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DISCOVERER I

SYSTEM TEST EVALUATION REPORT

bOWNGRADED AT 3 YEAR INTERVALS:

INCFARRIHERTIAFTENili*YEARCV LOCKHEED AIRCRAFT CORPORATION DOD DIR 5200.10 Missiles and Space Division

Sunnyvale, California

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SECRET LAMD-445138

..OZAr:EED A.R:RAFT CORPORATION SECRET MISSILE SYSTEMS DIVISION
--SEORET

FOREWORD

LLISD-4451 38

This document has been prepared by the System Test Working Group

in cooperation with the LMSD System Evaluation and Test Reports

Department. It is submitted to fulfill a requirement of Contract

AT 04(647)-97, Paragraph IW, WDT 58-19, and is presented as a

final system test evaluation of the Discoverer I satellite launch.

LOCKHEED AIRCRAFT CORPORATION

iii

SECRET MISSILES aW SPACE DIVISION
LIED-445138

and equipment) at the launch complex, the remote tracking and

telemetry stations, and thi Development Control Center, Palo

Alto was excellent. All primary objectives were achieved except

for the ability to track and command orbital functions. Approximately 75 percent of the secondary and tertiary objectives were

achieved.

Pad damage was relatively minor and was insufficient to affect

schedules of subsequent 'scotches.
SECRET LIS3D-445138

CONTENTS

Page

POREWORD iii

ILLUSTRATIONS

SUMMARY vi

INTRODUCTION 1

SECTION I TEST OBJECTIVES AND RESULTS 2

Primary Objectives - General 2

Primary Objectives - Specific 2

Secondary and Tertiary Objectives 4

SECTION II SYSTEM CONFIGURATION 7

Flight Systems 7

Ground Systems 10

SECTION III TEST DESCRIPTION 15

Pre-Launch Operations 15

Flight Operations 16

SECTION IV TEST EVALUATION 19

Over-All System Performance 19

Thor Performance 25

Discoverer Subsystem Performance 26

Ground Systems Performance 32

Support Performance 41

SECTION V CONCLUSIONS 44

REFERENCES 45

LOCICHEED AIRCRAFT CORPORATION

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SECRET MIMES end SPACE DIVISION
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ILLUSTRATIONS

Figures

1

2

3

4

5

6

7

8

9

10

11

Page

Discoverer I/Thor General Arrangement 8

Thor Booster Configuration With Payload 9

Discoverer I Test Operations Control 11

Discoverer I Communications 12

Three-Dimensional Launch Trajectory, Discoverer I 19

Ascent Trajectory, Discoverer I 21

Time History of Velocity, Altitude and Pitch

Program During Thor Boost 22

Time History of Velocity During Second-Stage

Engine Operation 23.

Vandenberg AFB Radar Data 35

Telemetry Ship Antenna Data 37

Recovery Force Deployment Pattern for Recovery

Simulation 39

Tables

1 Sequence of Flight Events, Discoverer I 18

2 Injection Conditions and Initial Orbit Parameters 20

3 Engine Performance Values 28

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LOCKHEED AIRCRAFT CORPORATION SLEMET MISSILES awl SPACE DIVISION
SECRET LIASD- 445138

SUMMARY

The Discoverer I Vehicle was successfully mated with the Thor 163

on 23 February 1959 at Vandenberg Air Force Base Pad 4. The

initial countdown for the launching of this combination began at

0600 Pacific Standard Time (PST) on 25 February and proceeded

to Thor pressurization during the final minutes of the countdown at

1304 PST. As a result of first-stage liquid oxygen Pressurization

difficulties occurring at this time, the countdown was "scrubbed".

An abbreviated, final countdown was initiated at 0800 PST on

28 February. The final countdown proceeded with only minor delays

to time of lift-off at 1349:16 PST. Lift-off, first-stage boost, and

separation were normal, although first-stage burning time extended

to 160.75 seconds, approximately 3 seconds longer than nominal.

Second-stage engine operation was normal, shutting down after

96.3 seconds of engine operation. Telemetry and radar tracking

contact were lost shortly after engine burnout (orbital injection)

and were not regained.

Front the data available, all Thor and Discoverer I flight systems

appeared to function normally. The ascent trajectory was slightly

higher than nominal, and estimated conditions at orbital injection

were such that the vehicle achieved an elliptical orbit with an estimated orbital lifetime of 13 days. Ths cause for the lack of

sustained orbital contact with the vehicle is =known.

• • Launch and ascent data coverage, both internal and external to the

vehicle, was satisfactory. Ground support (in terms of both personnel

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• INTRODUCTION

The Discoverer Program has been established by the Advanced

Research Projects Agency (ARPA) through the agency of the Air

Force Ballistic Missiles Directorate (APB/64D). The principal

objective of this program, which utilises the. Discoverer/Thor

combination, is the development of a space vehicle . with functional

capability as a carrier- satellite for the equipment and material of

various scientific projects.

The first flight test vehicle in the Discoverer Program was damaged

during final launch countdown when second-stage pyrotechnics

ignited prematurely, as reported in Reference 1. The successful

launching and injection into orbit of the Discoverer I satellite,

utilising the second flight test vehicle, was accomplished at

Vandenberg Air Force Bias on 28 February 1959. Detailed test

reports documenting the results of the Discoverer I launching have

been published by the prime contractors and the launch base joint

working groups as indicated in References Z thru 5. This final

report has been prepared by the System Test Working Group as an

evaluation of operational concepts and the system equipments which

were employed to place the Discoverer I into orbit.

LOCKHEED AIRCRAFT CORPORATION SECRET MISSILES ad SPACE DIVISION
SECTION I

TEST OBJECTIVES AND RESULTS
LMSD- 445138

SECTION I

TEST OBJECTIVES AND RESULTS

PRIMARY OBJECTIVES - GENERAL r".

Demonstration of orbital capability of Discoverer utilising a Thor

booster.

Result - The primary objective was satisfactorily achieved.

Operation of all systems necessary to achieve orbital injection

was satisfactory. However, a highly elliptical orbit was attained

because orbit injection was not at perigee.

PRIMARY OBJECTIVES - SPECIFIC

Ground Support Equipment (G8E)

Provision of adequate ground support and checkout equipment through

lift-off.

Result, - Objective achieved. Ground support and checkout equipment

proved adequate, except for a malfunction of the Thor automatic

fueling sensor, which resulted in terminal countdown delays.

Thor Booster

Demonstration of launch, control, and separation from the Discoverer

within specified performance requirement.

Result - Objective achieved. Thor functions all occurred within tolerance levels with separation occurring within approximately 1.6 degrees

of the predicted flight-path angle.

•

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Airframe and Adapter

Demonstration of structural integrity of the Discoverer and adapter

and compatability of adapter with both stages.

Result - Objective achieved. The structure adequately withstood the

aerodynamic loads, vibration, antheating effects of No

excessive loads occurred. Separation was satisfactory.

Propulsion System

Demonstration of tillage rocket operation. engine ignition, sufficient

total impulse to achieve orbit, and proper propellant utilisation.

Result - Objective achieved. Most functions were normal. Orbital

velocity and altitude were reached after 96. 3 seconds of secondstage engine operation

•

Auxiliary Power Unit (A P U.

Demonstration of satisfactory performance during ascent to orbit of

all auxiliary power components, especially of batteries, inverters,

and heater components.

Result • Objective achieved. Power supply operation during ascent

appeared normal, with good recovery after load transients.

Guidance and Control System

Demonstration of the ability to tune and control all Subsystem D

functions, including maintenance of proper orientation during coast

and boost.

Result - Objective achieved. An analysis of flight data shows that

functions occurred at proper times and that proper attitude was

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LOCKHEED AIRCRAFT CORPORATION SECRET MISSILES ad SPACE DIVISION
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maintained until second-stage ignition. A disturbance in pitch

occurred at vehicle-engine start, resulting in a thrust angle below

the horizontal. No verification of correct reorientation after

orbital injection was recorded.

7. Telemetry and Tracking

Demonstration of the ability to monitor satisfactorily all primary

vehicle functions, to command Subsystem "D" timer delay, and to

track and command orbital functions.

Resu - Objective partially achieved. Telemetry data from one

station were 87 percent satisfactory for 514 seconds. "D" timer

was successfully held. No beacon contacts were made after 510

seconds. No opportunity to snake orbital-timer adjustments

existed.

C. SECONDARY AND TERTIARY OBJECTIVES

Recovery

Evaluation of full-dress-rehearsal of recovery operation.

Result - Mission was satisfactorily conducted at the nominal time

of 17th orbital pass. Aerial pickup was unsuccessful. Water

pickup was successful.

Orbital Attitude

Evaluation of ability of Subsystem "D" timer to orient and maintain

the vehicle in a nose-down attitude.

Result - Objective not achieved. No data are available to determine

vehicle-orbital attitude.

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3. Temperature Environment

Evaluation of temperature environment and distribution on the

vehicle.

Result - Only partial data were obtained. Lower-than-predicted

temperatures were recorded,. and no thermal problems are indicated.

Tracking and Communications

Evaluation of inter- station communication network, orbital prediction using only azimuth and elevation data, and continuous

operatiOn of the continuous wave (CW) acquisition beacon.

Result - Inter-station communications were satisfactory. Orbital

prediction using only azimuth and elevation data was not evaluated.

Continuous operation and acquisition of the CW beacon were not

verified.

Optical Tracking

Evaluation of attitude and aerodynamic integrity of Thor/Discoverer.

Result - Metric optics data were obtained for a total period of 159.5

seconds, the trajectory data from which agree well with radar data.

Attitude data were obtained through 47 seconds, verifying the pitchcommand program and indicating no stability or structural problems.

6. Human Factors

Evaluation of crew proficiency and ground equipment design from

human engineering standpoint.

Result - As a result of several dress rehearsals and two launch

countdown operations for Discoverer I, many improvements in test

LOCKHEED AIRCRAFT CORPORATION -SECRET- MISS= sad SPACE DIVISION
LDASD-445138

procedures and use of equipment were effected, and valuable

training was gained. Satisfactory equipment and crew proficiency

were demonstrated by the efficient manner in which the countdown

and launch preparations were 'conducted. However, the use of

improper search procedures on-board the Downrange Telemetry

Ship resulted in loss of critical data.

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LOCKHEED AIRCRAFT CORPORATION MISSILES mod SPACE DIVISION
LMSD-445138

--SECTION II

SYSTEM CONFIGURATION

FLIGHT SYSTEMS

The Discoverer I/Thor flight configuration (Figure 1) consisted of a secondstage orbital satellite in tandem with a modified-Thor booster as a firststage launching device. The combined length of this confIguiation was

approximately 78 fest. The total weight at lift-off was 113,902 4250)

pounds.

The Thor booster, Serial 163, was a complete operational-type num,

modified to accept the Discoverer (Figure 2). The Thor booster was

approximately 65 feet in overall length and 8 feet in diameter through the

cylindrical portion. The basic airframe was modified by the addition of

the booster adapter (suiplied by Lockheed) which was securely attached

to the forward end of the Thor guidance section. The Discoirerer was

attached by explosive bolts to the adapter. The adapter also housed

the two Discoverer retro-rockets which caused separation of the booster

and satellite. Weight of the booster at lift-off was 106,731 pounds.

The Discoverer satellite, Serial 1022 was approximately 18.5 feet in

over-all length and 5 feet in diameter through the largest cylindrical

portion (Figure 1). Its airframe included propellant tanks, an extensible

boom for stabilizing the vehicle statically while on orbit, pressure spheres,

and engine mount and jettisonable structures. The orbital-boost engine

(USAF Model No. XLR-81-BA-3), Serial 14, was manufactured by Bell

Aircraft Corporation. The engine was rated at 15.150 pounds vacuum

thrust. and included the supply of oxidiser (Inhibited Red Fuming Nitric
8

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LIED -445138
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LOCKHEED AIRCRAFT CORPORATION SECRET • MISSILE SYSTEMS DIVISION
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Acid (MYNA)) and of fuel (IP-4). Guidance and control equipment included

components necessary for attitude orientation during the period from

separation to establishment of the satellite vehicle on orbit and a "D"

timer which provided necessary switching signals to vehicle equipments

for control of flight events. The basic power source was from three.

primary silver peroxide-zinc-type batteries.

Discoverer vehicle instrumentation included the following: An 8-band

beacon, which accepted command signals from the ground and responded

to coded radar signals for long-range tracking; a VHF continuous-wave

acquisition beacon for identification and ground control tracking; and a

FM/ FM telemetering system of 15-channels capacity carrying a total of

97 in-flight measurements.. (The Thor contained a PAM/FM/FM blew.-

staring system carrying approximately 34 booster performance parameters

on seven channels and an elementary "H" timer for controlling the cyclic

operation of the radar beacon and telemetry equipments while in flight.);

The basic weight of the satellite upon injection into orbit was 1474 pounds.

GROUND SYSTEMS

Ground systems in support of Discoverer I were divided into the following

operational elements:

Launch complex

Tracking and control stations

LMSD computer center

Recovery force

The integration of these elements under the joint direction of AFBMD and

Lockheed was accomplished by the Development Control Center (DCC)

located at Palo Alto, California, as depicted in Figure 3. System communications were controlled by the DCC as shown in Figure 4. Operations of

the launch base and recovery force were under the direct control of

Vandenberg and Hawaiian Control Centers, respectively.

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LOCKHEED AIRCRAFT CORPORATION SECRET '

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--S-E-RET MISSILE SYSTEMS DIVISION LOCKHEED AIRCRAFT CORPORATION

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SECRET LMSD-445138

The launch complex consisted of those equipments and facilities necessary

to checkout and house the Thor booster and Discoverer vehicle and the

launch blockhouse and pad. Vandenberg Air Force Base, under the

Strategic Air Command, supported Discoverer I through the First

Missile Division by providing the following services:

Fuel and pyrotechnic storage facilities

Instrumentation and range safety systems

Launch pad fire and medical equipment and personnel

Security.

The Pacific Missile Range (PMR) provided support in the following areas:

Metric optics tracking and data reduction

Operational control of the telemetry ship

c. Additional range safety and security surveillance.

Five tracking and control stations supported Discoverer I operations:

Vandenberg Air Force Base, California

Naval Air Missile Test Center, Point Mugu, California

Keens. Point, Hawaii

Kodiak Island, Alaska

e. Annette Island, Alaska.

Each of these stations provided the capability to acquire, track, and

command the Discoverer vehicle and to receive telemetry data. In

addition, a ship was equipped for tracking and reception of telemetry

signals and was located 950 nautical miles downrange in line with the

predicted launch azimuth. Acquisition, tracking, and command data

were transmitted over the communications net, as shown in Figure 4,

between the tracking stations and the LMSD Computer Center.

The LMSD Computer Center at Palo Alto (closely connected with the

DCC) provided the necessary processing of tracking data for determining

13

LOCKHEED AIRCRAFT CORPORATION MMUS sad PACE DIVISION
LIED-445138

the current status of the flight mission. (The Center employs a RemingtonRand; 1103 AF computer and, an extensive telephone and teletype network. )

Although not a recovery flight, Discoverer I test activities included a simulation of recovery operations in the Hawaiian area. The Recovery Force,

under the direct control of the Hawaiian Control Center at Hickarn Air

Force Base, was deployed off the coast of Hawaii. The force consisted of

eight C-119 aircraft, four RC-121D aircraft, one B-47 drop aircraft and

three destroyers from the Pacific Fleet.

14 •

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LOCKHEED AIRCRAFT CORPORATION MISSILES Ind SPACE DIVISION
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- SECTION III

TEST DESCRIPTION

PRE-LAUNCH OPERATIONS

Following completion of necessary pre-flight functional tests at

Santa Crus Test Base and the LMSD Systems Checkout Complex at

Vandenberg Air Force Base, the Discoverer I vehicle was delivered

to the launch pad on 4 February 1959. Subsequent mating with the

Thor booster and combined systems tests were completed on 19

February. Target launch time (T-0) for the flight was established

for 1245 PST 25 February 1959.

The countdown was to require 6 hours and 45 minutes. The first

part, running from T-405 to T-15 minutes, was, to consist almost

entirely of LMSD functions. The second part, running from T-15

minutes to launch, was to consist of the Thor Interim Operational

Capability (IOC) countdown and the remaining portion of the LMSD

countdown. Because of first-stage pressurisation and GSE difficulties,

however, two countdowns were required.

The first countdown was initiated on schedule at 0600 PST on 25

February and proceeded with negligible delay to final first-stage

pressure checks just minutes prior to completion of the terminal

count. At this time, 1304 PST, first-stage liquid-oxygen pressurisation difficulties were encountered, which resulted in a non-scheduled

hold. After several unsuccessful attempts were made to complete

first-stage pressurisation, the countdown was "scrubbed" at 1653 PST.

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LALSD-445138

The Discoverer/Thor was retained in the erected position while

' Douglas personnel defueled.the first-stage booster, corrected the

pressurisation problem, and accomplished necessary re-checks.

Immediate reschedule of the countdown for the following day was

not possible when it was discovered that a leak had developed in the

first-stage fuel system.

The final abbreviated countdown was initiated on 28 February and

proceeded without Incident to T-7 minutes. At this time, difficulties

were encountered: first with the liquid-oxygen-loading sensor and

then with the fuel-loading sensor. After several minutes, the liquidoxygen sensor apparently corrected itself, manual fuel override was

imposed, and, after a total delay of approximately 1 hour, the countdown was continued to lift-off.

FLIGHT OPERATIONS

The launch trajectory and sequence of events closely followed the

planned program. The test vehicle was launched vertically, and

the booster satisfactorily rolled the vehicle from the pad attitude

azimuth of 181° 28' 53.86" to the flight-path ( departure) azimuth

of 182° 48'. Vertical flight continued for 10 seconds, after which

time the Thor booster initiated the required pitch program.

The Thor boost phase extended for 160.75 seconds, first-stage

main-engine cut-off occurring upon depletion of propellants.

As the main-stage propellants exhausted, the rapid decrease in

engine-chamber pressure released a pressure switch which set the

time for vernier cut-off. The vernier engines were started prior to

lift-off and continued for 9.05 seconds after main-engine cut-off.

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LOCKHEED AIRCRAFT CORPORATION —SERE MISSILE mid SPACE DIVISION
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•

Nominally, at 161 seconds after launch, the first sequence signal

was given by the Subsystem "D" timer for uncaging the inertial

reference gyros. Ten seconds later, 171. 2 seconds from launch, the

timer initiated the signals for firing the explosive separation bolts,

activating the pneumatic control system, commanding jettison of the

nose cone, and igniting the retro-rockets on the adapter. The vehicle

then staged.

After separation, the second-stage vehicle pitch programmed to the

horizontal. The horizon scanner was then activated and its

shroud ejected. During the coast phase, the vehicle was under pitch

horizon scanner control.

The Subsystem "D" timer initiated the signal to activate the hydraulic

control system and fire the ullage rockets at 321.0 seconds.

Approximately 17 seconds later, the orbital-boost engine was ignited

and the pitch and yaw pneumatic controls turned off.

During orbital-boost, vehicle orientation was determined by the

Pre-programmed Inertial Reference Package ( IRP). Engine thrust

was terminated by exhaustion of the propellants at 96.3 seconds

after engine ignition. Shortly thereafter, the hydraulic system was

shut down and the propellant tanks vented. The vehicle was then

programmed to pitch down 90 degrees at 40 degrees-per-minute by

the pneumatic control system. Venting of the helium tanks, which

occurs simultaneously with the command to pitch over, was verified

by test data and occurred at 452. 1 seconds. The last programmed

event to occur prior to loss of data was a "D" timer command to

calibrate the telemeter at 455.5 seconds. All teleznetering channels

not required for the orbital phase were turned off at this time. The

flight sequence of events, as verified by available telemetry data,

is given in Table 1. Sustained contact with the vehicle after 510

seconds was not accomplished.

17

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LOCKHEED AIRCRAFT CORPORATION MISSILES ad SPACE DIVISION
SECRET LUSD-445138

•

A three-dimensional view of the launch trajectory is displayed in

Figure 5.

TABLE 1

Sequence of Flight Events Discoverer I

illghtakagijigsgej_

Event tual Predicted

Lift-off ("D" timer start) 0* .

Thor Main Engine Burnout 160.75 157.8

Thor Vernier Engine Burnout 169.80 166.8

Retro Rockets Fire 171.2 171

Initiation of Separation Motion 172.2 172

Separation Complete 174.6

Ullage Rockets Fire 321.0 321

Discoverer Engine Start Sequence 337. 1 337

Engine Start (pressure buildup) 338. 2

Engine Shutdown 434.5 434. 5

Loss of Telemetry Data 514 I Normal

Loss of Radar Track 510 horizon

limitations

* 1349:16 PST

LOCKHEED AIRCRAFT CORPORATION •

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SECRET. LIOD -445138 .

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. • SECTION IV

TEST EVALUATION

OVER-ALL SYSTEM PERFORMANCE .

System Test Conduct

Test conduct was generally acceptable and according to plan. Except

for several delays experienced during the final minutes of both

countdowns, no significant procedural or equipment difficulties were

encountered. The major delay arising during launch countdown was

associated with first-stage propellant loading. Because of IOC

Thor ground support equipment, the terminal countdown (during which

first-stage propellant loading is accomplished) is completely

automatic. This portion of the countdown was planned to require

approximately IS minutes. However, because of problems experienced

with the liquid-oxidizer loading and fueling sequence, the IOC procedure

was modified for this launch to incorporate holds necessary to

resolve fuel and liquid-oxygen-sensor abnormalities. The modified,

automatic countdown required approximately 1 hour and 18 minutes.

System operations as conducted by the Development Control Center

were excellent. A few minor communications problems arose on

r.

R-1 day, but these were remedied well in advance of the countdown.

System test procedures were well exercised and appeared adequate.

In view of the intensified and prolonged effort on the part of all

launch and system test personnel and the highly successful. result,

their proficiency was considered excellent.

19

LOCKHEED AIRCRAFT CORPORATION -MKT- MISSILIS sad PACK DIMON
LMSD-445138

Trajectory

The launch trajectory and iequence - of events followed the planned

program (Reference 6). At the time of main-engine cut-off, the

actual flight path was approximately 1. 6 degrees higher than the

nominal flight path. The actual ascent trajectory, as obtained from

Pt. Mugu radar and metric optics data, is compared Irrth predicted

data in Figures 6 through 8. The metric optic; (photothecidolite)

data show close agreement with the radar.

Comparison of the predicted with the actual flight-trajectory, as

obtained from the Pt. Mugu radar (corrected for refraction and.

earth curvature), shows a deviation in flight-path angle and altitude

during orbital boost, so that orbit injection and perigee altitude did

not occur simultaneously. This would cause a highly elliptical orbit.

No sustained tracking of the vehicle was attained after 510 seconds.

For this reason, the orbital parameters could only be estimated from

actual conditions at the time of injection as determined by Pt. Mugu

radar data. The estimated orbital parameters are given in Table 2.

TABLE 2

Injection Conditions and Initial Orbit Parameters

Orbit Inclination (Degrees) 89.96

Insertion Altitude (Statute Miles) 183

Insertion Velocity (Feet-per-Second) 26, 000

Insertion Angle (Degrees) -2.5*

Period ( Minutes) 95.9

Eccentricity 0.0587

Perigee (Statute Miles) 99.3

Apogee (Statute Miles) 605

Lifetime (Days) 13

* Note: Includes -0.64 degree due to radar refraction.

20

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23

LOCKHEED mom. CORPORATION SECRET MISSILE SYSTEMS DIVISION
SECRET LMSD-445138

A total of 110 contacts with the vehicle were reported to the LMSD

Development Control Center (DCC) in Palo Alto during the two weeks

following the orbital injection of Discoverer I. Of these observations,

37 were sporadic receptions of the 232.4 me continuous-wave

acquisition beacon, and all 37 were considered as possible observations

of the vehicle. None of the five visual observations reported could

be accepted as valid sightings of the vehicle. There was insufficient

information to validate 11 observations made by General El ectric

at Mica, New York, and by the Philco Company at Palo Alto and

Philadelphia. These Observations were made with the controversial

Kraus method.

System Design Performance

The performance of the Discoverer I/Thor combination and the complex

of associated ground equipment generally exceeded expectations.

Both the Thor and Discoverer vehicle subsystems performed

satisfactorily during the period of flight covered by available data

( to 514 seconds). Discoverer subsystems performance after 514

seconds is not known, although the absence of orbital telemeter and

tracking information indicates that a malfunction of some significant

nature occurred in the vehicle. All available test data have been

thoroughly analysed in an attempt to determine the cause but without

success. Changes in subsequent Discoverer vehicles ( which have

already been accomplished) are expected to ensure adequate groundspace communications on future Discoverer flights.

The complex of tracking and control stations ( including the Palo Alto

Computer and DCC) operated satisfactorily throughout the test,

with the exception of the Vandenberg Tracking Station and the downrange telemetry ship. All necessary telemetry and tracking stations'

equipments were operative during expected orbital passes and were

adequately directed by the DCC. Operational difficulties encountered

24

•

LOCKHEED AIRCRAFT I:ORPORATION SECRET MISSILES sae SPACE DIVISION
LIfSD-445138

with the VATS tracking station and the telemetry ship have been

investigated thoroughly and have been corrected for subsequent

operations.

The basic objective of the early (first and second) Discoverer/Thor

vehicles has been achieved; i.e. , demonstration of orbital capability.

This system is, therefore, considered entirely suitagii for the

continued pursuit of Discoverer program objectives..

THOR PERFORMANCE

The Thor primary objective, to place the Discoverer vehicle at a.

given point in space with a specified orientation and velocity, was

satisfactorily accomplished. Separation of the Discoverer from the

Thor booster, starting at 172.2 seconds from lift-off, was successful.

Ascent-trajectory calculations, based upon VERLORT radar data,

show the vehicle flight path to have been between 1.0 and 2.2 degrees

above nominal, with an altitude excess of 14,000 feet. This

deviation is well within the specified tolerance (M4-degree flight

path angle) and is believed to be due to programmer errors and

pitch-gyro drift. A lateral 1.0-degree displacement of the actual

trajectory east from nominal is compatible to the measured wind

conditions and -0.1-degree yaw thrust misalignment.

The velocity at main-engine cut-off was 13,920 feet-per-second,

compared to a nominal of 13,763 (*500) feet-per-second. A total

lift-off thrust of 152,300 pounds was determined, with a cut-off

thrust of 173,500 pounds. ( Cut-off thrust was somewhat low and

was caused by a 2 percent drop in main-chamber pressure at 59

seconds after lift-off, which also resulted in lowered flow rates and

a 3-3/4-second delayed main-engine cut-off.) Residual propellants

at cut-off were 0.0 (*0.2) percent of the usable propellants.

25

LOCKHEED AIRCRAFT CORPORATION SECRET MISSILES sod SPACE DIVISION
LMSD-445138

The Thor control and hydraulic systems performed satisfactorily,

with the pitch and roll program having occurred properly, and stability

having been maintained thrOugh a wind shear condition without

advantage of fins. The electronic equipment performed satisfactorily.

Instrumentation performance was generally satisfactory except for

the high noise-to-signal strength ratio observed on pulse amplitude

modulation ( PAM) channels. In addition, the PAM din values were

slightly higher than duplicate FM data, the reasons for which are

still unknown.

The tertiary objectives of evaluation of countdown procedure, prelaunch techniques, and ground support equipment were satisfactorily

accomplished, indicating adequate countdown procedures and GSE

for the Thor/Discoverer program.

A comprehensive report covering the Thor booster performance for

this flight is presented in Reference 5. Over-all Thor performance

was considered excellent.

DISCOVERER SUBSYSTEMS PERFORMANCE

Subsystem A - Airframe

The vehicle airframe and adapter satisfactorily withstood.the aerodynamic and vibration loads and heating effects of launch. Even

though the launch conditions were not critical, the longitudinal

adapter loads were 22-1/2 percent above predicted, due to a more

abrupt Thor-thrust build-up than expected. The measured longitudinal natural frequency of 16 6 cps and the bending natural

frequency of 4.6 cps agreed well with the predicted values.

LOCKHEED AIKIDOS CORPORATION

26

-S-EER ET MIMES sod SPACE DIVISION
LMSD- 445138

Wind shear at about 30,000 feet altitude subjected the vehicle to

approximately 80 percent of its allowable design bending moment,

but it was within the allowable magnitude for vehicle launch. The

resulting sideslip angle ( approximately ? degrees) and accompanying

high dynamic pressure resulted in an estimated nose-cone differential

pressure equal to the maximum design value.

Data obtained from analysis of accelerometer records indicated

that design loads were not exceeded except immediately prior to

Thor burnout when the 11. 2-g longitudinal-aceeleration adapter design

load was exceeded by 0.2 g. This load condition was not accompanied

by significant bending moments and hence was not critical..

Separation was effected satisfactorily. The relative separation

velocity of 3.06 feet-per-second equalled the predicted velocity.

The thrust build-up upon Discoverer-engine ignition was more abrupt

than predicted and resulted in an increase in dynamic loads and

acceleration. However, no critical loads were sustained.

Approximately 30 seconds after engine ignition, a pitch oscillation

of 1. 7 cps resulted from oxidizer slosh. This measurement

compared favorably with the predicted coupled natural frequency

of 1. 66 cps at this fuel load. The oscillations damped satisfactorily

33 seconds later as propellant load was reduced.

Usable skin temperature data were recorded at four stations, three

of which were on the nose cap, and one was on the adapter. All

measurements were below predicted values. Analysis of this data

indicates that equipment in the forward equipment rack was operating

well within specified limits.

LOCKHEED AIRCRAFT CORPORATION

27

-S-EIRET PASSIM sad SPACE DIVISION
LMSD-445138

Vibration records show shock and vibration levels were low, except

at lift-off, during firing of the explosive bolts, and during Discovererengine ignition. Analysis of the data recorded during these times

indicated shock and vibration levels approaching design limits. However,

there was no evidence of structural or equipment failure.

Subsystem B - Propulsion

Propulsion system operability was demonstrated by the achievement

of design and test objectives. The propulsion system provided the

necessary velocity increment required to attain orbital status, and

it affirmed the ability of the ullage rockets, the electrical, mechanical,

and pressurization systems to provide engine operation in a nearvacuum environment. Operational results were well within the specified

limits. However, engine performance parameters were slightly

higher than were predicted.

Table 3 itemizes only the significant engine-performance parameters

and compares then with their predicted values.

TABLE 3

Engine Performance Values

Parameter Predicted Actual

Thrust, lb 15, 350 15, 800 (avg. )

Thrust chamber

pressure, psi 501 515 (avg. )

Engine burning, sec 98. 3 9 6. 3

Specific impulse. sec 268 268 (calculated)

Propellant flow

total. sec 57. 21 58.97 (calculated)

Mixture ratio 4. 24 No data

7. Turbine speed, rpm 23, 380 No data

28

LOCKHEED AIRCRAFT CORPORATION MISSILES Ni SPACE DIVISION
LUSD-445138

Subsystem C - Vehicle Internal Electrical Systems

Even though malfunctions of the electrical system accounted for most

delays encountered during captive and pre-launch systems tests,

electrical system performance during countdown, launch, and ascent

was satisfactory. Verification of electrical systems performance

was demonstrated by proper operation of other systems functions

(telemetry, guidance, propulsion) and by telemetry data (power-supply

parameters) received during the first 514 seconds after launch.

Electrical power recovery was demonstrated at initiation of separation

and hydraulic system activation.. There are no data available which

indicate the possibility of any electrical power system malfunction.

Subsystem D, Guidance and Flight Controls

The Guidance and Flight Control System operated within specified

limits throughout the period of flight documented by available

telemeter data. Inadequate data in some areas prevented positive

conclusions as to the subsystem operation, but proper functions were.

verified which indicated occurrence by correlating concurrent events

or data in related systems. All flight events controlled by the

guidance system during ascent-to-orbit occurred within the specified

time tolerance (*0.5 seconds).

Telemetered attitude gyros indicated that during coast phase the

vehicle was controlled within specified limits by the pneumatic

control system. Operation of the attitude gyros and the horizon

scanner was satisfactory. The 40-degree-per-minute pitch-down

command (given prior to horizon scanner pitch operation) brought

the vehicle to within 3 degrees of the intended horizontal attitude.

29

LOCKHEED AIRCRAFT COMORATION SECRET • MISSILES aNI SPACE DIVISION
SECRET LAMM- 445138

At engine ignition, substantial shocks were recorded with a

corresponding engine movement resulting. At this time, gyro

oscillations were indicatecrwhich may have caused the pitch attitude

and rate gyros to hit one or both stops. Within 2 seconds, however,

these oscillations were damped out by subsequent engine movement.

(Possibly, the gyro reference had been shifted considerably with

subsequent trajectory deviations as discussed earlier Til this report. )

Approximately 30 seconds after engine ignition, oxidiser slosh

caused a pitch and normal acceleration oscillation with a frequency

of approximately 1.7 cps. These data correlate closely with the

predicted body-fuel coupled oscillation.

Subsystem H - Ground-Space Communications

The performance of Subsystem H equipment, insofar as can be

evaluated, was excellent. Because data were not recorded after

514 seconds, a definitive evaluation could not be made in some cases.

Radar (S-band) beacon performance was within specification during

the ascent and early orbit phase. The beacon signal was tracked

by the Pt. Mugu radar for 510 seconds after launch to approximately

1000 nautical miles. Valid beacon performance data recorded during

or after beacon turn-off at 573 seconds are not available.

Acquisition (CW) beacon performance was within specification, and

Doppler data received was normal until approximately 440 seconds

after launch, when a frequency decrease incompatible with the known

vehicle trajectory was observed. (It is postulated that this frequency

shift may be attributed to an internal temperature increase. )

No.data on beacon performance during antenna switch-over and

succeeding orbital passes were recorded.

30

LOCKHEED AIRCRAFT CORPORATION --EGRET- MISSILES sail SPACE DIVISION
SECRET LMSD-445138

The Elementary (Subsystem H) timer was turned on at the proper

time of 213 seconds as indicated by the presence of the sub-cycle

monitor tone. No other data exist with which timer performance can

be evaluated.

The radar beacon ( UHF) and acquisition/telemetry (YID') exit

antennas, as well as the VHF diplexer, performed satisfactorily as

indicated by the received data. No information is available on the

switch-over to orbit antennas, which should have occurred at 584

seconds, or of the resulting operation of the diplexer and VHF or

UHF orbit antennas. It cannot be determined if the failure to receive

orbital data was due to antenna failure, faulty switch-over, or to some

other internal failure. It is noteworthy that the telemeter receivedsignal strength for the telemeter ship's forward antenna dropped

sharply at 584 seconds, the time of antenna switch-over. However,

the validity of the telemeter ship data is somewhat questionable, so

this occurrence cannot be considered definitely indicative of failure

to switch antennas.

It has been concluded that the 45 primary parameters, of the total

91 telemetered, produced 85 percent usable data, and the remaining

46 secondary parameters produced 90 percent usable data. Seven

measurements failed, and five more produced unreliable data.

The telemeter output was, in general, relatively free from noise.

There were some minor noise problems on commutated channels

12 and 14, which caused slight difficulty in decoromutatton. However,

complete data loss was in no case attributable to internal telemeter

noise.

•

31

LOCKHEED AIRCRAFT CORPORATION SECRET MISSILES oil PACE DIVISION
LMSD-445138

GROUND SYSTEMS PERFORMANCE

Launch Complex

The system checkout complex was operated satisfactorily throughout

the systems test period of Discoverer I. The problem areas were

few and, for the most part, have since been remediedr- At present,

the checkout complex is being adapted to an expanded and more

efficient mode of operation. An additional checkout console is being

installed to provide dual vehicle-testing capabilities at the facility.

Areas are being designated and equipped for subsystem checkout.

The systems checkout complex as an over-all testing facility

performed well.

Prior to launch, some difficulty was encountered with the electricalcable connectors between the blockhouse and the vehicle. Because

of moisture saturation, it became necessary to replace one patch

cable. The other cables worked satisfactorily after drying.

The changes in vehicle guidance circuitry required extensive

modification of corresponding ground support equipment. Numerous

problems were encountered, resulting in the necessity of installing

an electrical trailer for guidance checkout. A new, guidance warmup control panel was used to replace the automatic control features

of the existing blockhouse guidance system control console. This

problem is presently being rectified.

All mobile units (helium trailer, air 'conditioner, transportererector, fuel and acid trucks, hi-lift) operated satisfactorily. The

fuel in truck 3 was contaminated and was not utilised in support of

the launch.

32

LOCKHEED AIRCRAFT CORPORATION -EMT- MISSIES end SPACE DIVISION
LMSD-445138

The pad facility for loading propellants operated satisfactorily.

Acid had been in the system for approximately 36 hours with only a

slight leak occurring at a threaded fitting connected to a manual

control valve on the revetment. This was kept under constant water

flush to eliminate any hazard. As a result of the "scrubbed" countdown of 25 Febrary, it was necessary to unload propellants and •

reload some 48 hours later to prepare for the 28 Febrifiry launching.

• This operation was performed satisfactorily.

The pressurization system performed exceptionally well, also. Only

a minor nitrogen leak in the pneumatics cabinet was experienced,

as a result of a faulty "0" ring located in one of the regulators.

Under 2200 psi, the "0" ring was adequate for.sealing purposes, but

above this pressure level, the leak became more significant. This

has since been repaired.

Tracking Stations

Vandenberg Tracking Station. The performance of Vandenberg

Tracking Station was adversely affected by noisy RE signals and the

initial proximity of the vehicle. Equipment performance and operating

procedures were satisfactory with the exception of the problem areas

delineated below.

No usable data were gained from the Vandenberg Tracking Station

Mod II radar. The difficulties were partly procedural and partly

due to faulty equipment. •

(When the vehicle is on the launch pad, it is difficult to keep the

vehicle's radar beacon signal from saturating the tracking station

radar located only 6 miles away. To prevent saturation, a great

deal of signal attenuation must be used at the radar, and this

33

•

LOCKHEED AIRCRAFT CORPORATION SEG-RET- MISSILES SPACE DIVISION
LUSD-445138

attenuation must be slowly and accurately removed as the range to

the vehicle increases after launch. Coupled with this restriction

is the fact that if the radar gets off track the proper amount of

attenuation required to regain' he signal is unknown. Too little

attenuation will result in false targets appearing, and too much

attenuation will result in no target. )

The actual sequence of events and the azimuth, elevation, and range

data generated by the radar are compared to metric optics data in

Figure 9.

Initially, the radar was in automatic track with smoothing or damping

applied so that no jumping would occur. The radar was on track

until approximately 40 seconds after launch when the azimuth began

to deviate slowly and smoothly for reasons unknown. At approximately

70 seconds after launch, the elevation angle kept increasing at the

same rate as it previously had but became diverged from the true

angle. This occurrence was accompanied by a drop in AGC voltage,

indicating a decrease in signal strength.

This smooth azimuth and elevation divergence continued until T + 118

seconds, when it became apparent to the radar operator that tracking

was lost. At this time, the tracking was switched to manual by the

operator in an attempt to regain track. At T + 120 seconds, the

transmitter was turned off (changed from active to passive track) as

requested by Pt. Mugu. Also at T + 120 seconds the radar was slaved

to the slave data buss. However, the data source for the slave data

buss at this time was the radar itself, so the radar became slaved

to itself with consequential servo instability. This is evidenced by

•Figure 9 in the period from T + 120 to 176 seconds. At T + 176

seconds, the radar was put in passive manual track and remained

there, but the target was not again acquired well enough to achieve

automatic angle tracking.

34

LOCKHEED AIRCRAFT COI/ORATION -SEGRET MISSILES wd SPACE DIVISION
LMSD-445138

Additionally, the TLI4-18 (telemetry tracker) was adversely affected

due to the proximity of the signal source and produced no usable

tracking data. At lift-off, the antenna was pointed at the pad but did

not follow the vehicle course, since there was an abundance of

signal reflected from the pad area for .it to lock on. At T + 30

seconds the TL14-18 regained automatic track on the vehicle acquisition transmitter. At T + 189 seconds, since the acquisition beacon

signal strength was beginning to drop, the operator attempted to

switch tracking to the telemetry transmitter, but the target was lost.

(Once again this was probably due to an over-abundance of signal.)

Automatic track was regained at T + 337 seconds on the telemetry.

transmitter and held there until T + 536 seconds when the track was

lost.

Pt. Mutsu Trackinj Station. Performance and operation of the Pt.

Mugu tracking station was more than adequate, and no major problems

were encountered. The radar trajectory and telemetry data, used in

the final flight analyses, were those collected at Pt. Mugu.

Telemetry Ship. Because of the considerable interest in conditions

at the time of antenna switch over and subsequent performance, the

data obtained by the telemetry ship were adjudged most critical. The

failure to acquire any usable data from this station Is primarily

attributed to operational difficulties. The only equipment failure

was in the preamplifier of the aft tri-helix antenna. This failure

did not make the antenna inoperative, but it did raise the noise

level substantially, as evident in Figure 10.

At the time of launch, the telemetry ship was located at approximately

120° 40' W longitude and 18° 57' N latitude headed true north. Figure

10 is employed to show the pertinent tracking, relative location, and

signal strength data as a function of time. It is shown that search by

36

LOCKHEED AIRCRAFT CORPORATION SECRET MISSIU3 sod SPACE DIVISION
0

b0

LMSD -445138 .

37

LOCKHEED AIRCRAFT CORPORATION MISSILE SYSTEMS DIVISION
UAW-445138

both antennas was Initiated approximately 225 seconds after launch

and led the vehicle through-its trajectory. On only one occasion

• is it indicated that the vehicle was within the 20-degree beam width

of the antennas. - this occurring for the aft antennas at approximately

475 seconds.

This problem was attributable to improper search procedures resulting

from a lack of up-to-date information regarding the time of expected

emergence of the vehicle over the ship's horizon. The correct

information, although late in arrival, has been supplied to the ship's

personnel and should -obviate repetition of this difficulty in subsequent

operations.

Hawaiian Control Center and Recovery Force

A recovery simulation exercise, performed in conjunction with

Discoverer I operations and intended as a full-dress-rehearsal of the

first recovery vehicle launching, was conducted as planned. The

test was successful in achieving the stated objectives and provided

valuable operational training. The exercise involved the deployment

of the recovery force as shown in Figure 11 and was under the direction

of the Hawaiian Control Center (HCC). Few operational difficulties

were encountered, although several radar equipment znalfunetions

were reported.

Control of the destroyers, C-119 pickup aircraft, and the RC-121

radar acquisition aircraft during the operation was satisfactory.

The two recovery capsules dropped from a 3-47 aircraft were

successfully acquired by the RC-121 aircraft using the metallic

chaff and silvered-parachute radar detection aids. Excellent

38

LOCKHEED AIRCRAFT CORPORATION PASSIM aid PACE DIVISION
Li/SD-445138

163°110' V

NOM All aircraft and

ship positions are approximate station center

positions. Actual positions vary correspond,-

inglyvith the length of

station track.

RO-121D

SA 1413

+ Sk5

I1

6;147t

8/1 aok5

or 8042 It.

DIMAS

WI 2038

8/1/ 8037 11'

8/1 8439*

3/1833.5.1t

Bri 5511 +1

--- 31002 1 ir

BRINKLEY BASS

3:*

•

Figure 11. Recovery Force Deployment Pattern for Recovery Simulation

LOCKHEED AIRCRAFT CORPORATION

39

SECRET MISSILE SYSTIDAS DIVISION
Lamm-445138

results from the Discoverer Direction Finding System (DDF)

were obtained by both the destroyers and C-119 aircraft.

The major shortcomings of the mission were the failure to accomplish

aerial recovery on the first diop and the lack of beacon signal

from the second capsule after water impact. Aerial pickup of the

capsule on the first drop was unsuccessful due to failure of the

parachute-capsule rigging. The second capsule was successfully

recovered from the water, as planned, although the absence of

a beacon signal would have seriously hampered the search had the

capsule not been visually sighted prior to impact.

The general communication pattern for the operation was such that

the ships and recovery aircraft were controlled by the RC-121

control aircraft. The control aircraft, in turn, reported to the

HCC, and HCC reported to the DCC. Under this system, it was

noted that the over-all air-to-air communications were satisfactory,

but ship-to-air communications were marginal and, at times,

required message-relaying between participants to accomplish

the mission.

No problems were encountered on the HCC-to-DCC network. For

the dress rehearsal, the network was monitored by the HCC at

all times. Actual participation was principally limited to

communication checks and the receiving of impact area refinements

and sending of reports on the recovery force status.

•

40

•

LOCKHEED AIRCRAFT CORPORATION MISSILES sad SPACE DIVISION
SECRET

SUPPORT PERFORMANCE

LMSD-445138

Pacific Missile Range NAMTC

The presentation and quality of the theodolite launch trajectory data

supplied to LMSD by the Test Data Division of the Pacific Missile

Range were considered excellent.

Pitch and yaw data were computed as requested were within

accuracy requirements. Roll data, however, are considered

marginal because of insufficient reading leverage of the reference

spiral painted on the first-stage-booster airframe. An extended

spiral would remedy this situation.

The accuracy of the theodolite data was considered to be well

within the 0.5-mil requirement. Tabulations of the FPS-I6 radar

data were included with the theodolite data. A comparison of the

data from the two tracking systems shows close agreement,

further verifying the quality of the PMR. data.

Weather conditions on the day of the launch were good in the VAFB

area, which resulted in theodolite data that was usable from the

local camera stations. Ground fog prevented the usable extended

coverage that could have been obtained with better weather at the

Pt. Mugu and San Nicholas Island theodolites.

Satisfactory magnetic tapes of the launch telemetry were received

from the PMR facilities at San Nicholas Island and Pt. Arguello,

but utilisation of these tapes was not necessary because of the

usable Pt. Mugu radar data. (These tapes would be invaluable in

the event all primary data were lost. )

41

LOCKHEED AIRCRAFT CORPORATION SECRET MISSILES and SPACE DIVISION
LIED-445138

Space-track

Space-track was alerted for the launch and was prepared to track

Discoverer I. Numerous inputs received from Space-track were

listed as possible sightings.

General Electric Company, Ithaca, New York

General Electric at Ithaca, New York, was prepared to track the

vehicle by means of a modified Kraus technique. This technique

has been used in satellite observations since September 1958 with

some success when utilising accurate ephemerides. A total of

47 sightings were reported by the use of this method. Some of

these observations may have been Discoverer I passes; but

because this technique is neither fully understood nor proven, it

is impossible to determine which contacts were genuine.

Recovery Simulation

The following participating agencies satisfactorily supported the

recovery simulation operation, conducted at the nominal time of the

17th orbital pass:

Three destroyers supplied by the U.S. Navy

RC-121 aircraft -- 552nd AEW & C Wing

C-119 aircraft -- 6593rd Test Squadron

B-47 aircraft -- Air Force -Flight Test Center, SAYE

Hawaiian Sea Frontier (HAWSEA.FRON) communications

personnel

Airways and Communications System personnel --

1957th ,MACS

1st Weather Wing (Wheeler AFB) Detachment 4

57th Weather Reconnaissance Squadron

76th Air Rescue Squadron.

LOCKHEED AIRCRAFT CORPORATION

42

-SECRET MISSILES owl SPACE DIVISION
LMSD- 445138

A substantial amount of data from the simulated recovery operation

in Hawaii was hand-carried to LMSD, Palo Alto, arriving at approximately T + 88 hours (scheduled time). This data consisted

essentially of magnetic tapes, operation logs, commentaries and

a preliminary test report on the recovery simulation.

It was originally intended that each component of the recovery force

would submit to the Hawaiian Control Center completed data forms

along with a written report on the respective operation. The HCC

would then formulate a preliminary report on the over-all recovery

operation and submit it, along with the total package of component

reports, to LMSD, Palo Alto. The preliminary report submitted

by the HCC was not as complete as it could have been because the

data packages received from the participating agencies were somewhat incomplete. Other data-gathering discrepancies noted were a

lack of the descent point of the capsule and the corresponding locations

of all recovery force craft, a lack of data concerning the sine and

reliability of the radar targets acquired on the chaff and parachute,

and a lack of photo coverage.

Necessary action is being taken to insure a more thorough coverage

in the future.

43

LOCKHEED AIRCRAFT CORPORATION MISSILE sad SPACE DIVISION
tr. • ibc r

. ' • . . .

. - •

- •

•••••••.. • • ► ••• 44146.14.x-rwmaio, . • ...M.., • •

•

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WM.

SECTION

CONCLUSIONS

. .

t.-.12,:i-r•e.tw41211:4Y

•

Par • 1.7,• •r• ',rem

:

••••

C

— • • • • ."..•." • •••141r.O.g.'••
LMSD-445138

SECTION V

CONCLUSIONS

Orbital capability of the Discoverer I/Thor combination was

satisfactorily demonstrated.

Ground support and checkout equipment operation was satisfactory except for malfunctioning propellant sensors.

Thor booster performance was in. accordance with specifications.

The structural integrity of the Discoverer I/Thor combination

was satisfactory.

Operation of the Discoverer vehicle subsystems was satisfactory except for an apparent malfunction of unknown origin

which prevented reception of orbital telemetry and tracking signals.

Recovery rehearsal operations were conducted with

satisfactory results.

7. The system complex of tracking and control stations, including

the Palo Alto computes' and Development Control Center communications network, performed satisfactorily. The Development

Control Center, in conjunction with the launch base, successfully

accomplished the integration and direction of over-all operations.

44

LOCKHEED AIRCRAFT CORPORATION MISSILES sod PACE DIVISION
LMSD-445138

REFERENCES

LMSD-422550, "System Test Report, Discoverer,,) Aborted Countdown 21 January 1959, " 30 January 1959.

LMSD-220053, !'Discoverer Launch Report 1, " 15 March 1959.

LMSD-445049, "Discoverer Program Performance Analysis

Report, Flight of FTV-1022, " 1 April 1959.

LMSD-6149-2, 'Program /3A Preliminary System Test Report.

Discoverer I, " 9 March 1959.

LMSD-84696/DAC SM- 35580, "WS-117L, Flight Test Report,

Discoverer/Thor Flight 2, " 30 March 1959.

L/44313-6155-2, "Detailed Test Objectives, Discoverer

Flight 2, " 16 December 1958.

LOCKHEED AIRCRAFT CORPORATION

45

SECRET MISSILES mi SPACE DIVISION