standard railcar equipment is available, and the determination of tunnel clearance of loaded railcars is also available.

3. YUMA TEST CENTER COURSES AND FACILITIES

Figure 102 shows the layout of the over 100 miles of vehicle test courses and test facilities available at YTC, situated within the desert terrain of Southwest Arizona. Although YTC spans over 1,300 square miles, the automotive durability and performance courses and test facilities are situated within close proximity of each other within the southern portion of YTC, which allow for tailoring vehicle tests to any specified mission profile.

Figure 102. YTC Courses.

3.1 Yuma Test Center Durability Courses.

a. Patton Level Gravel. The Patton Level Gravel Course is a 5.63 km (3.5 mi) secondary course where the terrain is basically Limey Upland, Deep and is composed of the River-bend Family- Carrizo Family Complex which are comprised of extremely gravely-coarse soils.

Figure 103 shows the typical terrain of the course and a course map. The course is designed in a loop configuration consisting of short straight sections, and curves of various radii. The course provides an excellent surface for evaluating steering performance, track durability, and vehicle operations at medium speeds. The average rms is 1.09 cm (0.43 in.).

Figure 103. Typical terrain of Patton Level Gravel Course (left) and course map (right).

b. Patton Hilly Trails. Patton Hilly Trails is a 4.2 km (2.6 mi) loop course situated on a Basalt Hill Range site which is located on a series of relic beach terraces. The course begins on the edge of a heavily dissected beach terrace complex and climbs up the side slope of the terrace and then proceeds down the opposite side of the terrace down into the wash bottom. This pattern is repeated numerous times along the 4.2 km (2.6 mi) of the course. Several of the slopes on the course are as steep as 34 percent. The design of the course allows testing the full function of the transmission, braking, steering, suspension, and track systems. The average rms is 5.96 cm (2.35 in.). Figure 104 shows the typical terrain of the course and a course map.

Figure 104. Typical terrain of Patton Hilly Trails Course (left) and course map (right).

c. Patton Level Trails. The Patton Level Trails course is a 10.5 km (6.5 mi) trails course that traverses a wide range of terrain types including alluvial landforms with various dust contents, sand dunes and badlands. Bedrock is not present on this course. The terrain is all low gradients with grades ranging from 0 to 30 percent, but is mostly less than 10 percent. The level sandy terrain is interspersed with many bumps to provide a severe test of vehicle suspensions with moderate loads on the drive train. The sandy to dusty conditions found within the course are typical of cross-country operations on dry soil. Figure 105 shows the typical terrain of the course and a course map. The average rms is 2.92 cm (1.15 in.).

Figure 105. Typical terrain of Patton Level Trails Course (left) and course map (right).

d. Patton Hilly Gravel. The Patton Hilly Gravel Course is an 8.0 km (5.0 mi) long course with grades up to 25 percent, each several hundred feet in length. The course is built into the slopes of the Muggins Mountain and consists of primarily stretches of very cobbled surface interspersed with rock outcrops and bedrock. The course terrain is basalt hills with some volcanic hills inclusions. Climbing the long grades places prolonged high torque demands on the transmission which results in lower gear ratios and increased engine speed, placing a greater demand upon the cooling system. The downgrades have the opposite effect of the climbing scenarios with higher gear ratios, less engine speed, but with increased braking demands being placed on the service brake system. The average rms value is 2.1 cm (0.83 in). Figure 106 is a characteristic photograph of the terrain and a course map.

Figure 106. Typical terrain of Patton Hilly Gravel (left) and course map (right).

e. Kofa High Speed Gravel. Kofa High Speed Gravel is a 6.7 km (4.2 mi) oval loop that circles around the Kofa Level Gravel loop, as shown in Figure 107. The course is composed of quarried road construction grade gravel that has been compacted and graded. Compared to Kofa Level Gravel, the course is smoother, with fewer washboards. The larger size and the larger turns allow vehicles to maintain higher sustained course speeds. The average rms is 0.25 cm (0.1 in).

f. Kofa Level Gravel Course. Kofa Level Gravel is designed to simulate an improved secondary gravel road, and is located roughly 16.1 km (10.0 mi) north of the Mobility Complex.

The course is a nearly level oval loop 5 km (3.0 mi) long and 12 meters (40 ft) wide. The course is composed of quarried road construction grade gravel that has been compacted and is regularly graded. Mild washboarding is present on the course. The average rms for the course is 0.58 cm (0.23 in.). Figure 108 shows a vehicle on the course and a course map.

Figure 107. Aerial view of Kofa Level Gravel and Kofa High Speed Oval.

Figure 108. Vehicle on Kofa Level Gravel (left) and a course map (right).

g. Laguna Level Trails East. This course is a 4.5 km (2.8 mi) loop constructed on a relic lake floor, and is mostly level with the exception of gentle slopes associated with desert wash bottoms and is suitable for testing commercial trucks. The course terrain features are best described as Limey Upland Deep and provides an excellent example of the unimproved

3 Mile Inner Gravel Loop

4.5 Mile High

Speed Gravel

Oval roadways of the Middle East. The course is composed of the Gilman family, Harqua Family, Glenbar Family Complex soils. These soils compact easily and provide a hard surface which is susceptible to erosion by the winds. The eroding of the surfaces produce mild wash boards which add to overall effects of the course. The average rms for the course is 2.0 cm (0.80 in).

Figure 109 shows the typical terrain of the course and a course map.

Figure 109. Typical terrain of Laguna Level Trails East (left) and course map (right).

h. Laguna Level Trails West. The Laguna Level Trails West is 9.0 km (5.6 mi) in length loop course. The loop crosses surfaces composed mostly of sand and gravel. The Laguna Level Trails West has more gravel and sand washes than the East Loop. The course is nearly level except for gentle embankments where alluvial washes are crossed. The four landforms that the Laguna Level Trails West course crosses are dissected fan, alluvial fan and terrace, and wash.

The surface cover of the upper 5 cm (2 in.) of these landforms are mostly sub-rounded to angular gravel that range from poorly-graded gravel with either silt, sand or clay to well-graded gravel with sand. The average rms is 1.78 cm (0.70 in.). Figure 110 shows the typical terrain of the course and a course map.

i. Laguna Hilly Trails. The Laguna Hilly Trails is a 3.3 km (2.1 mi) loop course that traverses hilly terrain composed of loose rock, gravel, and sand with grades up to 30% with a length of 30 meters (100 ft). The four landforms that the Laguna Hilly Trails course crosses are bedrock, dissected fan, alluvial terrace, and alluvial wash. The surface cover of the upper 5 cm (2 in.) of these landforms are mostly sub-rounded to angular gravel that range from poorly-graded gravel with either silt, sand or clay to well-graded gravel with sand. The average rms is

2.13 cm (0.84 in.). Figure 111 shows the typical terrain and a course map.

Figure 110. Typical terrain of Laguna Level Trails West (left) and a course map (right).

Figure 111. Typical terrain of Laguna Hilly Trails (left) and a course map (right).

j. Middle East Course. The Middle-East course is a 33.3 km (20.7 mi) composite course representative of comparable operations in the deserts of the Middle East. The terrain for the Middle East cross-country course was selected with comparisons of YTC terrain (soils, slopes, barriers) to deserts of the Middle East. The course takes advantage of wash bottoms for concealment, terrace side slopes for speed, terrace tops for orientation, and basin floors for speed and concealment. Some of all the 9 soil complexes found at YTC are encountered around the

33.3 km (20.7 mi) course. The varied landforms and terrain features found on the Middle East Course provide an excellent composite of desert conditions to test the vehicle durability and performance parameters. The average rms for the Middle-East course is 4.95 cm (1.95 in.).

Figure 112 shows examples of the typical terrain on the course and Figure 113 is a course map.

Figure 112. Rough, rocky wash at mile marker 15.8 (left) and vehicle on course (right).

Figure 113. Middle East Course map.

k. Rock Ledge Course. This course is 6.3 km (3.9 mi) long, is located between two vertical rock outcroppings, and is traversed with several exposed rock ledges. The course follows a natural water course through the mini canyon. The terrain is classified as basalt hills, and volcanic hills. The surface of the trail is primarily composed of Riverbend Family-Carrizo Family Complex soils which are very coarse sands which are very heavily cobbled. The second soil class is the Lithic Torriorthents and Typic Torriorthents complex. These soils are composed of fragmented bedrock, vertical rock outcrops and very thin soil layers. They are usually strewn with large stones up to 76 cm (30 in.) in diameter that have spalled off the vertical ledges. In many sections there are no soils, just rocks of various sizes. The average rms is 3.35 cm (1.32 in). A characteristic photograph of the terrain and an overall course map is presented in Figure 114.

Figure 114. Typical terrain of Rock Ledge (left) and course map (right).

l. Desert March Course. The Desert March course is a 40.8 km (25.4 mi) course through a variety of desert terrain features including limey fans, limey fan sandy, sandy uplands, sandy bottoms, and gravely hills. The route exposes a test vehicle to a rigorous test condition which exercises the suspension system, braking systems and the transmission with repeated shifting due to the torque requirements needed to traverse the varied terrain. The average rms is 2.71 cm (1.07 in.). Figure 115 shows the typical terrain and a course map.

Figure 115. Typical terrain of Desert March (left) and course map (right).

m. Vapor Lock Wash. The Vapor Lock Wash Course is a course located along the bottom of a watercourse at the foot of an ancient beach terrace, and is classified as sandy bottom, deep. The course follows the natural wash bottom for some 4.0 km (2.5 mi). The course provides deep sand and consists of many twists and turns along its course. The course was previously used to test for vapor locking of fuel feed systems. Presently it is used for vehicle maneuverability and handling in deep sand conditions. Figure 116 shows the typical terrain and a course map.

Figure 116. Typical terrain of Vapor Lock Wash (left) and course map (right).

n. Highway 95. YTC has use of an 80 km (50 mi) stretch of US Highway 95 spanning from the intersection with Imperial Dam Road at the guns north almost to Quartzite AZ at mile marker 105. The asphalt highway is used to conduct endurance operations over primary terrain at speeds up to the 105 kph (65 mph) speed limit. A stretch of US Highway Route 95 running through YTC is shown in Figure 117.

o. Bereznuk Track Evaluation. Bereznuk Track Evaluation is an approximately 2.4 km (1.5 mi) course over relatively undisturbed rocky terrain. Tracked vehicles are tested on this course to evaluate the durability characteristics of track systems over rocky terrain. Figure 118 shows the course map.

Figure 117. Aerial view of Highway 95.

Figure 118. Course map for the Bereznuk Track Evaluation and Tire Bruise.

p. Tire Bruise. Tire Bruise test course is approximately 2.1 km (1.3 mi) in length and is used primarily for evaluating tire durability and exercising suspension components. The surface of the course contains many 10 to 20 cm (4 to 8 in.) diameter rocks. Figure 118 shows the course map.

q. Patton Wash. The Patton Wash test course is located within a gravel and sand wash that runs approximately parallel to the Imperial Dam road. The start of the course is located with the YTC fording basin, which has been used as a water source to allow pipeline or flexible conduit water pumping operations along the length of the 3.7 km (2.3 mi) course, and lends itself to testing deployment and distribution petroleum and water systems. The Patton Wash is an active wash, which during heavy rainfall periodically restores the terrain. The layout of the course is shown in Figure 119 and the typical terrain is shown in Figure 120.

Figure 118. Overview of Patton Wash Course.

YTC Fording Basin

Figure 120. Typical terrain of Patton Wash.

r. Patton Off-Road. The Patton Off-Road Course is a severe cross country course with the steepest grades, approaching 50-percent, of any course at YTC. In addition to the steep grades sever terrain obstacles are present due to rocky terrain and washout of the material. The course is situated on a Basalt Hill Range site which is located on a series of relic beach terraces.

Due to the severity of the terrain, the course is generally used for mobility evaluations of lighter wheel vehicle platforms with significant off road capability. The 5.0 km (3.1 mi) course layout allows for different routes to be followed through the course to tailor the profile for the system.

The grade profile of the course is shown in Figure 121 and the course terrain and map are shown in Figure 122.

Figure 121. Patton Off Road Course grade profile.

Figure 122. Patton Off Road Course terrain (left) and course map (right).

3.2 Yuma Test Center Performance Courses.

a. Longitudinal Grades. At the longitudinal grade facility, test vehicles can ascend or descend concrete grades ranging from 5 to 60 percent, as well as demonstrate both service and parking brake hold testing; maintainability of satisfactory lubricant and fluid levels; engine restart capabilities; and proper and satisfactory operation of vehicle component systems. Table 6 shows the dimensions of the longitudinal grades. Figure 123 shows the 20 through 60% concrete surfaced longitudinal grades.

TABLE 6. YTC LONGITUDINAL GRADE DIMENSIONS

SLOPE

(percent)

WIDTH

(ft)

LENGTH

(ft)

5 30 124 10 30 148 15 14 300 20 20 238 30 15 257 40 15 155 60 20 106

Figure 123. 20 and 30 - percent grades (left) and 40 and 60 - percent grades (right).

b. Roll On/Roll Off Ship Ramps. The roll on/roll off ramp facility consists of two metal ramps, one at an approach angle of 12 degrees and the other at an approach angle of 15 degrees, as shown in Figure 124. The ramps simulate the loading ramps for a roll on/roll off ship. Ship loading operations do not occur when the ramp angle is in excess of 15 degrees, whereas the interior deck ramps of the ship are at approximately 12 degrees, which is the basis of the ramp angles. The ramps are used to evaluate adequate power and traction as well as ramp approach and exit clearance and interference. This simulated test can also provide procedural checks for proper negotiation. The dimensions of the 12 degree ramp are 3 m (10 ft) wide and 18 m (60 ft) long. The 15 degree ramp is nearly identical to the 12 degree ramp; however the dimensions are 3 m (10 ft) wide and 15 m (48 ft) long.

Figure 124. 12 degree roll on/roll off ramp (left) and 15 degree roll on/roll off ramp (right).

20% 30%

40% 60%

12º 15º

c. Side Slopes. At the concrete side slope facilities, test vehicles can demonstrate satisfactory traverse and stability on side slopes from 10 to 40 percent, as well as the maintainability of satisfactory fluid levels and integrity of seals. Table 7 shows the side slope dimensions. Figure 125 shows the 30, and 40 percent concrete surfaced side slopes.

TABLE 7. SIDE SLOPE DIMENSIONS

SLOPE

(percent)

WIDTH

(ft)

LENGTH

(ft)

10 30 495 15 34 496 20 30 495 30 31 398 40 32 239

Figure 125. 30-percent side slope (left) and 40-percent side slope (right).

d. Sand Grades. The longitudinal sand grades are located in an alluvial plain that lies next to Hwy 95. Figure 126 shows the four grades of the course area, and Figure 127 shows the 20% sand slope. The course material is, soft, loose, dry, wind sorted beach sand that was imported from southern California. The sand slopes have nominal grades of 5, 10, 15, and 20 percent, respectively, and are prepared prior to test for a uniform condition by disc harrowing.

The testable portions of each grade is a different length: 5% grade is 61 m (200 ft), 10% grade is 30 m (100 ft), 15% grade is 55 m (180 ft), and the 20% grade is 37 m (120 ft) in length.

Figure 126. Overview of Sand Grades: 5, 10, 15, and 20% nominal longitudinal grades.

Figure 127. Overview of the 20-percent Sand Grade.

e. Fording Basin. Vehicles and equipment are evaluated for the ability to ford deep and shallow water in the fording basin. This facility (see Figure 128) is approximately 67 m (220 ft) long, 25 m (82 ft) wide, and adjustable to a maximum 2.3 m (7.7 ft) deep and has a concrete bottom. The basin is filled with water from a nearby canal to any depth required prior to test.

There are two sides to the fording basin with two different approach and departure slopes described in Figure 129.

5% 10% 15% 20%

Figure 128. View of Fording Basin.

Shallow Basin Ramp

Deep Basin Ramp

Figure 129. Fording basin layout.

f. Kofa Dust Course. This course is a 3.2 km (2.0 mi) long circular track through a classical basin floor composed of Gilman Family-Harqua Family, Glenbar Family Complex soils. The terrain is classified as limey fan and is characterized as very fine silty-loams, which are easily elevated into the air producing very dense dust clouds which remain suspended for significant periods of time. The particles in these soils are extremely small, in some cases less than 5 microns, and are slightly abrasive. This course is used to test the ability of engine filtration systems to filter out the dust particles. Additionally, the course is used to evaluate the filtration systems and sealing capabilities of the vehicle and crew compartments. Figure 130 shows a vehicle on the Kofa Dust Course and a map of the course.

Figure 130. Vehicle performing non-convoy dust testing on Kofa Dust Course (left) and map of Kofa Dust Course (right).

g. Cibola Dust Course. The Cibola Dust course is located north of the Mobility Complex and west of US Highway 95 mile marker 70. This course branches off the Desert March vehicle endurance course at mile marker 24.4. The Cibola Dust course is a wide segment approximately

6.3 km (3.9 mi) that crosses surfaces composed mostly of silt and sand with gravel. The percent mean dust content of the alluvial fan generally ranges from 40 to 50 percent. The particles in these soils are extremely small, in some cases less than 5 microns, and are slightly abrasive. This course is used to test the ability of engine filtration systems to filter out the dust particles.

Additionally, the course is used to evaluate the filtration systems and sealing capabilities of the vehicle and crew compartments. Figure 131 shows the typical terrain of the Cibola Dust course and a course map.

Figure 131. Vehicle performing convoy testing on Cibola Dust Course (left) and map of Cibola Dust Course (right).

h. Cibola Mud Course. The Cibola Mud Course is a prepared pad 91.4 m (300 ft) wide by 152.4 m (500 ft) long with a mud surface consisting of fine grained clay soils in combination with water to produce muddy surface approximately 1.2 cm (3 in.) deep to perform tire traction testing.

i. Dyno Mud Course. This course is 0.6 km (0.4 mi) long and is maintained at an approximately 46 cm (18 in) depth, over a firm base. The mud is a mixture of sand, clay, and silt. Water is added to the course with a sprinkler array and the quantity of water added to the course can change the consistency of the mud. The course provides a severe test of seals on road wheels, road arms, constant velocity joints, suspensions, brakes and steering components.

Figure 132 shows a vehicle operating on the YTC Dyno Mud Course.

Figure 132. Vehicle operating on Dyno Mud.

j. Laguna Mud Course. This course is approximately 0.6 km (0.4 mi) length with a very uniform soil distribution over its entire length. The soil is classified as inorganic clays with high compressibility. The clay/sand surface can be wet to produce a representative muddy surfaced clay road used for maneuverability testing of vehicles. The mud is created by flooding the course from a nearby canal. Figure 133 shows a vehicle operating on Laguna Mud Course.

Figure 133. Vehicle operating on Laguna Mud.

k. Sand Dynamometer. The sand dynamometer course is composed of primarily Gilman Family, Harqua Family, and Glenbar Soils which are very sandy silty loams with very fine particles. These soils are easily moved by wind action and tend to build extensive low dunes.

The sand dynamometer terrain is described as sandy upland. The course is built upon one the larger dunes and has adequate space for multiple passes over untracked terrain between surface preparations. The consistence and uniformity of the course surface is maintained by disc harrowing. The course is used primarily to determine vehicle speeds and mobility in deep sand.

Figure 134 shows the Sand Dynamometer Course.

Figure 134. YTC Sand Dynamometer Course.

l. Ride Dynamics Course. YTC has five ride dynamics courses developed by the US Army Corps of Engineers Waterways Experiment Station. These courses are used to determine vehicle and human response to a specific, frequency-based road input. YTC’s ride quality courses vary in length from 251 to 305 m (825 to 1000 ft) and in surface roughness from 1.0 to

8.6 cm (0.4 to 3.4 in.) rms (Figure 135).

Figure 135. RMS 5 Ride Dynamics course.

m. Fuel Transfer and Test Site Area. The Fuel Transfer and Test Site Area is designed for fuel truck, tanker-to-fuel truck, and tanker transfer endurance tests inside a inside a 33.5 m by 61 m (110 ft x 200 ft) fenced area. The area has a 12 m by 37 m (40 ft by 120 ft) concrete parking and fuel spill containment pad. The facility is equipped with a 19,000 L (5000 gal) fuel spill collection tank. Figure 136 shows fuel tanks undergoing storage testing and a fuel tanker at the Fuel Transfer and Test Site Area.

Figure 136. Fuel tanks undergoing storage test (left) and fuel tanker at the Fuel Transfer and Test Site Area (right).

n. Airfield Delivery Loading Ramp. The Airfield Delivery Loading Ramp at Laguna Army Airfield (LAAF) is used as a skid pad for steady-state cornering testing. The concrete pad measures 96 by 148 m (315 by 485 ft). Figure 137 shows a vehicle undergoing testing on the Airfield Delivery Loading Ramp.

Figure 137. Vehicle undergoing testing on the Airfield Delivery Loading Ramp.

o. Half Rounds and Curb Impact Course. The half rounds and curb impact courses evaluates the vehicles ability to absorb impacts at various speeds and assesses the input into the vehicle operator. The half round course consists of interchangeable 10, 15, 20, 25, 30 cm (4, 6, 8, 10, 12 in.) steel half rounds. Figure 138 shows the ten inch half rounds. The curb impact course consists of one concrete curb as shown in Figure 139. The height of the curb can be adjusted up to 2 feet in height by grading the gravel surface below the curb.

Figure 138. Ten Inch Half Rounds.

Figure 139. Curb Impact Course.

p. C-130 Air Transportability Test Bed. The C-130 Aircraft Transportability Test Bed (ATTB) at the Air Delivery complex is a C-130A fuselage designed to provide a cost effective alternative for test loading combat vehicles and logistics systems under development, as shown in Figure 140. The ATTB allows programs the opportunity to determine if their test items will fit onboard a standard military cargo craft. The cargo compartment dimensions, concentrated cargo/pneumatic tire load limits and aircraft tiedown points onboard the ATTB (shown in Figure 141) are fully representative of all C-130 E/H and J model aircraft currently in service.

The ATTB is equipped with fully functional electrical and hydraulic systems, cargo ramp and door, ground loading ramps, paratroop doors, cargo winch, aerial delivery system components (excluding static line retrieval winches), A/A32H-4A cargo handling system, pendulum release, static-line cable system, and an internal climate control system. Additional uses of the ATTB include fit/function aircraft interface developmental testing of aerial delivery systems and components, and use as an airborne test mission rehearsal simulator.

Figure 140. Aircraft Transportability Test Bed.

Figure 141. C-130 ATTB dimensions.

q. Urban Rubble. The Urban Rubble Course is approximately 91.5 meters (300 feet) in length and 6 meters (20 feet) wide. The course consists of large boulders, pieces of concrete and construction debris spread throughout the length of the course as shown in Figure 142.

Figure 142. Urban Rubble Course.

r. Hot Weather Test Complex. The Hot Weather Test Complex (HWTC) is a joint use facility located at YTC comprised of two test complexes; one a series of test courses constructed for the Army, and the other the General Motors (GM) Desert Proving Grounds - Yuma. The HWTC contains the Laguna High Speed Paved Oval, Laguna Paved, and GM Performance Test Courses. The Army HWTC facilities were constructed to give YTC the ability to test the heaviest combat and combat support vehicles at the high sustained speeds coupled with the high temperatures experienced in the Middle East. Figure 143 shows a map of the HWTC. Testing at the complex allows for the full range of testing to include, but not limited to: maximum and minimum speeds, acceleration, braking (including split friction, low friction and J-turn), steering and handling, drawbar pull, fuel consumption, cooling, rolling resistance, tractive effort, durability testing of wheeled and tracked vehicles, and evaluation of overweight and over length vehicles.

Figure 143. HWTC map.

s. Laguna High Speed Paved Oval. The Laguna High Speed Paved Oval course is a

7.2 km (4.5 mi) long two lane oval (straight-aways are 7,780 ft in length) as shown in Figure 144. The courses are level with a minimal 0.8 percent grade, are 143 m (470 ft) above sea level and consist of firm reinforced bed covered with a high-strength asphalt coating. The

Laguna High Speed Paved Oval course allows for wheeled vehicles with weights up to 113,398 kg (250,000 lb).

Figure 144. Aerial view of the Laguna Paved and Laguna High Speed Paved Oval.

t. Laguna Paved. The Laguna Paved course is 3.2 km (2 mi) in length, comprising of a single lane straightaway and two 500 foot radius turnouts at each end as shown in Figure 144.

The Laguna Paved course accommodates both track and wheeled vehicles with weights up to 113,398 kg (250,000 lb). Track and wheeled vehicles utilize Laguna Paved for both durability and performance testing. This course along with the capability of the YTC Mobile Dynamometers provides the capability of conducting Full Load Cooling, Tractive Effort, and other performance tests plus paved highway endurance testing. The Laguna Paved course is level with a minimal 0.8 percent grade, and is 143 m (470 ft) above sea level. The course consists of firm reinforced bed covered with a high-strength asphalt coating. The peak coefficient of adhesion varies slightly between 0.89 and 0.93 depending on the section of the course used. There is a 305 m (1000 ft) long by 30.5 m (100 ft) wide automotive handling and evasive maneuver testing area co-located with the Laguna Paved course also show in Figure 144.

The evasive maneuver testing area contains two low friction jennite surface sections for low friction or split friction testing. The first is a straight 122 m x 4 m (400 ft x 12 ft) lane. The second section is a 107 m x 7 m (350 ft x 24 ft) curved section with a 152 m (500 ft) radius of curvature. Figure 145 shows the layout of the low friction test areas.

Laguna High Speed Paved Oval

(4.5 mile two lane)

Laguna Paved (South end 500 ft radius turnout)

Laguna Paved (North end 500 ft radius turnout)

Laguna Paved (Straightaway)

Laguna Paved Evasive Maneuver Area

Figure 145. Low friction areas of the Laguna Paved Test Course.

u. GM Desert Proving Grounds Yuma Courses. As part of the Enhanced Use Lease agreement which developed the Hot Weather Test Complex, YTC has access to the GM performance courses for use in vehicle tests within the weight limits of the facilities.

(1) GM High Speed Circle Track. The High Speed Circle Track is a three lane 5.6 km (3.5 mi) asphalt circle with the lanes banked parabolicly enabling speeds to be reached in excess of 190 kph (120 mph). Wheeled vehicles with a gross vehicle weight (GVW) of 36,200 kg (80,000 lb) and axle weights of 9,000 kg (20,000 lb) are able to be tested on this test course.

This test course is used primarily for endurance operations.

(2) GM Vehicle Dynamics Pad. The Vehicle Dynamics Pad is a 304 m by 304 m (1,000 ft x 1,000 ft) square of asphalt with two ingress/egress lanes running into the test area.

Wheeled vehicles with a GVW of 36,200 kg (80,000 lb) and axle weights of 9,000 kg (20,000 lb) are able to be tested on this test course. Limited testing can be conducted on wheeled vehicles with a GVW of 63,500 kg (140,000 lb) and axle weights of 11,300 kg (25,000 lb). This test course is used primarily for vehicle dynamics testing such as North Atlantic Treaty Organization (NATO) lane change, lateral stability, and National Highway traffic Safety Administration (NHTSA) J-turn maneuver, steady increasing steer or sine with dwell maneuvers.

(3) GM Performance Straight Track. The Performance Straight Track is 4.8 km (3.0 mi) in length and consists of two parallel 2.3 km (1.4 mi) asphalt straight-aways connected with 180-degree curves at either end. Wheeled vehicles with a GVW of 36,200 kg (80,000 lb) and axle weights of 9,000 kg (20,000 lb) are able to be tested on this test course. This test course is used primarily for automotive performance such as acceleration and braking.

(4) GM Engineered Ride Road. The Engineered Ride Road is 5 km (3.1 mi) in length with two to three lanes of specially constructed asphalt and concrete road sections. Each road section has been specially designed to replicate real world road surfaces that have been found to excite a vehicles suspension and affect ride dynamics in a unique way. Due to the sensitive nature of the specially constructed road surfaces, testing on this course is determined on a case by case basis depending on program requirements.

(5) GM Belgian Block and Granite Block. A 76 m (250 ft) section of Belgian block and a 152 m (500 ft) section of granite block is used for ride dynamics and shock and vibration testing. Wheeled vehicles with a GVW of 36,200 kg (80,000 lb) and axle weights of 9,000 kg (20,000 lb) are able to be tested on these road surfaces.

v. Pothole Course. The potholes consist of six steel fabricated potholes. The potholes range in size from 10 to 30 cm (4 to 12 in.) in depth, 1.2 to 2.4 m (4 to 8 ft) in length, and 1.2 to

1.8 m (4 to 6 ft) in width respectively, sunk flush with the gravel surface. Figure 146 shows a close-up of a pothole on the course and describes in detail the dimensions and spacing of each pothole. The sides and ends of the two 30 cm (12 in.) deep potholes are sloped 45 degrees, whereas the smaller potholes are sloped 45 degrees on the sides, with one end open and the other end sloped at 90 degrees. The course is laid out to allow vehicles ample room to reach desired speeds and approach each pothole with either the right or left side tires. The potholes are designed to be approached individually, from the right or left sides, with the vehicle entering the course perpendicular to the line of potholes. The potholes are not staggered such that they can be run successively in a straight line.

Figure 146. YTC Potholes Course (left) and dimensions of the YTC Potholes Course (right).

w. Vertical Steps. The vertical steps consist of permanent concrete walls of 15, 30, 46, 61, 76, and 91 cm (6, 12, 18, 24, 30, and 36 in.) in height with replaceable timbers placed at the vehicle approaching end. The replaceable timbers minimize damage to test vehicles components upon contact with the steps. This course is use to determine the test vehicles capability to climb vertical objects. Figure 147 shows the characteristics of the vertical steps.

Figure 147. Vertical Steps.

x. V Ditch. The V-ditch obstacles consist of a direct approach concrete V-ditch, and an angled approach concrete V-ditch. The direct approach V-ditch is 4.6 m (15 ft) wide, and 7.6 m (25 ft) from crest to crest. The angled approach V-ditch is 12.2 m (40 ft) wide, and 7.0 m (23 ft) from crest to crest. The angled approach V-ditch can be traversed so that either the right or left side tires drop into the V-ditch first. Figures 148 and 149 show the V-ditches.

Figure 148. Direct approach V-ditch.

Figure 149. Angled approach V-ditch side view (left) and 45 degree front view (right).

y. Military Operations on Urban Terrain (MOUT) Obstacle Course. The MOUT Obstacle Course consists of a curb obstacle, log obstacle, washboard terrain, 23 cm (9 in.) half rounds, 35-percent longitudinal grade, and staircase obstacle. The obstacles are designed to be run individually or in series as an obstacle course. The curb obstacle (Figure 150) is 4.3 m (14 ft) in length and 6.1 m (20 ft) wide, and consists of five concrete barriers laying on their sides and sunk into the gravel. The curbs are angled at 45 degrees in one direction and 90 degrees in the opposite direction, and range in height from 15 to 21.6 cm (6 to 8.5 in.). The log obstacle (Figure 151) is 9.1 m (30 ft) in length and 6.1 m (20 ft) wide, and consists of logs laid side-by-side varying in diameter from 18 to 35 cm (7 to 14 in.). The washboard terrain (Figure 152) is 6.1 m (20 ft) in length and 4.6 m (15 ft) wide. The half round obstacles (Figure 153) consists of 7 half rounds, each 23 cm (9 in.) high, and offset so that a vehicle’s right and left side tires alternate traversing the obstacle every 3.4 m (11 ft) (center to center). The half rounds cover a span of 16.8 m (55 ft) in length and a maximum track width of 2.7 m (9 ft). The staircase obstacle (Figure 154) is a series of 17 steel steps with antiskid coating. The stairs treads are 38 cm (15 in.) deep, and have a rise of 15 cm (6 in.) each (approximately 23 degree longitudinal grade). The staircase is 6.1 m (20 ft) long (hypotenuse) and 4.3 m (14 ft) wide.

Figure 150. Curbs obstacle.

Figure 151. Logs obstacle.

Figure 152. Washboard terrain obstacle.

Figure 153. 9-inch Half Rounds obstacle.

Figure 154. Staircase obstacle.

z. Winch Test Facility. The winch facility provides the capability to test the operational characteristics of winches. The winch facility is equipped with a concrete deadman that can be used to secured the winch cable to, or secure the vehicle itself, as shown in Figure 155. The concrete deadman can resist a maximum load of 578,000 N (130,000 lb). Winch testing can also be performed at the Lift and Tiedown Facility (LTTF) facility, discussed in Paragraph aa.

Figure 155. Vehicle undergoing winch testing.

aa. Lift/Tiedown Test Facility. The LTTF provides the capability to test the strength of lifting and tiedown provisions on military equipment with the purpose of validating compliance with the requirements of Military Standards 209 and 913. The LTTF is equipped with hydraulic rams, platform, and deadmen to setup and restrain the test item and apply the required loads to the lift and tiedown provisions. The layout of the facility is shown in Figure 156. The primary components of the LTTF facility are a longitudinal-force cylinder with a 1,000,000 N (240,000 lb) maximum longitudinal force capacity, a downward-force cylinder with a 400,000 N (90,000 lb) maximum lateral force capacity, and a downward-force cylinder with a 266,000 N (60,000 lb) maximum vertical force capacity. The longitudinal-, lateral-, and vertical-force hydraulic rams are shown in Figures 157 to 159. The LTTF facility is also equipped with additional items that facilitate the setup and restraining of test equipment. The facility is equipped with a large deadman that can resist a longitudinal force of up to 1,000,000 N (240,000 lb) and a lightweight deadman that can resist a longitudinal force of up to 711,000 N (160,000 lb) as shown in Figure 160. The deck of the lift and tiedown table has six rows of anchor points for use with chain or clevis attachments to restrain test items, and each anchor can resist a maximum pull of 178,000 N (40,000 lb) in any direction.

Figure 156. Lift and Tiedown Facility (LTTF).

Figure 157. LTTF longitudinal hydraulic ram.

Figure 158. LTTF lateral hydraulic ram.

Longitudinal Hydraulic

Ram Lifting Hoist

Longitudinal Hydraulic

Ram

Lateral Hydraulic Ram Lifting Hoist

Lateral Hydraulic Ram

Figure 159. LTTF vertrical hydraulic ram (located under the surface of the LTTF bed).

Figure 160. LTTF deadman and deck restraints.

bb. Bridging Area. Areas are available for testing bridging devices and systems. The area to the north of the concrete 10% side slope has been disturbed by earth moving equipment leaving an assortment of trenches and steps that can be used as obstacles for deploying and

Mobile deadman

LTTF deck restraint points retrieving bridging equipment. Figure 161 illustrates a typical ‘trench’ or ditch feature with a bridging device being deployed. The surface of this area can be altered to suit test scenario needs on a case by case basis. For floating type bridging devices (pontoon bridge assemblies) the fording basin and Senators Wash are available for deploying and retrieving trials. Figure 161 illustrates a pontoon bridge segment being deployed into the fording basin. YTC can use Senator Wash Reservoir for amphibious testing of vehicles and bridging systems by arranging on a case by case basis with the US Bureau of Reclamation. The reservoir is primarily an irrigation storage facility, and is used to hold excess water from the snowpack run-off in the spring to be used during the dry months. At normal levels, the reservoir provides water depths of 50 feet and over, near the main dam structure. Access to the lake is made via a concrete boat launching ramp, as shown in Figure 162.

Figure 161. Bridging device test ditch.

Figure 162. Senator’s Wash Reservoir Swim Test Facility.

cc. Tilt Table. The YTC tilt table is a facility designed to determine the static rollover threshold of vehicles following SAE tilt table procedures. The steel table structure has a platform size of 3.6 m (12 ft) wide by 27 m (90 ft) long, accommodating up to the largest Army vehicles, including a full loaded Heavy Equipment Transporter System. The table provides a maximum tilt angle of 47 degrees, a 0.3 degree per second angle speed, and a lift capacity of 136,000 kg (300,000 lb). The facility includes tiedown provisions on the table and necessary restraints to prevent vehicle rollover from the table. The tilt table facility is shown in Figure 163.

Figure 163. YTC Tilt Table Facility.

dd. Boresight Slopes. The boresight slopes is a central location where multiple test vehicles on YTC start and end daily mission operations, and is shown in Figure 164. The boresight pad is marked as a surveyed location so the vehicles can compare the Easting, Northing, and altitude grid information recorded from the vehicles navigational system to the Easting, Northing and altitude grid information to address position/navigation test requirements of the onboard vehicle systems.

(1) There are two target grid boards located at the boresight slopes that provides vehicles with a set target at the distance of 500 meters to perform daily mission boresight operations. In addition to the grid boards, there are multiple targets with pre-established ranges that enable test of range acquisition systems. Typical targets are shown in Figure 165.

Figure 164. Boresight slopes.

Figure 165. Typical boresight targets.

3.3. Yuma Test Center Off-Site Courses.

a. California Algodones Sand Dunes. The Algodones Dunes located in the California Desert Conservation Area within the Sonoran Desert occupy and area approximately 48.3 km (30 mi) wide by 64.4 km (40 mi) long just west of the Colorado River. The Glamis or Imperial

Dunes is a belt approximately 4.8-9.6 km (3-6 mi) wide and approximately 48.3-64.4 km (30- 40 mi) long located within the larger Algodones Dunes. This area features large areas of sand hills, sand plains, and a variety of dune formations with sand grades up to 60 percent and is classified as sandy upland and sandy bottom, deep. This area also contains areas with slip faces up to 91.4-121.9 m (300-400 ft) high, which overlook large flat-floored basins sand free depressions, which are interpreted as exposed parts of the desert floor with a succession of advancing barchans. Within this area an 11.3 km (7 mi) marked course incorporating a variety of the terrain features available, is used by YTC for mobility testing. This area for mobility testing is coordinated with the Bureau of Land Management (BLM) on a test by test basis.

Figure 166 shows a vehicle undergoing test at the California Algodones Sand Dunes.

Figure 166. Vehicle undergoing testing in California Algodones Sand Dunes.

b. Rail Impact Site. The YTC rail impact site (located at Blaisedale) is a facility where equipment is tested…