4r•14

SECR ET- 11 • .

-1•1111111111111110- •••

DISCOVERER XIV ( MAMA WM I UM )

I

SYSTEM TEST EVALUATION AND

PERFORMANCE ANALYSIS REPORT

tas. OAT WORT) . •

CONTRACT ar 04 (1147) • INS •

LAUD 446240-56

.ig

4' 4, --, al

4

I C
. J. ORIBBON 0.

SATELUTE SATELLITE SYSTEMS MANAGER

APPROVED:

•

APPROVED:

UMID•146240-56

ill°b

Cdr Na

irigS geselli

• •

DISCOVERER XIV

(Arms 1056/Ther 27S9

SYSTEM TEST EVALUATION

AND • PERFORMANCE ANALYSIS REPORT

Maw Row*

Cantreet AP 04047)411S

. Prepami

Systole istogragoo. 11244

Teal Opesstkoss Ala Evaleation, 61.44

Ma dews.*..isis lalamoslise othisllagl e eslimal deism a/ lie Waal Oaks vollib

I . imri s .Gs Ilhplos. lam TIN. 111. samples .1 Y. f. C. iss. 1/93 aid 794. imenduise f IN swift* b or moose le es mmindiwind pew it prilliked tri kw.

I

a.



ERE 14145D-4441.40-56

Administered by the Mr tore* Ballistic Missile Division (4171114D). the

Discoverer Program bat as its principal objectives the development of Thor.

boosted Agana satellites capable of functioning as carriers for scientific

materials amd the recovery of capsules ejected from orbiting Apnea.

As prime cootractor. Loddieed Masiles and Space Division. Satellite Systenni ban overall responsibility for developing the program. Development

of the Thor as a booster rocket for the Aisne satellite boa been carried out

by the Doses. Aircraft Company.

This document is the Saul system test evaluation and performance analysis

report for the launch of Discoverer XIV from Vandenberg A7B on 16 August

1960. 11 is prepared to meet a requirement of Conteact 04(647).-5511 in

accordance with Paragraph 1.4.1 of L.111D-445158-3, Discoverer Program.

• •
• • • •

LWID-446240 56

1117211183XY

Discoverer YIV (1960 Kappa), consisting of a Thor booster (237) and an

Agora WAWA (1086), was launched into orbit from Vandenberg Ars

Complex 75-3-4 at 12:5747.85 PDT on 18 August 1960 on the first attempt.

Liftoff. Thor boost, Agana second- stage burning and Wootton into orbit

were accomplished without incident. Injection conditions produced a

94. 54-minate orbital period, with a 441 nonacid srae apogee. a 103.5

nautical mile perigee. and an eccentricity of . 046.

On the initial acquisition by the Kodiak Tracking Salim (KT8), attempts

were made to transmit an orbital-timer increase command. but Coomoand

Tone A was not verified. However, after adjustment of the ground radar

equipment, ICT8 was able to reset the orbital timer to the desired period

on Pass 2. Later, Pass 10 difficulty was experimced in commanding the

satellite from. the Hawaiian Tracking Station (MT8). but again. by readjusting

the Tone A deviation of the ground radar, the commands were transodtted

prols•rly.

During Passes 1 and 2, the satellite indicated attitude instability which

caused accestdve use of control gas, and it appeared doubtful if sufficient

gas would remain for recovery operations on Pass 17. HoWever, when

reacquired on Pass 8, the satellite had stabilised, gas-consumption rate

bad ban sharply reduced. and noodnal oonsumption with good stability

continued until recovery. The cause of the original instability is being

investigated. •

Oa Pass 15, the orbital timer was successfully reset to permit recovery in

the pleased area. Therefore, on Pass 17 recovery was initiated and successfully carried out. Stations were unable to receive the capsule telemetming
LIIM-446240-56

because of telentetar circuitry tenure. Several stations and recovery-force

units acquired and tracked the capsule Vler beacon.

•

A recovery aircraft was directed to the impact area which was approximately 430 nautical Miles downrange from the originally predicted area.

On the third recovery pass, the capsule was hooked and successfullybrought

on board. The a muse for the large deviation in the impact area from that

predicted is now believed to be due to improper recovery orientation of the

satellite. This problem is being investigated.

With the exception of the satellite instability on Passes 1 and t and the incorrect recovery attitude, the flight was a complete success. resulting in

the first aerial space capsule recovery and the second Discoverer capsule

recovery.

viii

LOOMED AIRCRAFT CORPORATION -MET MINIM and SPACE DIVISION

7...111•••n••n11111111rw•
LUSD•446240 -56

CONCLUSIONS

1. Discoverer Eve carrying as AZT payload, achieved approximately

92 percent of its flight objectives, including that of recovering an

instrumented capsule from an orbiting satellite.

2, Performance of the Thor booster was within tolerance, and the orbit

achieved was near preflight nominal.

The objectives not met included the attitude stability of the satellite

for orbit and recovery. However, the malfunction was such that,

while the recovery impact area was 430-nautical miles downrange,

the capsule was recovered in the air by a recovery-force plane.

Capsule-telemetry command difficulties proved to be primarily in

the ground control equipment.

Communications and control by the Sunnyvale Satellite Test Center

were satisfactory. Launch tracking, orbital tracking and control

were properly carried out.

U300® AIRCRAFT CORPORATION MINUS and SPACE DIVISION

I
-SECRET MP= ad PAO DIVISION

•

LOOMED MOW COPONATION

LMSD-446240-56

•

CONTENTS

pa. Le_ .

FOREWORD

MOLAR?

CONCLUSIONS

NOMENCLATURE

vii

ix

xvii

SECTION 1 INTRODUCTION • 1-1

Program Objectives 1-1

Scope of This Report 1-2

Summary of Discoverer riot Tests 1-3

TEST DESCRIPTION

SECTION 2 TEST CONFIGURATION 2-1

TracIdng Aids 2-1

Recoverable Capsule 2-5

Recovery Force 2-5

Tracking Complex 2-6

SECTION 3 TEST OPERATIONS 3-1

Prelaunch Operations 3-1

Launch and Ascent 3-4

Orbital Operations 3-4

Capsule Re-entry and Recovery 3-14

TEST EVALUATION

SECTION 4 TEST OBJECTIVES AND RESULTS 4-1
LMSD-446240-56

coirriarre (Continued)

Dam

SECTION 5 YUCIST PERFORMANCE •

fasunch and Boost Pbs.se

Trajectory

Orbital Phase .

5-1

5-1

5-11

5-15

SECTION 6 TELEMETRY AND INSTRIGARNTATION 6-1

Satellite Telemetry 6-1

Capsule Instrumentation 6-2

Capsule Telemetry 6-2

SECTION 7 . CAP81111 PERrOBJAANCE 7-1

Capsule Attitude 7-1

Retro Phase 7-3

Bubnominal Spin-up 7-5

SECTION 8 RECOVERY OPERATIONS 8-1

Prerecovery -Operations 8-1

Capsule Tracking Operations 8-1

Recovery Force Operations 8- 7

Control, Commamications, and Weather 8-7

Capsule Condition 8-9

Operations Summary 8-9

SECTION 9 GROUND STEITZIES 9-1

Satellite Test Center (STC) 9-1

Palo Alto Computer Colter (P.tCC) 9-1

System OpereAlons Analysis (BOA) 9-5

Human rectors 9-7

Tracking Stations 9-7

Ground Support Ziodpanent

SECTION 10 OPERATIONS SUPPORT 10-1

DISTRIBUTION LIST

zli

LOODOD ADOtAFT CORPORATION MMUS and SPACE DIVISION
LIOD-446240-56

ILLUSTRATIONS

e.

Frontispiece

rine

Liftoff of Discoverer XIV (Agena 1056/Thor 237) iii

from Pad 4, vArs

Recovery Capsule and Parachute are Hooked by iv

C-119: Boom on Third Attempt

2-1 Agana, Inboard ProMe 2-2

2-3 Arms 1056/Thor 337 Conftguration Z-3

3.1 Recovery-Force Dep'Grata* at Zstimated Time 3-16

of Para,chnte Deployment

3-2 Recovery-Force Beacon Bearing. from 2253 GMT 3-19

to Recovery

5-1 Ascent-Attitude Control Performance 5-7

5-3 Inertial Velocity.iit Relation to Time 5-12

5-3 Altitude in Relation to Time 5- 13

5-4 Crossrangs Related to Downrange 5-14

5-5 Agent Orbital Tracks Following Launch 5-16

5-6 Agana Orbital Tracks Prior to Recovery 5-17

5-7 Hydraulic-Motor Battery System 5-15

5-8 Orbital-Attitude Control Performance 5-19

S-9 ' Torquing Circuitry 5-21

5-10 Amplifier Gain Characteristics 5-22

6-1 Agana 1055, 1056, and 1057 Recovery Telemetry 6-4

Coverage

7-1 Pitr.hdown Performance 7-2

7-2 'Offsets of Retrorocket Tiring Angle on the 7-4

Impact Point

7-3 KM VHF-Beacon and Agena-Telemetry Signal- . 7-6

Strength Records

3dil

LOOMS ARCitAPT CORPORATION AO= and PAO WORN
awl fte.

7-4 . Agent and Capsule Trajectorised Daring R•-entry 7-8

8-1 Recovezy-!bras VW-Beacon Acquisition History 8-3

8-2 Capsule-Beacoa Coverap, Recovery Paso 8-5

9-1 Skrors in Predicted Time of Station Crossings 9-4

9- 2 Tracking-Station Positional-Data Quality 9- 9

9- 3 Launch Rader and Telemetry Coverap 9-10

• ILLIISTRATION8 (Continued)

1310.11-446240-56
LISID-44624046

TABUS

Amber

3-1 Agana 1056 Weight ikatement Pal*

3-4 3-2 Dimoveres my Centers-at-Onavity and bissnents- of4airttia 2-5 3-1 Agana 1056 illatery 3-1

3-3 Comedown Chronology 3-2

3-3 Lama illaquene.• ql Weds 3-5

3-4 Orbital Contact ilonmiary 14

3-5 Impact Area Prone: dam 3-15 34 Capsule Ampdaition by Force Components 3-17 5-1 wasp GC Critical Data 5-2 5-2 Tomperatore Flight Data 5-5

5-3 Power! Voltages 5-6 5-4 Propulsion Pasionna♦ me 5-9 5-5 Commamia ilemosory 544 5-6 Orbital Timer Accuracy 5-25 54 Otibital Tinter Domes 5-29

7-1 Retro Zooids Deteranksed by Mit Beacon el i1 7-6 altroith

9-1 Casumndeatios Problems 9-2

XV

LOON= Main COIPON1I0N MIME sot IMO MIIOH
L.MOD-446240-56

NOMENCLATURE

ADS Attitude-Damping System

AGC Automatic Gain Control

Countdown Step-by-step process leading to a missile

launching

Countdown Reduction of radar-beacon response to interrogations due to =synchronised multiple-active

tracking by two or more ground radars, or by

improper spacing between the command and

interrogation pulses

CWAT Continuous-Wave Acquisition *runsmitter

DAC • Douglas Aircraft Company'

DT Direction Finding

ETA Estimated Time of Acquisition

ETPD Estimated Time of Parachute Deployment

Tht/TM Propiency-Adedialated subearriers. rsoquencyModulating carrier

TPS-16 A C-band skin-track radar

GE General Klectric Company

GTE Governmont-3'urniehed Equipment

HCC Hawaiian Control Center

HTS Hawaii Tracking Station

LRP Inertial 1100ZINICII Package

JHU/APL Johns 'Hopkins University/Applied Physics

Laboratory

MIAS Knots. Indicated Airspeed

STS Kodiak Tracking Station

MAB handle Assembly Building, VATS

MPR Main Power Relay

mars Point Mugu Tracking Station

NBTS New Boston Tracking Station

PACC Palo Alto Computer Center

•

wait

LOOMED AIRCRAFT COVORMON Ml EM and SPACE DNWON
-SEC-RETLNISZ1-446240-56

NOMENCLATTIRM (Continued)

•

•

•

PAP . Pulse-Recurrence Pregnancy

PIER Pacific Range

RP Radio Frequency

SAO Elealthoastan Astronomical Observatory

SAPUT Solar Auldliary Power Unit Telemeter

BCTB Banta Crass Test Base

BOA System Operation Analysis

STC Satellite Test Center. Sunnyvale. California

System Time Time in seconds measured from 2400 Greenwich

Mean Time (GMT): recycles every 24 hours

TL/1-113 A Ugh-gains narrow-beam. VIEW, automatictracidng, 60-toot-diameter antenna

VANS Vandenberg Air Force Base

VCC • Vandenberg Control Center

VERLORT Very Long-Range Tracking Bader

VSWR Voltage Standing-Wave Ratio

VT8 Vandenberg Tracking Station
SECTWN 1

INTRODUCTION
USD-446240-56

SZCTION 1

INTRODIICIION

In Discoverer Program operations to date, 14 Amnia satellites have been

launched from Vandenberg AIM. 9 of which have been successfully injected

into orbit. Present plans call for the launching of 16 additional satellites

before the program is concluded.

PROGRAM OlinCTIVICS

The principal program objectives are the development of Thor-boosted

Aisne satellites, capable of 'motioning as carriers for scientific material

and the recovery of capsules ejected from the satellites. Additional objectives are the perfecting of equipment, techniques, and procedures for launching Thor-boosted Agana satellites; attaining orbit; acquiring, tracking, and

commanding the Agana during bumph, ascent, and orbit; recording, transmitting, receiving, and processing satellite functional and environmental

data, as well as geophysicil data. It is also expected that system operational

techniques and procedures, including tracking-station, control-center, and

launch-base training, will be relined as the program progresses. Specialised

tests, including aeromedical research, will be executed during the series.

A propulsion-system capability for single restart and extended-duration

operation will also be tested.

Finally, an important long-range objective of the Discoverer Program is the

refinement of equipment and procedures which will be used in the more advanced )43DA8 and Samos programs, as well as in future deep-space probes.

1-1

LOOMED AIRCRAFT COWORATION MM US ead FAO OMMON
1,118D-446240-56

SCO7PZ OF THIS =PORT

Under Test Zvaluation. this report covers the Test Objectives and Results

(Section 4). Test Description is concerned with all elements of the Test

Configuration (Section 2) and a Chronological Description of the Test

(Section 3). Additional sections under Test Zvaillation provide the detailed

performance of the flight, capsule. recovery operations, instrumentation,

ground systems, and operations support.

MIX

1-2

LOWED AIRCRAFT CORPORATION ands CRUM
I

LIMO-446240-56

I

1

511110.1ARY Or DZSCOVERZR maw TI TO

1

•

1-3 1 LOCCIIIED AIRCRAFT CORPORATION WWI God !FACE DIMON
-SECRET- LMSD-446240-56

SIIIIMART OF 1323COVICRIM PLIGHT T13T8

moommi MUM MIIMMINIX1 SAM 411.4,111,

Immo WAN NINNal INININla Ma . NM=

WINN

MIS

ISIldd

0omp1es4 Alftilid es T1 ilia

NT

OMR

1 ameuramile, awkil• sl ibm04Nom Ildbrilie dolzauntwa NNW

lbdirielkuutbdowsimararks

Ors

Wilma

Osermille, bib be of apassbolibm 44.4•14,

a Sr is ipiadle aastvadond

48. baba Tbamor ow

WOE mbar gaminZ

man. lbed" sal =IL ORS aloe soli idlowitbro ilindIrd =sae pls.

assawar II

IMIVIN

DIIIIImI

qpilre 4

IMP NT

WPM

ll

-

.

-amid immili op

ol. ardiu bur medisild dr

Ole MEW. R=oit

he IOW leAsekt urrI Imo

daft wig

*oil* =VIA& IbmewhiL Ilboorer 14 NUNN combs 11•11 ma II is*

4 -Emil ausiap• mob babbleat be Om

Pariss tr__ km* es b id adirloa. buNoble akar 41 6b

, 41411lop. lb Uwe b drems WIN& 44.

Mold WOW ob/gm

Wpm swim

Raw" w

UNIX 4011.4 MMlir i JINN

a. Iburabib NT mai swim

.

-

Paralwasbe bawl arim4 ma. b bwilli.b.vist alley MaNIIIII PIP burs sea apElbaboi WOW Apr aubw.

Ilkesms V

IIIVIIII

MN WOW

%Wad

111111 NIT

"ha a

a IbmbilbAIR semi spode

NNW am ft mast alloalla.

OW eibalil. catr. hidur aamid . arm land ow ariblisi ft maw ail dila way ha as7.4,4frrlermerdi,

Nsarteem RIM

mew

gmisli WMRN IDT WA

I Ibmilio MIT mieriapide

,

Uwe Era pipit irks SID solimid. Ormayaupopoird he sat usavad. kiwi to somplhisi Ara Nam midi Tbalww1111 NUNN

(7/116.4

gabgbe4 MN NT

71"

a alimailbset

bompli spode brill INA al alb it impalbsapolmi. Amman in irlIhipar mei=maw it Amempaiderry Im aped

ad soft Wks amaL NW

raw aftlald w% Nod aimiv Lai assissoli atimillidel Pist INIININ0 NAL

Nisswialli

IMPAIR

1111P1Wift

,

Caliksi

11111111111f nth.*

-

1 • aulinda IN assedi sods

I wo am t=etzbe NNW milhown. Imario Naar *Adamidbasualeail se_ wipe al Maw ad ago al UN is. Waldo& old WI wildrisq peitaaphipsda melodious 1

sups.mod. Ilmorior diode Nuounvine mod bum wmobs bre We peed. (lawillihr Wan

1-4

LOOMED AIRCRAFT COIFORATION MINUS sed NIACE

•
SECRET LkL5D-446240-56

•

INNOVIIIIII MOM MINA 1011

LAMM COMM

TIM AND NATI

COMM= IMMO MUM

Maim IX 111/411 Capla

1111101PST

4 PO /I

4 Ilamoodis Mr barallailas

or salt am& liar

411101 11.1111112111

Ohnsiser X VIM

- Croloo 5

1111114 Fir

IR MO

1 lhavoallsalT .

am* swab

It Moll Tr knew Obi osolllass

imps lb Amy, ardiveadimmo. 'lift imp Opts alip. ch'a'r

&Add ourolody in loomorml Wit poi alb ad &Wt slipil vas taramill T +Ali at ammea,

al=31

MO Da*

Claboti

121IM Fa

le Poril

1

•

Ilosswalo Mf

ormoi made

•

=rd tanar /40. row sod. ospalloo

amplidral. Rao al halo mini

fkla aolood a ma dna ago sow

Waleitrogitatir

vokor. Carlo today

Impar MIL al load pulland g

antrail OM

Cool= 4

11164. POT

Mho IR

1 Roomodlo dhow* Mode al ante fir*Mies al kleillo vatnolosmis.

vshlAtire A

boonot Won num abed II 43 gam a

%IM

(111111lool

WIT0

1 amovimilo Aroma

NM& .

iitutessti solumelet=e1 roakroa. As

onalTal, al tterg dr iV uu i la id Isikoripilvas or, Owdoberarszr: alpode eleasi Gam au

Olervear IIV

MAW

OM IWO

Moho 4 VIM PDT

Wm all

1 beavirdhalri

orals

MX asti amlivilsorks ad

=

Wefts ale* sof opoloonlo. a.Jed 41111-

ViAll: or A to r or ad ern of

or osaafor had lo=1111*, ihe sindems *Ma at an Imo* arnmow egifti. Dimplwirrat410 EN

sei tido ponlial am So lbw add

varmay = I a alaft.so& be us

1-5

LOOMED AIRCRAFT CORPORATION -SECRET- MM US and IFACE DIVISION
NOD

TX8T DINCRIPTION

RUCTION 2 TM CONFIGURATION

NICTION 3 TWIT OPZRAT/ONS

•
SZCTION 2

TZaT COMMIATION

I

1
1‘111D-46624046

=CT= 2

TZST CCIITIGIMATION

•

As with previous flight teats in the seriea. the Discoverer ZIV system configuration consisted at a secon&stage IMOD orbital Ayala satellite

(Model 2205. Serial Number 1056) (PIE. 2-1) mated by an adapter section to

a DAC Thor (Serial Number 237) (1ig. 2-2), with the accessary first- and

mean& stages support equipment, a graced station launch complex, command and communication system. and a capsule-recovery force.

The Akgens 1056 weight statement and Discoverer XIV centers-of-gravity

and moments-of-inertia appear in Tables 2-1 and 2-2.

TRACEDTO AIDS

Among the special features at the satellite were a Johns Floplass theiveesity/

Applied Physics Laboratory (31111/APL) tracldng beacon. transmitting on

162 and 216 ma (for determining orbital parameters by the Doppler technique)

and four 12-volt. 100-candlepower light bulbs ([or high-accuracy optical

tracking), both operated off the hydraulic battery. The beacon was programmed to operate continuously until battery eshaustion. The lamps were

controlled by the orbital timer to turn on whits the satellite was within reception range of the Smithsonian Tracking Stations, which were equipped

with Baker-Nunn cameras.

1

LOGO E) AIRCRAFT CCAPORATION

2-1

-S E E -T- MIIILR sod !PACE DNIMON

SfeRET--

LAUD-446240.56

1

DAFT 013111POSA11014

2-3

SEW

MIKE aul SPACE LIMON
(m)

2011

1

LII8D-44161.40 -56

Table 2.1

ACIllSTA 1056 111111311T STATIBILENT

Prenatal

%WA

/Senn 'dab* Doty

Adds

Oxidiser

dltel

Cross

lass:

%bight - Thor Paplo•d.

Idapter end Attestments

antraroclorts

Destruct Briton

Elepsratian !bight

lass:

larisom-acenner IsAring

Control Oss angendad Daring Coast

Tillage Rockets mod Atteamarks

/Dam Ignition Ude*

lass:

Starting Charge

llossle Closure

Oxidiser Proflas

imptalse Oxidiser

pulse Iasi

Attainment Weight (90$ To) lass:

Oxidiser

Impales Awl

Control Oes Impended Daring

5krtdassi Ida*

lass:

Tented Besidnal Propellents

Vented Saliva

Voisin *gay on Orbit (with Control dies

Las:

Attitude Control Gas

Weight 1114:17 on Orbit Obis Impended)

(h)

16

7

gra

2

2

38

1 1

3

5

a

1

3

5

2

1

11681

1812

3

114

5

3T

1753

(ib)

16

7

35

WOG ?Atom COMMON

2-4

HUH MIMI and SPACE DIVISION
LIOD-446240-56

Table 2.2

DISCOVI:RXR ET CICTITZ2B.01`4111AVITT AND h101112/4128-0X-INICRTIA

.

omens or K Imo

_

lams or aszeiz ouzo 31822)

Z X T

, . IT I:

Booster Barn= 64.3. 40.08 ♦o.sk 381,300 381,300 2,076

2bor !Wised. 362.3 -o.ok 90.07 2,413. 2,422 152

fleparMton 361.1 -0.06 40.08 2,01 2,256 Ise

Swim Agaltice 364.6 -o.ok 40.08 2,162 2,3:r7 313

larnaub 353.9 64.12- 40.38 1,719 1,76k 222

On Orbit, Ito Maim 349.1 40.33 40.43 1,613 1,625 123.

• PICOVZRABLZ CARMAN

The Agenais recoverable capwals was similar to those on previona Discoverer

flights, except that the *pinup and devils rockets were replaced with the coldp.s-jet system (rreon-nftrogen) as in ihe previous Discoverer zza

(Axons 1057). The rocoverable payload was an AZT test package.

=COVERT TOR=

The capsule-recovery force consisted d abs c.-119.T aircraft (for acquisition and aerial capsule pickup), four RC-121D aircraft (for capsulo location),

cue C-130A aircraft (for acquisition sad aerial capsule pickup). ftve 2C-54

aircraft (for recording capsule telemetry signals), one 11Tt2 aircraft

(for frequency.interferonce control and =voile location), and two victory

ships. U Haiti Victors and Die Dalton Victory (for surface r000varr).

2-5

L0004:11D MONT COMPORADON S-EORET- MMUS sed SPACE 0111111014

1

1
SECRET LIM-446240.56

I

The nominal capsule impact point was 28i-degrees north latibide and 158-

degrees 48.7 minutes west longitude.

•

TRACICOM COUP=

Tho tracking station complex was similar to that of the prrvicas Discoverer 1 Sight, with the exception of the .0 Pvt. Zoe X. Mann Idsich was replaced

by alr7.8 aircraft (for telametry reception). The Pacific Missile Range

(PIM faatlity at Barbing Bands, Xanal, recorded capsule signals and

tranmaftted bearing information to the Hawaiian Tracking Milos, MS)

Oahu. where, together with the STS and South Point bearing inhumation.

the approximate capsule trajectory was determined. The temporary talonsetry-receivbsg station ca Chrietmas Island was also utilised to extend the

capsule-detecting and tolesnetr ►-receiring range.

2-6

LOOMED AVIZVET C1 ORATION Staff AlMS end SPACE MEOW

LISID-4461140-56

• 52CTION 3

VEST OPIMATEIS

PlUCLATINCII OPICRATIO1i5

A summary of Algona 1056 progress iron lba dine at its aimsallaotase to die

time of lain& is preowned to Table 3-1.

Table 3-1

A0321A, 1056 11113TORT

Dabs 31vent

'116'159 C011ailetat (augstrinterima • final asaeabir MD, Ilesayeale

5-aS-g9 Saab to nodirloatdas and abesbmb at DIM* Sunnyvale

84.59 Sent to and reoeind at SOS

5146-59 Clowylabed roweesainl "hot" Siring

9.411t099 Bataan' to lino annyvales t notlitleations end Osaka*

11.21-59 Sent to sad reeelvad ab TAPS

40440 Comented 1101 systan obsokoat run

44.60 Bads to Pad

1•..11.60 Oasplatad sountdoen-ind might Systems Mask

11.46.6o Manned to SS =Arius plenalayesebedallag Omegas

7-21-60 Complated Sinai SS .atoms obsokont

74340 Ikensterratt to lamb eaglaz

7-30.60 Oasyleted Anal systems obsek at pad

8.4640 Oavageted sating to firstratage 'booster

6.1134o lannobsd vehicle

LOOMED AMMON COPORATION

34 •

IECtErf MIMS and SPACE ENVISION
LOOMED PAW' COVORATION -SECRET mous God SPACE DIMON

UN E- LIED-44624046

The one 'countdown required to launch Discoverer XIV began at 0430 PDT

cos 18 August 1960 and proceeded smoothly to a successful liftoff 8 hours

and 27 minutes later. Two technical holds were necessary. These.holds

totaled 72 minutes and were canoed by ground support equipment (GM)

delays detailed in the Coantdown Chronology, Table 3-2.

The Seale Satellite Test Center (STC) and the Palo Alto Computer

Center (PACC) were manned and ready for camtdowa and launch by 0530

PDT. Checkout of the tracking system and data.transmisidon link was initiated an schedule. Practice system runs were received and evaluated,

and all stations were ready for launch operations at 0843 PDT.

Table 3-2

COUNTDOWN CHRONOLOGY

lb.

Usk

.

alas Sabedulel Aetnal. Ootaltdown Shoe

inert

ISas

Olin)

Dundion

(NW

Inert

,Duration

(Pet sin) (nin)

Preacuntdown Operations

and Countdown Initiation

I 1135 10 0400 2 - 435 3k

Oil Sating e - 425 115 eilai r - 423. 32.

3. Shatter losoval 7 - 245 30 0507 T - 30 52

Vehicle ligation

14. PS Obecicout T• 300 go am. r - 3311 911

!award Connection and .

list-truck Activation

2 - 349 30 0603. 2 - 31 ► 40

Destruct Test 2 - 315 33 07311 7 - 251 23

Orbital *Stage Arm 2 - 285 40 MT 2 - e86 36

Ocumeat Pirst-8146. 2 - 285 160 0757 2 - 228 38

Destruct eiwtias

3-2

1

A
• IEORETTable 3-2 (GantInued)

Task

In.

Task

Tine Bakeduled Actual 0ountdoan Tine

Met

One

Osin)

Darabion

(adn)

Mart

Mazatlan

(INf Orin) Cain)

9. reopens:441m riu, 2 - 245 60 -.0835 - 2 - 190 75

Nald No. 1 Tweed l a) OM 2 • 155 40

10. Countdovn Wall:141o* 2 - 195 30 0935 2 - 115 15

Xlaatraniall threop . 2 - 115 90 0950 2 - 355 32.

072 Cheekaat 2 - 350 40 0952 2 - 353 226

13. Benen lir Checks 2 - 915 30 0955 2 -. 150 5

1k. Propellant Tanking T - uo 30 lore 2 - 323 76

15. Nanny Propt.U•nt Tracks T .. 8o 25 We T - 47 22

36. Guidance. and 71166tcontra Checkout

T - 55 25 1200 1 - 25 33

Premandsation 2 - 55 25 1200 r - 25 44

Sold So. 2 Imposed (t) 3210 T -. 15 38

Ocamtdoen Ilealnetton I - 30 rila 1235 2.- 35 7

50.

39. Terminal Comadoem T - 32a 32a 125 1 - 32

10s 3.0s .

lAftatf at I - 0 1257:07:85

MOW CS BOMB

(a) !bid lo. 3. was called at T - 155 tor work to rate): up with the

wont after earlier delays. Causes for alma Ways inaludeds

3.. A hydraulic poser milt nalfonotion during Task 3 (DA0.0811)

Task 4 (II1 Chaokart) delay to mold Nit interforenee with a

systems rim at the NAB (INED)

Short fUel-Ittll vanilla al lanyard replacement dazing Task 5

(Lion 082)

loadvertent operetta* of the rater-dahnp system at the pad

*win Task 9 (DAD ONO

5. Inspection of an apparent halal= asap in the unhilical

mast.

CO Vold 2 um coned at T - 35 to allow work to oat* up Gain

with the oast, after a delay In Task 1k, propellant tanking (DOD an).

LOCKHEED MICRON 001FORATION

3-3

SEC-RET- MMUS and !PACE DIVISION
SEVET--- LIIED-446240-56

LAUNCH AND ABCPIT

Discoverer XIV was successfully launched into a near-noininal orbit from

Pad 4, VATS, at 1257108 PDT on the first launch attempt. Liftoff was

•

normal and only minor pad damage resulted. The vehicle was launched

vertically:maths:sires properly rolled to a departure minus& of 172. 4 degrees

(172 degrees predicted). AU programmed events occurred in the proper

sequence. The fireloistage boost trajectory was nominal. Thor main-engine

operation was normal with an operating time of 164.89 seconds (apprasti

mately 0.35 second longer than predicted). Separation was initiated

properly and completed within 0.74 second of the predicted thus.

Data received and utilised by the Reeves computer at the Point Mugu Tracking Station (lin) during ascent and coast resulted in the transmission of

24.29 seconds of Coarmmtl 5 (which extended the D-timer hold to 26.70

seconds), and 13.2 seconds of Command 6 (controls velocity-integrator

setting). Both commands were received by the vehicle and properly axe

anted.

Agana engine start (90 percent thrust) occurred at T + 277.8 seconds and

noadnal thrust was obtained. Duration of engine operation was 115.78

seconds, compared to a predicted time of 112.7 seconds. Zngine shutdown

was by integrator command. Telemetry coverage was maintained until

T + 690 seconds by the downrange telemetry ship.

Table 3-3 lists the predicted Immoh sequence of events and the actualtimes

when them events occurred.

ORBITAL °MATIONS

Checkout of the tracking systems complex was conducted on the morning

prior to launch, usinb nominal acquisition messages that had been sent to

all stations. On the basis of launch tracking data received by the PACC

from ]SITS and 'ITS, initial orbital elements were calculated and a new

LOOMED AIRCRAFT CORPORATION

3.4

-S-EC-RET- MMUS ad IMO DIMON
Zredieted

kris]. Ear

(-a) (1160)

LMSD-446340-56

Table 3-3

LAUNCH alCQIIIINGJC OF XVICNT8

=toff (a)

Nelomaigine Cutoff

Verniermengthe Mott

Start Torlyabild Baer

Neploatwe Bolts MIN

Pnwarattee CR

Betworeekete

aosIonti 45 fag/ to Pitch Bate

Oman& fall desinin Piteh Bute

Start D-tiner Zola

(D-dear Bold Puration)

Oars. 5 ON

Ommand 5 037

(Bastion Ononent 5)

Ckammot 6 ON

Oternit 6 OW

(Buyeltion Oomind 6)

Wage Buckets NM

Reesetivate Ibtrazatoss

YaLti.in Bypass Tabu Open

ihnuot Atteineawb (90% Pa)

login. Mutdown (70S Po)

(Durettne. Engine Opnwection)

Oeunend deg/Ida Taw 1st*

*Wadies Shutdown

Tent Vases MI

(s) 3.557:01r•85 Prlf; wenn tines 73 T.85 eesuodei 3971107.85 amt

(b) Sued co, actual D-lino ball of 116.7 seeonda

LOOMED MOM COMORATION SECRET- MINIS and WM DIMON

//

-S.EC-RfT LAUD-4463 40-56

acquisition message was generated and sent to the Kodiak Tracidng Station

(1 T8) for Pass 1. Acquisition messages were also sent to the other tracking stations prim VT/1. and UM) for use during Pass 1. Orbital tracking

of the Agana is summarised in Table 3-4 for all types of signal.

7/'

• ,,,,,,,,

,,,AA4A4r ././7/./%137 " //

A/I

3-7

LOOMEID AMMON COVORAISON NMI and SPACE DIM ON
11 ple4s4 M as a a I- IP

Z1IIIIN444110.114

SUM

341

1001 MOM 0111011AIION -SECRET- MRS al IMO MEN
"'/

ez -

:i.

j' " 7 y

.

. v
z

//1////////7

--Sfe-RET LMSD.•444240-.56

p

„,,, n,n••/--°-;”

„,,

3-10

LOCOED AI CORPORATION SECRET MANS and SIIACE DWMON
USD-446240-56

toe /

,,,, 4ezez/zr

/-/ii tif /.////0////.../-

. //4407,4romzzoyziwt..WIZI,/, /

to/ ;///1

--7

3-11

LOCKHEED AIRCRAFT CD ON

/MIMS Gad SPACE DIVMON
J,,,,#,AAIZZ/n,

Z3Z,Z7 /////f

„

LIMID-4467.40-56

....... _ --..„,//6666/zez6666/466,,z46666e46666000.mm,

./i.//././../....//74wz6000066zowyvywww,7_,/yr,/,9v,/&zro,00z,,)w,,,,_.

.

................ ......... „

.6566464466,//,/..V.O.WO,OW

d/e

ANICIAIR CONORATION

/AMU and SPACE DIMON
LII8D-416240 -36

zr

zz,/,/,/~Z////1/Z.zrzrzzzzzzz

,///////

,wrzzezt,z7zi-r17/7,7/1//f

ee,ezrezevy:65e4,4.4469,„9" e///f

/////// / /

z /zee -

...............

z

3-13

LOOCHIID COIPORATION -SEGREF AIMS and PACE DIVISION
LUBD.446240-56

CAPSULE R.T.-ZNTRY AND SZCOVZRY

Prerecovery operation briefings proceeded as planned with both the surfaceelement briefing and the air-element briaang accomplished on schedule. The

operation was conducted with the same force composition as Discoverer

XIII with the exception of the U88 PI* Joe Z. Diann telemetry ship which

completed its assmeitmeat to the program priei to the Discoverer XIV

operation.

Revisions to the impact area were issued as relined ephenunis data and became available from the launch operation and isucceeding orbital passes. The

revision as issued are listed in Table 3-5.

3-14

UXICHND AIEDAFr CONCIATION MUM aid SPACE DIVISCIN
14M8D-446240-56

Table 3-5

IMPACT-ARIA PRZDICTIDNII

PreOiotiaa

.

Was or Receipt

NM

' WPM

(as)

liskticole

Ous 1)

1ongtimaile

(ass v)

Pm.

3. (Nosdnal.) 38158 16 Anguirt n51:15.3 ale00.5' 158•49.8' 17

2 2340, 18 Am/Pat 2252:17.2 101.•00.01 263'33.6' 17

3 0905, 39 August 2251.:51.0 114•00.0' 163'126.8' 17

IF 1020, 39 Await 251150.0 01•00.0' 163116.11' 17

5 12117, 19 AIWA 15151.148.1 84'00.0' 363.2.0' 17

6 2008, 19.8 02;0.132.5 ‘10000.7' 3.63'211.0' . 17

7 MB, iv .kagairt 2251:$9.0 003.5.71 16300651 17

* Bstinated tins or litraclute Deployment.

The recovery operation on 19 Auguit began with a filly operational force.

All recovery-force aircraft were•afxborne by 8066 GMT and on station by

3137 GMT. The U'88 Haiti Victory , and U85 Dalton Victory were on station by

2047 GILT. At 1850 GILT. the RC-111 Number 1 and Number 2 aircraft were

ordered to assume stations 100 nautical miles south of their planned stations.

After ICT8 was able to command the satellite, the RC-ill's were ordered at

1947 GILT to return to their normal stations. At 8045 GMT, RC-121 Number

3 reported that its Number 4 engine was out and the aircraft was aborting its

mission. At this time, RC.181 Number 4 was advised to move northward

50 nautical miles to cover the southern recovery area. This order was revised immediately to proceed per Agin and not to change position. Upon receipt of prediction 7, all force components were moved 16 nautical miles

north. The force deployment at estimated time of parachute deployment

(ZTPD) is sham in Ilium 3-1.

The first capsule . VIDP-beacon- signal acquisition by a recovery-force component was by the UN Haiti Victory at 8846:50 GILT (Table 3-6). At

2248 GMT. C-119.7 Number 8 acquired a Class C bearing. 3y 2850:30 GILT.

eight recovery aircraft, the Haiti Victory. the WV-Z. and 7C-54 Number 1

had VW beacon acquisition with either an indeterminate bearing or a northerly

3-15

LOG NIA COWORA110N NAIRN old SPACE OMPON
er nr er int• a.

1r

r

•

r

ur us•

LIM-466240•6

11111111•1111-7

figure 3-1 

co

RO110170n TO•C• Deployment at Estimated Time of Parachute Deployment

3-16

SEORET MUMS and SPACE ONION
L115D-446340-56

• Table 3-6

CAPSULE ACQUISITION BY FORCE COMPONENTS

ais An.4.0.

31. Iisa

ow arigigt.0 1:61-01m° t2 s0..

am • willies I set. Se saw NAAS s

11.. 1

0429 • 0030130 MU - .. 0362 0

Rh I

.

0419 • mbets mi. - - NSA 0 Mu 3

0439

s11. 4

• sAll MI -

-

•

OAR -

• IMP 0303 39 233.3 2 Is •

0439 • silks swap se OA •

Ils. P

• MR WO - ss.• se 9

• MST le as& 3 le s

stai 5 Was saws - - !WA •

• 'Woos sal 311e se 333.0

tall • mikes s313 21e 20 as

11211 • PM 0192 - - 032 0

III 10,3143 nos me 11 931.5 A

0439

F a g

• mews roe se Mr (sules1) ss se std •

o-up

illsalf

se sip ass Se AS 2

so.ale 1116.. 1

•

••

sso

Mt

aasr

MR

se

- -

an

MI

.s

a se •

wog • sall on - - slie se

sas

•

•

as*

1155145

axe

Wz ASsibo

rie

le

se os

De

mg

seS4

es

ROA

•

GSM

• 01009b9 OAT of 110.5

se OA

son

ma

vsss- kg

INE

11913190 NNW se° se

104111= MX SI►

•

 at 313 Maw am MIS uslow

MO

1303 le soll 19 Wag Pm son. tombo ►

sy,sos awe

Nr&Lint

semis CH&

S3 1/1004ast annals Mrs

VA

LOOMED AlICRAFT CORPORATION

3-17

SECRET MMUS ad SPACE DIVISION
Staff LIOD•446240-56

bearing. By 2253 GILT, all of these signals were lost with the latest fade

reported by JC-54 Number 1. At 2253:05 CUT, C-119 Number 9 acquired

the VHF beacon on a bearing of 261 degrees. By 2239 GMT, mix recovery

aircraft, the WV-2, and the MOB Dalton Victory acquired the VHF beacon in

the general direction of the final recovery area (rig. 3.2). later, the

C-130A aircraft also reported a short acquisition in this direction. At

2255 GMT, RC-121 Number 4 sighted char on its APS-20 radar at 204

degrees and 127 nautical miles. Subsequently, this aircraft sighted the chaff

and possibly the parachute on its APS-45 radar.

At 2304 GILT. C-119 Number 9 3reported visual siOding of the descending

parachute capsule at a 16,000-foot altitude and at a distance of 5 to 6 nautical

miles. Recovery was made at 2304 GMT on the third pass at an 8500-foot

altitude. The recovery was accomplished at an indicated airspeed of 110

/inots. The winch main-brake setting was 3.2 (static-winch brake setting of

approximately 600 pounds) with delay of 2 (5 drum revolutions before broke

application) resulting in a line payout of 350 feet. One hundred, eighty-five

feet of the 100-pound cord were carried in the energy-absorption trough.

Contact with the parachute was made with the right pole and right bottom

hook. Aerial recovery was normal and the recovered capsule was reeled

aboard the aircraft at 2323 GILT.

The recovered capsule was not dented upon recovery and transfer into the

recovering aircraft. Insulation on the cannon-plug wiring was reported to

be burned oft. The top of the capsule was mooted, and the two strobe lights

appeared as if they had been melted or heated to near liquid form. The capsule was still warm to the touch when reeled into the aircraft. The top wires,

antennas. and strobe lights were disconnected upon recovery. The para.

chute appeared to be undamaged during its descent and only slight oscillations

were noticeable. It ripped on recovery and was reported to be slightly

burned on top.

3-18

LOOMED AM MAR' CORPORAMON MMUS and !PACE DNMON
LM5D-446240-56

a.

u

a

a

M

s

s

ir

,

I

" -

cars

AilIM. 4

In NS. S

Ii111110.•

r. ,

111V4

Pika

a,

dr.

so. 7

It' wan atarr

.

ACIIIMMONMICAPILLS

is ow a

gpisso'Col*

Iskr of

alarm

ums

NOM

—

NO. 9

NICIPMRY

LOCATION

PONCE MANOR

-

.

IS

ISA

DALTON REM

1 I

NS MO le 111 is is is vs

Figure 3-2 Recovery Force Beacon Dewlap From 2253 GMT to Recovery

3.19

100CIIII ► AIRCRAFT CCOFORATION -SECRET- MMUS end MCI OPINION
Timer EVALUATION

SECTION 4 TEST 0113111CTIVIIIN AND RESULTS

SECTION 5 FLREIT PERFORMANCE

SECTION 6 TELEMETRY AND INSTRUMENTATION

SECTION T CAPSULE PERFORMANCE

SECTION 5 RECOVNItY OPERATION

SECTION 9 Geourm ammo

SECTION 10 OPERATIONS SUPPORT

•

77.

• • MENIPD

- z

Yes Partial No

PRIMARY osnocTrvzi

Place a Discoverer satellite with a. recover- X

able capsule in orbit.

Secure primary telemetered data on the

teat maternal and eqtd.pment for the length

of thus the recoverable capsule is in orbit

(nominally 27 hours).

c. Eject the capsule from orbit and recover

for direct emadnation of the teat material

for data and analysis.

In order to achieve the basic objectives. it

was necessary that the following specific

objectives be attained:

1. The pound support equipment must

provide adequate support and checkout

required for the launch of the Discoverer satellite end Thor booster.

Z. The Thor booster must carry the Agena X

satellite to the planned separation altitude, achieve the planned attitude at

=

on. and provide the required

at separation.

The Agana airframe and adapter must X

demonstrate the a to withstand

control systemm, and flight

environment.

The Awns propulsion system must pro- X

vide the additional total impulse yea

waived to attain orbital velocity following booster separation.

5. The Agana =Missy power unit must X

demonstrate acceptable performance of

components and supply power requirements at lead through the recovery

orbit pass.

X

X

X

-SECRET L1iliD-446240-56

•

82C11074 4

TINT 02132CTIVNI AND liNSITLTS

LOCDRED ARCRAFT COMMON

4-1

MKT MMUS and SPACE DIMON
L1M-446240-56

Tea Partial No

6. The Agena guidance and control system X

must demonstrate the ability to:

Derive the time-to-initiate orbital X

boost and the velocity-to-be-pined

during orbital boost, using automatic computation equipment.

Initiate and terminate orbital boost

at the proper time.

(c) Maintain proper satellite orientation during coast, orbital boost,

and the orbiting phase •mtil ejection of the recoverable capsule.

7. The Discoverer satellite airborne

and ground telemetry, tracking, and

command system must demonstrate the

ability to:

(s.) Satisfactorily 'monitor' all primary functions (Thor and

Agana) and produce adequate ground telemetry record. of

these functions.

Properly transmit, receive, act

upon, and verify all required

ground-space commands.

(a) Determine an ephemeris of orbit X

sufficiently accurate to assure

acquisition on each successive

intercept and to allow the satellite timer to be adjusted with

sufficient accuracy to program

the required satellite functions.

8. The Agana satellite recovery system

must demonstrate:

The ability of the recoverable

capsule components to obtain

and transmit data.

Compatibility of the recoverable capsule with the Discoverer

satellite in its ascent. orbit. and

during the ejection phase.

4-2

IOCICHEID AIRCRAFT 031FORATION SECIET- anus end IPACR

(b)

X

X

X
L118D-446240-56

Achievenent

Yes Partial No

X

X

X

•

X

X

X

X

Proper espial* Banattening during

re-entry to facilitate recovery by

the related airborne and surface

system.

Compatibility and suitability at

the related surface and airborne

recovery system components and

techniques.

alCCONDARY 013.11CCTIVZS

Teat and (ursine!• Aliens satellite systems

and their effective functional interrelationship".

Temt and evaluate temperatures at a sufficient number of locations on the Awns

satellite so that the heat-flow patterns

established in theoretical &taiga can be

verified and the temperah.res environment for later flights can be established.

Test and evaluate the interstatica corn- .

municattons network.

De3aonstrate the capability of the system

personnel to perform all checkout, launch,

communications, orbital and recovery procedures necessary to the attainment of

test objectives.

TERTIARY OBJECTIVES

a. Evaluate overall systems performance for

the planning of future programs.

LOOMED MUONT 0011/O1PAI1ON

4-3

MET IAMB and RACE ONION
I

111:C111021 5

PLIGHT PZItFORMANCZ
Is1ISD.446240-56

51CCTION 5

PLacula PHZTORMANCI

LAUNCH AND BOOST PHASIC

Launch occurred normally with Thor Booster 237 performing adequately and

meeting all test objectives (Summary at Critical Data, Table 5-1).

Idfteff weight was 117.034 pounds. The launching pad suffered only minor

damage.

Thor propulsion was normal with a liftoff thrust of 151.000 pounds. Roll to

the programmed 172•degree launch animuth was accomplished maces dully

(actual value 172.4 degrees). Main-engine cutoff occurred at 164.89 seconds with vernier-engine operation of 9.59 seconds following. &lids-engine

cutoff was due to =dams exhaustion with a propellant utilisation of 99.35

percent. Some pitch-rate °so:Mations were observed (143 to 160 seconds) bat

were only about one-tenth amplitude of the previous flight (Discoverer XID).

Structural loads and dynamic environment on the Agena were normal and less

than design values. During separation, an unexplained 5-degree yaw angle

was observed. The expected value is 2 degrees and the cause for the discrepancy is being investigated. Temperature environment was also within

expected values We Table 5-2). Power consumption was normal with all

units operating properly (see Table 5-3). Plight data on the hydraulic battery

is not available due to a failure of the monitor, but proper operation was

evidenced by the hydraulic motor operation.

Guidance performance was normal from launch through yaw-around (Pig. 5- 1) .

During coast, the gyros indicated a correct pitchover rate of 45 deg/min for .. • $ ••

29 seconds. The hosison•scanner operation was also correct during the .. -

immesh and boost phase. All transiesgs of separation. cad Agana engine . •

ignition were correctly damped, including the above-mentioned 5-degree of..,.

yaw at separation. '. 4-4‘-

', ."

5-1 ' 1.

LOOMED AltOtArr CORPORATCN -SENO

..

s toi

• MINA and WACE DIMON

•
LIM-446240-56

Table 5-1

AMMAR? OP CIUTICAL DATA

Predicted

Liftoff lielart (lb)

Thor. Payload Valid* (lb)

alma Drs (Xb) Age= Oxidiser ) (lb)

Awns Paul (1b

Loma* Asimith (deg)

. nos doll Proves (deg)

Thor 1klui.suglae Cutoff •

Tie (sec)

Altitude

s

(us)

Velocity, Inertial (Now)

nig*( MD Angle, Inertial (mss)

Mugs mg)

gamier-engine Cutoff

Ties (see)

Start 11Peratiall

Time (sec) •

u7,851

8,6k3

2,03.5

1,

172

9.10

16168k

41.47

13,76017.63

81683

173.8k

183.8k

117,036

8,611]

2,011

1,

172.4

9.1

161639

%1.52

13,456

18.35 82.1

171648

182.31 Weight 5,471 8,1869

D-tiser Sad

Start (sec)

Stop (sec)

221

154.5

1122:11

Coma 5

Start (sec)

Stop (sec) .8 224.35

248.43

Ocessied 6

Start (sec) 211$168 21n8.k3

Stop (nec) 261653 261.63

Thor Coast Apogee_

Time (sec 316 3116.2

Altitude ism) 102 1011.03

IMAM (331

Velocit3r, Inertia (!t./sea) 12,9455

Iq.73 444.1

12,576

5-2

LOOMED ANC1Arr CONORAWN SECRET MMUS and PACE DIVMON •
Table 5-1 (Continued)

Predicted

op) 11/4411* pradkika

nY Pledhltan Wild ea arsuf &Her UM (e) on• Wale 311Wase essaIdtaval da s elkewsaksi Maw aid Awes WM= irmsisks p llIght poodioNal rumbas (e) Pra

Am

passai aarapos.

Ikeermelles4amdet 

he lleffinwsd adadstes. kalithe as of arkel gorr

— 90% Tbrast Attalunnt

Mae (see) Weight (lb

Altitude N)O

Velocity, Bierhia. (ft/ass) 48.

PlightnPatb Ana, Inertial ( ") IMP (am)

Orbital Boost

liaraing Ittas (see)

Average Flow is fttal (ytises)

Bpspific Impulse One)

&primate]. Velocitp-to-e-gained,_

- 90% Po to TO% P0 (ANI) Banat*

Mae (see)

lidgbt (114 • Altitude (ist)

Velocity, Bierbial (ft/seo) Injection Angle, Martial (deg) Bongs No)

laegituda (cmodetic)(des)

Latitude (0sodeti•Rdeg)

Ida Orbit Parameters

leesutricity

Perigee Altitude NO Perigee Longitude Pass 0 (0sodetiel(dol) Perigee Latitude Pass 0 (Geodetic) deg) Apogee Altitude (as)

Agape laugitude Pass 0 (Oeodetil(511) Apogee latitude Buis 0 (Geodetic) Period (min) deg)

. luolizatian (deg)

bp* Weight pith Clas Cm)

Ispeoted Lifetime (days)

5'.

.0371

Ugh

331

34. 9

23. P15

93.14 79.

1, 

63 41

7a8

25

27748 8,10

12,72.14

7.16 309.0

115.78 _26. 35 00. 3

13,S16

a 56 1011.69 96,16

..e2

632.6

119.182

216131

.046

103.5

135.311 9111.

19.

Mg.

50.6p

911. 511

79.63

4785

30(1)

LAND..446240•56

1

LOCKHEED AMCIA.7 COMMON

5-3

SECRET- MMUS and SPACE DIVIMON
LidSD-446 240 -56

Table 5-1 (Castigated)

*vent - Actual

Average lisgressitm Bates 17 Passes

(degiorbit)

25 2548

Ba-welzy

Petro Ignition longitude (Geodetic) (deg) 165.59 V 269.67 ir

Retro Ignition Iatitodi (Geodetic) (d e) 51.0 I 50.05 3

impact longitude (Geodetic) (deg) 158.82 V 162.35 111

Ripest latitude (Geodetic) (deg) 23.9611 17.1 1

rm*, Pass 17 17

Teleartz7 Inip Location • (at Impagh)

fikalat 26.0• 3

U.7.72* V On Station
C01110WelON

165

SECREF 4111111111ad IMO OR11110/1

.•.• ea. eft do • alliollnamooll4o. • • • •
METLINID-4441140-116 1

.

111 r

a ; nu

If iii

I i lin

an I i HI

in I lin

Ina

is I ; lin

ili Ho i n i 4 lin

ii i fin a

iii i lin 4 rci no

aI ii "4li 114 III

1

1
I

•

•

•

•

a

•

•

OE&

• ••

•

100111/11/1 CCOMMICIN

rs

ram ad aux anon

mob • ••• . • • • •

• •
1.11,1SD•446240-56

The D-timer brake command transmitted was for 24.6 seconds. A computer

nimulatidn using raw radar-tracidng data yielded a vane of timer brake commend of 23.6 seconds with a 3. error of plus or minus 5.7 seconds. The

simulation value for Command 6 velocity correction was 14.5 seconds with

an error of plus or minus 15 seconds. The actual command transmitted was

13.2 seconds, corresponding to an excess velocity of 68 ft/sea. The yaw

reorientation program after engine bushing was as required and the correct

orbital pitch program was begun at the proper time.

The Agena engine performance was nominal. Shutdown occurred by Integrator command after a velocity gain of 13,530 ft/sec, approximately 240 ft/sec

more than the predicted available. Calculations indicate that the propellant

utilisation was better than predicted and that the specific impulse was

281.8 lb-sec/lb higher than the predicted (280.0 lb-sec/lb. ).

Flow rates calculated from the turbine speed and the integrator indicate that

the residuals on board and Agana burnout weight were 30 pounds less than

predicted for =ditties. exhaustion. This reduction of satellite shutdown-weight

was caused by an increase of at lest 24 pounds in the available impulse

oxidiser. Since the engine was shut down by the integrator, and incipient

propellant exhaustion was not indicated, an additional 12 pounds of oxidiser

were probably available. This means that appradmately 36 pounds of impulse oxidiser were available above that predicted. The residual weights as

determined from the integrator data and from the trajectory shrudailon are

in close agreement with those determined from turbine speed.

Oxidiser and fuel-pump inlet pressures were correctly maintained and the

retro- and uliage.roclua performances were nominal as indicated by normal

separation from the Thor booster and by the control-trysts= offsets at the

time of allege-rocket ignition. A summary of propusion performance is

shown in Table 5-4. Beacon-tracking performance was satisfactory until

normal loss of signal by both VTS and NITS. Commands 5 and 6 were properly transmitted and verified.

5-8

LOOMED AIRCRAFT COVORATION SEGRET- MMUS and SPACE DIMON
-SECRE

L348D-446240-56

Table 5-4

PROPULS/Ok liatTORMANCIC

1211017kOATI0111

11=1:1111121D

(b) (a) (d)

Performanee Data

Velocity Tenrament (ft/.ea) MASI 138535 13,505 5110

eissifin psis. (lb-ses/lb) 278.0 pin 20o.o 282.3 883..7 283..3

Total swami (1d5 1b-sse) 2.. an 1.810 1..836 1.836

Emit Duration (see) 11016 13.3.50 115.78 11548 115.78

Signe Thrust (m) OD 3.6,0o5 15,890 15,856 15,866

Cloubustion-Olmber Preesure 500 nom 51.6.6 512.8 511.8 m.1.9

(Podia

a

Mogi= Total Ron Bate

•

(Ibisee)

Turbine Speed (rpm)

Acceleration at Maine

Brubdoen (g)

Weight and Plow Data

Total McMinn. Loaded (lb)

rota Fuel loaded (lb)

Total Propellant Loaded. (3b)

Oxidiser flow Data (1b/..o)

Tual !law Date (3b/see)

Total Plow Bate (Waco)

Amens Ibrust-Attairment

Waights 90% Po (Ib)

••n Me 8.31 8.38 8.3t

4762 4762 4762 4760 4762

1866

P81112202eN

3.850 1868 1868 1868

6628

(a)

66E8 6630 6630 6630

MI 6•• 41.20 42.32 40. 59 40.66

11. MI1 MD 15.96 15.70 15.70 15.72

••• IN• N.16 56.29 0.29 56.36

IP 11•• 81413 8415 81115

•

GM ND IN

24,000 nom

57.16

Now

56.29

A, Goo

0.29

IND

56.38

n AD

Predicted performance is based on the engine-acceptance performance and

on oxidiser exhaustion.

Based on teleartered propulsion data. Performance maculated from turbine speed (for flow rates) and the narron-bend shier-pressure ammoBent (far throat).

Basel on the aoselesistion integrator.

Based on trajectory simulation of radar data. Velocity increment shown

is calculated from specirie impalas. and throat from the simulation. The

simelation resulted in a net horisoutal velocity inareemat of 13, 5/4

ft/sea.

MOOD AIRCRAFT CORPORATION

5-9

-SECRET MOMS emd WACE DMMON
LWID-446P40-56

Table 5-4 (Continued)

81/11rMs

OM=

P1110112END

(a)

AXIIIIIIMICIED

(b) (a) (2)

Wrisdrb and Plow Data

Agana Vele* at Ilhuties (ii) - - nags) 1896 1896 3.885

Rogine-PropeLlint Mixture 2.97 nue 2.581 a.586 2.586 2.586

Ratio

Reminfas Oa:Unser Pawls* - - - 0 -2k -24 -3e

Weight

usa - - d- 15 • 9 9 6

)

ining Prial Toulas lfeight

(1b

Oaddiser Total Residual (3b) --- 79 55 55 47

Fuel Total Residual (3.14 - - - . 56 50 50 47

Ilyet_ Data

Oxidimr-Punp Inlet Pressure

(psis)

Pael-Ponp Met Pressure

40 sin 65 to 73. 62 to TO - - - - - -

3k me 55 to 57 55 se rf 

(Pr111)

War-Pull°

50 51 to 16 

Pool-Paw Zeit Terpereture (al) - - - 50 55 to 56 

Thrust Overshoot t%) 50 sex ak 3.8.4

1israst-111-ba1asent Tim (sec) 1.3 to 1.9 1.44 1.45

Predicted perform's°, is basal on the engine-aaceptanse performs.* and

on cuddlier exhaustion.

Rased on teletered. propulsion data. Paribrame calaidated fres turbine speed (for flaw rates) and the narrow-bend elmber-pressure neasuresent (for thrust).

(a) Based on the smaleration Integrator.

(a) Based on trajectory simulation of radar data. Velocity Increment shown

is calculated free specific lipase and thrust fres the alaulabion.

simulation resulted In a net horinontal velocity Increment of 13, 51k

Based on actual propellant load and. satellite weight.

5-10

LOOMED AIRCRAFT CORPORATION -SERET MOUS and SPACE MOON
SEC-RET- LY/JD-446240-56

•

In general, the telemstering performance was satisfactory. The holismscanner temperature monitor was intermittent daring engine firing. and the

hydraulic-motor battery indicated sa open point. The hydraulic-pressure

monitor and its excitation-voltage monitor were measured. Both monitors

.exhibited the same pressure shifts and the data are suitable only fox telltale

use. Through error the plus 28-volt monitor was not wired to the telemeter

but, due to the flight schedule, it could not be corrected prior to launch.

TRAllCTORY

Discerressr =V launch trajectory, as presentedin Figure. 5-2. 5-3. and 5-4.

was determined from the ILT8 VI:11.1J3RT husk The ascent data were substantiated by trajectory coverages from the VNILLORT at Vandenberg Tracking Station (VTS) and the TP8-16 skin-track radar and metric optics of the

Pacific Missile Rings (PIM A summary of critical data is included

as Table 5.1.

At first-stage burnout. the velocity was approximately 304 ft/sec lower than

predicted. with a flight-path angle approdrnately 0.7 degree higher than

nominal. The altitude and burning time were approodmately nominal. At

the time of main-engine cutoff. the &simnel% heading was about 0.4 degree

west of nominal.

The combination of conditions at main-engine cutoff resulted in a flight which

closely paralleled the predicted altitude trajectory during the coast phase.

Thor apogee was 2.04 nautical miles higher and.veloaity was 371 ft/sec

lower than the predicted coast apogee conditions.

Agena engine ignition (90% thrust attainment) occurred 3.86 seconds later

and the burning time was 3.07 seconds longer than predicted.

5-11

LOOMED MOM COMPOR ►TION SECRET WU% and SPACE DMEON

•


1

5-14

UNICISINION

AIMS awl MCI MUM
-SECRET LII8D.44624046

Using s specific impulse of 281.3, seconds. the integrated longitudinal acceleration due to auiel thrust was calculated to be 13,516 ft/ilec. Based upon •

the Reeves commuter calculation, a ha:U=1W velocity-to-be-gained of

13,505 ft/sec me commanded.

At Agana engine ignition. the altitude was about 1.8 nautical miles above

nominal. with the velocity about 350 ft/sec low. The Agana engine burning

time was approximately three seclude longer than nominal. At shutdown. the

altitude was near nominal. with the velocity about 94 ft/sac higher than

nominal.

A successful orbit was attained. The eccentricity was slightly greater than

nominal (. 000) due to.a small negative flight-path angle (minus . 22 degree)

at injection. The period was increased by 1.1 minutes.

Agana orbit tracks for Passe. 0. 1. and 2. and 15, 16, and 17 are shown in

Itgures 5-5 and 5-6. respectively.

OR3ITAL PHA=

Znvironmental and power mealou.ventents made diving orbit were normal

(Tables 5-2 and 5.3). The 30H/APL beacon failed to operate. Mince the

monitor of the hydraulic battery which powers this beacon in orbit was open,

the indication of proper battery operation was the feat that the optical tracking lights. also operated from this battery, functioned properly. Ilbeassiaa.

ton of the associated circuitry (Fig. 5-7), shows that a ground on the new

live aide of the battery could have caused this failure. This circuit will not

be used on future flights.

Orbital guidance and control was not correct during Passes 1 and 2 but be.

came normal following Passes 1 and 2. Costrol.gas expenditure was normal

after Pass 2 following abnormally high use during Passes 1 and 2. The only

performance variance indicated •subsequent to Pass 2 was the highei..thansnormal pitch.borLson-scanner offset (Fig. 5-8).

5-15

LOOMED AIRCliNgr 00.0RATION MILO red IPACE DIMON
-S-ECLET MUM and SPACE DIMON 1000® AIRCRAFT CORPORATION

LIG1D-446240-56

•

Figure 5-3 Agana Orbital Tracks Following Launch

5-16
LOCKHEED AIRCRAFT CONFORATCN SfeRET MMUS and EP CE DIVIMON

WAD-446240-56

Figure 5-6 Agana Orbital Tracks Prior to Rat:ovary

5-17
'SECRETmemo nnnnn11

It

I

I

100111111111 MOW 0311101VION MIMS ad SW 1111MION
-ffeRET- LIMID-4441•1144

IMMO AMMAR 00111101010N SECRET- IMMIB ad Id= WARM
MKT- Liff1D-416240-56

All flight data were yeviewed in detail, and it was concluded that the failure

occurred in: an l► stive element• of the pitch-torquer circuit, specifically in

either of the two inertial reference package (MP) amplifiers 5-9). Of

the two possibilities, the power amplifier true meat suspect since the pre-

• ampliffer operates at a relatively low-power level and could not have produced the effects lanceted. •

Tests were conducted at the guidance laboratory in an effort to duplicate the

apparent gain variance indicated in Meat and shown in Figure 540. Hy

simulating a power-transistor folks in the final stage of the test amplifier,

its gain characteristics showed close correlation with that indicated. This

appears to be the reason for failure to pitch down properly. Tarthere this

mode-of-failure, if initially intermittent, would draw high currents from the

power supply and explain the anomalies indicated by the Pass 1 data. Therefore. conclusions are that the transistor failed during Pass 2, and the modeto-failure was intermittent, mitarting early in Pass 1 and terminating during

Pass 2.

During this period. the horinontal-attitude reference was lost, due probably

to the Inability of the pitchrchannk input to the pitch gyro torquer to provide

adequate signals for maintaining the required orbital pitch rats. Consequently,

large attitude errors occurred after which the horinon scanner lost its ability

to command the system intelligently. The seamier outputs under conditions

of extremely large attitude errors become somewhat random in nature and

-MUM equally samisen satellite attitude errors. It is believed that the

random scanner outputs, together with the amplifier-failure effects to the

power supplies, coupled with other elements of the control system to cone

the high gas expenditure. After Pass 2, the IRP amplifier assumed the

state shown in Figure 5-10 and functioned :marginally but adequately at the

low-orbital-rate kaput. until ocntrel was resumed.

Although the mode-of-fallnre is clear, the exact cause of failure is as yet

undetermined. The prelaunch test data, missile Assembly Building (>iMAD),

and pad systems test data indicate the amplifier performed properly daring

5-20

LOOMED MOM COSVIATION -SECRET- Mina end !PACE DIMON

•
SET- MINS ad SPACE 1,1111110N 1001111111 motor UMNIIIMICW1
5-22

LOOCHEED MOM' COLORATION SEeRET- AIMS aid SPACE DIMON

L2fili.N.446240•56

Figure 5.10 Amplifier Gain Characteriatice
LIND-446240-56

all test phases. Therefore, it appears that there were no design discrepancies at the time of launch. Also, no performance anomalies were indicated

during the ascent phase of the actual flight. (During fi gs period. the most

severe enviromiiental confide= are encountered.) One other eight anomaly

was attributed to a failure of the same power mere the accelerometer

malftmation on Discoverer VIII (Aguas 1050). The action Ohm as a result

of an analysis of the problem at that time was to males modifications to the

units in the form of improved insulation against electrical shorting. The

units in Discoverer XIV contained said modifications and further effort along

these lines would be superfluous. Tests of the units are continuing, and the

history, with respect to failures. 11 being =viewed. Until those investigations are completed. no effective recommended= can be made.

.5-band beacon tracking on orbit was sedslaptoryt however, command dietcndties were experienced during some passes and the transmitter erddlAted

an unusual frequency change while in orbit. The problem of command MILGuides was not related to that of transmitter frequency shift, since the command problem could only be caused by ground station difficulties, satelliteborne receiver or decoder difficulties, or by interference from other radars.

Commands sent by each station during each pass are listed in Table 5.5.

COMMIUld difficulties were experienced by lefil daring Pass 1, by IFTS during

Pass 9 and by =5 and liT5 during Pass 10. When both the ground station

and the satellite-borne equipment are functioning properly, two tone verifications are telemetered back to earth each time that a command is received

and executed. In the cases of difficulties during Passes 1 and 10. only one

of these verifications was telemetered back; Tons A was not verified in these

instances.

After Pass 1, 11:25 ground equipment was checked and the Command Tone A

modulation was found to be below nominal. This command tone was adjusted

to the noudnal value and =5 was able to command the satellite during Pass 2.

VT8 reported sending a command daring Pass 9 without receiving verification.

5-23

LOCKHEED AIRCRAFT compauasom MOM old PACE DIVISION
LOOMED MOM' COIWORATION -SECRET MUM and !AO OWN

LIOD-446240-56

Table 5-5

CODDLAND 'TIDO/ART (P111131COVZRY)

5-24
AA ;

L105D-446240-56

Table 5-5 (Continued)

•

poy— remzil r.r.vizzez

2, 7, ,fr 7 7 r

47,,,4

/ A //; 

COMMAND 8U AS: (POSTANCOTBILT)

During Pass 10, STS sent eight commands and received verification of only

two. ILT8 sent one command during Pass 10 and, since it was not verified.

the medalled.= of all command tones was increased to above-nominal values.

Era was then able to-successfally command the satellite daring Pass 10 and

later passes.

5-25

LOOMED ARCIAIR COIDORATION AVMS aid SPACE DIVISION
LIND•446240-56

•

In each of the above moos of command dffacalty, verification of Command

Tone A was not received by the ground statida, but other tones were properly

verified. Those difficulties oocurred because the decoder circuitry did not

receive sufficient energy to operate the command relays. This condition can

occur whenever the modulation of command tones in the ground station is set

too low, when severe radar laterieresie admits so as to jam the beacon receiver. when beacon decoder circuitry is marginal in operation, or when any

other abnormality mists which provosts the receiver from receiving all pulses

transmitted from the ground station. The decoder can be provided with more

energy by either increasing the command tone modulation or by increasing

the trans:attar pulse recurrence frequency (Pil) at the ground station. In

this instance, apparently early in the flight the decoder circuitry operational

capability was marginal and farther deteriorated during later passes.

The frequency of the beacon transmitter is normally set at 1 megacycle above

the nominal. frequency Just prior to launch. As the beacon cool. Irbile in

orbit, the transanftter normally drifts to 1 megacycle below nominal. However, in this case the drift was in the opposite Bisection. This transmitter

was supposedly near-nomoinal frequency at launch; but, later investigations

proved that it was 4 megacycles above nominal. At the end of Pass 9, the

frequency had shifted to 8 megacycle. above nominal, and it remained stable

at this value throughout later passes. The temperature of this beacon

dropped in the normal manner during the first few passes and remained

stable at a value which is approximately normal for orbital operation.

•

The only factors. other than temperature. which affect the tranendfter frequency are the position of the tuning slug in the transmitter cavity resonator

and the voltage standing-wave ratio (VSWR) of the antenna circuit. Postflight

investigations have shown that only slight loosening of the caudal connector

between the transmitter cable and the antenna will change the 1113Wit and also

the transmitter frequency.

s-26

LOOMED AMMAR 0011ONA7ION SECIEF MMUS and WALE DIMON

•
SECR-ET LMSD44624046

This fact suggests the possibility that We connector became slightly loosened

during broach. Future occurrences of tide type will be prevented by a rigid

prelermala inspection of the comdal.oable conneetore. A new type ad antenna

which utilises more suitable connectors is under development and will be used

when it is proven to be wafliciently reliable.

Orbital performance of the ocatinuous-wave acquisition transmitter was

normal and it was successfully tracked by all stations.

atilalibasa

The orbital timer property braked the Ze-timer during launch and operated

satisfactorily through Pass 25. Difficulties in changing the timer period

(Command 1) and resetting the timer (Command 3) involved the vliRLORT

ground radar and the 8-band satellite radar beacon. Both timer Commands 1

. and 3 utilised Tone A. the tone that was difficult to verify. Step commands

(Command 2) used Tones and C. thus no problem was encountered in obtaining proper verification.

Table 54 shows the timer period as indicated by stepping-switch position,

preflight calibration, and **teal period as determined from observed events.

Timer drift was within speciftcatiosa, with a total error of 13.7 seconds between Passes 5 and 10 "'Asset Monitor ON" points. The average error (between switch setting and observed events) was approximately 7 sec/pass.

The average error between "Asset Monitor ON. Pass 15" and "Reset Monitor

ON, Pass 25" was greatly improved (1 sec/pass).

Mnos cOgaillailld difficulties were experienced during early passes, it was decided to transmit the reset command for 30 seconds continuously during

Pass 15. The telemetry data show that the reset monitor responded approdmerely cos-Leif second after the command was received; however, the reset

monitor voltage fluctuated for the duration ad the 30-second period. This

was not a malfunction of timer circuitry but an indication that can be conAdored normal due to the long period of the command. One relay in the air.

wary is normally energised only momentarily when GOINSIIMIZa duration iq for

9-a7

LOOMED AMICIArt OIXFORATION SECRET deettn ad SPACE DIMON
1:155111,41L

Baer Period (aeo) Reror Women

Switch amities

Observed Preflight

"rents Oallbratdcn

!Arita

Position

And Observed limits

(esetlege Mat)

Reset lbuitor

Pass Rs to

Reset limitor' "ors

Pass 10

Reset Mbnitor

Pass. 13, to

Reset Ihrsitor nem,

lass R,

/571 144° 

4,./Pr

r V

• SECRET LaLIED.446240-56

Table 5-6

• ORRITAL-TDAZR ACCURACY

I second. This relay energises several others. and the high currents required cause a drop in voltage at the toast monitor paint. OWN the first

relay is coimected so as to interrupt the current to its own coil after it becomes energised. it will keep cycling when a stesAy-state voltage is applied.

This causes cycling of other relays and. consequently. a fluctuation of volt.

age at the reset monitor point. This fluctuation may be expected whenever

the reset COMIXSILIA is transmitted for long periods. Tba reset monitor remained stable at the rifest position as soon as transmission of the command

ended.

Redman monitor readout eqtdpment readings were still erratic during this

flight and were unreliable from accuracy and dependability standpoints.. ft

is felt that insufficient amplitude of the subcarrier signal is partially responsible for 6) poor quality of period readout. Action should be taken to assure

proper pre-emphasis of this channel during prelaunch satellite checkout.

Orbital-timer events are tabulated in Table 5-7.
LICSD.446240.56

Table 5-7

02USITAL T XV124T5

(=CONDO

5-29

LOOMED COWONATION SECRETMI EE and !PACE DIVIIION
'SEMI LhOD446240..56

Table 5-7 (Coatlasted)

5-30

LOOMED AIRCRAFT CO1FORAMON -SECRET MOM ad MO DIMON
HOW LAMM -446240-56

Table 5-7 (ContInued)

5-31

MOM and IMO DIMON
8NCTION 6

TZLIMaCTRY AND DIBTRIIIIENTATZON
1.21115D-446240-56

SECTION 6

THIAIDLITRY AND INSTRUMEINTATION

aterreLLTZX TZLIDIZTILY

No major problem areas were ant:Metered with the satellite Mirk data

link and the primary telemegry objectives were achieved through launch and

orbit. Signal strength appeared normal and the telemetry data received were

of excellent quality. However. discrepancies were noted on the following

individual data points:

Horison-scanner temperature (1)82) was intermittent during

engine firing; data levels prior to and subsequent to this pes4od

seemed normal.

Separation monitor (A03) addbfted switch vibration at liftoff.

At separation. the trace went beyond the synchronisation level.

but the step voltage yip clearly discernible.

a. The 28v regulator monitor (CZ) was not wired to the telemeter.

This was noted prior to launch but the flight schedida precluded

a fix.

Hydraulic-battery motor-voltage monitor circuit (C21) to the

telemeter opened at approximate* 106 seconds. It was apparently intermittent. since contact was remade prior to Peas 15

and a near-nominal reading was indicated. The appearance of

the conmustated record suggests an open circuit between the

subcarrier input and the monitor itself.

Hydraulic pressure (Dl) and excitation-voltage monitor (TI-2)

for the D1 transducer appear to have been miswired. Both

measurements exhibited the same pressure shifts and showed

variance with predicted changes when correlated with the calibrations. The accuracy requirement for this measurement is

only plus or minus 10 percent. but the data from this flight are

suitable only for telltales.

f. Timer-motor frequency (H110) was reported as unsuitable for

real-time operational um. bwestigation of the pre-emphasis

settings and laboratory test of this monitor are being conducted.

• 6-1

LOOMED AIMMAIR COMIATION MMUS sod RiACE DIMON
LIM-44624046

CAPSULE INSTRUMENTATION

•

A limited amount, three channels, of telemetered instrmnentalion was installed in the Agena 1056 recovery capsule to &termini:

a. Operation of retro and recovery systems (breakwire and

miaroswitch-type telltales)

b. Retro accelerations and eslocity (one axial *accelerometer)

a. Thrust cane and RAS thermal battery operettas (voltage monitors).

Data were not obtained from theee three channels due to failure of the telex'sMar to •radiate. Information born sources other than telenutered data and

capita, recovery indicate the capsule retro and recovery systems and programmers operated nominally.

CAPSULE TELEMETRY

Data were not obtained from the capsule telemetry data link. Postflight tests

on the recovered telemetry system indicated that the squib in the telemeter

battery shorted. activating the battery but causing a voltap drop that allowed

less than a minimum pickup voltage to reach the relay. The relay did not

close to allow voltage from the telemeter battery to reach the tranentitter.

The wire carrying the meter-activating signallrom the Agana to the

capsule was 12 gage, and a short would drop the voltage well below the minimum pickup voltage at the relay. since the squib and relay were in parallel.

This circuit will be changed in future Agenas by placing a fusible resistor in

series with the telemeter battery squib to protect the wiring and allow the

relay sufficient activation voltage.

8Unia-fltrenstb Studies 

A special study was conducted to determine the extent of telemetry coverage

which might bays been obtained bad the capsule telemetry unit operated.

This study considered capsule trajectory, mobile •tracking station deployment,

•

tow= Ammo CORPORATION

64

SHRET- MINUised MCI DIMON
LIAD-446240-56

and nominal signal strength from a 1. 2-watt transmitter. Figure* 6-1 depicts

Agana 1055, 1056, and 1057 re: lovely telemetyy coverage:. The depicted

chart was used in the study, msuits of which were:

lak Any reception at this station is considered improbable due to excessive

range and low receiving-antenna angle.

Northern WV-jd About SO seconds" of data (81775 to 81823 seconds system

time) should have been obtained, and these data would bays included the separation sequence. However, the electric storm reported in this area might

have caused sufficient interference to preclude satisfactory coverage.

Haiti Victory: Approximately 75 seconds of data (82150 to 82225 seconds

system time) would have been obtained. Theme data might have covered the

R'-blackout period but probably not the parachute-recovery phase.

Southern WV-2: About 50 seconds (112200 to 82250 ascends system time) of

data would have been obtained. This coverage would partially duplicate that

of the USA Haiti Victory but probably would not have included either the blackout area or the parachute-recovery phase

USA Dalton Victory: A few seconds of data might have been obtained during

parachute deployment and descent.

Hawaii; Approximately 300 seconds of data (82200 to 82300 seconds system

time) should have been 'Andre& These data probably would have included

blackout and recovery areas, duplicating the data of both ship. and the

southern WW2.

Failure to obtain capsule telemetry data was attributed to malfunction of the

circuitry which applies power to the transmitter. la spits of the complete

absence of telemetry shuts, the time that the events of the retro phase

occurred was accurately determined franc CM data. This was possible because the small explosions resulting from the firing of squibs caused

ionised gas to surround the VHF-beacon antenna, producing severs drops in

the beacon signal strength. Further, the retrorocket fixing caused ionised

game to surround the Agent telemetry antenna resulting in a severe drop in

=MID AIRCRAFT CORPORATION

M6-3

ET MMUS mid SFACE ORIPION
1.4410-4.66240-56

Figure 6-1 Atom 1055, 1056 and 1057 Recovery Telemetry Coverage

Agena-telemetry signal strength. A comparison of these drops in signal

strengto with the system time yielded the correct times for the occurrence

of the retro-phase events.

The only event which could not be timed accurately was the initiation of the

separation Niguel. Gases resulting from the eleetrinal.discoonect squib

firing were not TUt dissipated at the time the separation signal occurred;

therefore, the drops in beacon signal strength overlapped in time. The time

at which the gases resulting from separation were dissipated was accurately

observed and an approximate time for separation can be determined. Rotation of the capsule during the retro phase caused variations in the signal

strength, since the beacon antenna position with respect to the ground station receiver was constantly changing... These variations made possible the

calculation of the spin rate. Became the beacon signal faded shortly after

the retro events were completed, insufficient data exist for calculation of the

residual spin rate. The data from NTS are inadequate for calculation of re-

*ideal spin rates, as Hawaii did not acquire the signal until more than 300

seconds after the retro phase was completed.

6.4

LOCKHIE0 ARMIN CORPOPATION -SECIET MOM sod SPACE DIMON
-SEC-RET--

111121111S •

11•11111111 .

Rd •

11111111M111111111

11111111111111111111111

* 11111111111.11111111 n111

11111111011111111•111Mil

LUBD-446240-56

••nn•••41.4

A reproduction of the ICTII VW-beacon and Agena-teleraetry signal strength

records is shown in time 7-3. The drops in signal strength which were

used for timing of the retro-phase events are indicated in this figure.

£vent 1 is the electrical disconnect and levant 2 yields the time at which separation was completed. Zvents 3. 4. 5. and 6 represent 'pinup, retrorocket ignition. despbi and thrust-cone separation.. Tespeatively. The spin

rate during the burning of the retrorocket is clearly visible in the signal

variations. All retro events occurred in proper time relationships and

actual versus nominal times for these events are included in Table 7-1.

•

6-5

LOOMED ARCM' COWORATION -S-ECRET- MEM and SPACE MOON
SZCTION T

CAPBUL PZRFORKAPICZ
BECTION

CAPSULE PICIUMILILANCE

The Discovsrsr ]QV retrograde phase was initiated on Pass 17 and was

preceded by the following orbital condftions:

Altitude • 791, 429 feet

Geodetic Latitude 50.05 degrees north

Earth Longitude 169.64 degrees west

Inertial Velocity 25.953 ft/sec

Local ladamth Angle 163. 799 degrees

Local Tlight.Path Angle ..1.415 degrees

With these condftions and with *comical theoretical retro conditions of

Vg as 1166 ft/sec and a pitchdown angle of .mums 60 depose from the

local herisontal plane. the Dispoverer ZIV capsule parachute deployment

should have occurred at 23.6$ degrees north latitude and 162.32 degrees

west longitude.

However, dm reported capsule position at 5500 feet altitude was 17. 1

degrees north latitude and 162.35 dowses' west longitude or 395-nautical

miles downrange of the predicted point of parachute deployment.

CAPSO'Llit ATTITUDE

The pitcbdawa rate as determined from Agana telemetry was considerably

lees than the reclaimed 45 deg/min. resulting in a significant error in pitch

attitude at capsule ejection. Computations based on the actual data indicate

a probable pitch attitude of odes. 13.3 degrees with respect to the local

he:1mgal at time of the capsule separation (71g. 7.1). Pacidowa was

determined in the following manner:

7-1

LOOMED AIRCRAFT CORPORATION NMI sod SPACE DIMON
MINUS aid sma DIMON

noire 7-1 Pitchdown Performance

7-2

LOOMED AllICIAlvr COMPATION -MKT

L1BD-446240-56

•

4111111111141,111141
-3. 4

+1.0

-5. 1

-6.3

+0.5

-13.3

-SEORETbdtial Pitch-Gyro Offset from Morison

(as indicated by horlean.ssanner and

and gyro podgiest)

Pitch-Toyotas Program (+3.55 55 deg/min

17. sec)

Pitch-To

)

:gas Program (-4.0 deg/min

77 sec

A;

s in Load Rorke= (-4.0 deghnin

.1ries)

flateIXte Lagged Gyro at Commend

Separation by . .

Satellite Padden Relative to the Morison

at Capado Mead=

.L345D-446240-56

Possible variation of the above data could yield plus 1 to minus 5 degrees

, in determination of the relative pi:odder; of the satellite to the horinon.

The pitch-torque program of 7 minas 4.0 deghnin was determined by

investigating the pitch gyro, pitch-rate gyro and pitch programmer

data. These data were further substantiated by the data of the sun-position

indicator which indicated a minus 17-degree pitchdown. The tolerance of

the sun-position Indicator angle is pins or minas 3 degrees.

Figure 7-2 shows the elleat of the retrorocket fixing angle an capsule-impact

latitude under *seminal raiz* conditions. From this curve. it can be seen

that the retro-ftring angle for the reported position of the capsule recovery

was mime 15 degrees. This lies between the retro angular limits indicated

by the su ►-position indicator and guidance-control data.

RICTRO PHASIC

Capsule telemetry did not function on this flight. hence proper analysis of

retro performance can only be accomplished by a study of VHF-beacon

signal strength (Fig. 7-3,, page 7.6), coupled with the knowledge that all events

T-3

LOCKHEED AIRCRAFT 0011POKATION MKT- MMUS mid SPACE DIMON
, LIMID-444449-46

7-4

9 9 9

aorme-414nrruatarn

100011111 MOM CCIWOOMION MGM AMU ad IIPACI MON
1

UAW-446140-56

meet have occurred properly for recovery to have been accomplidted. This

• Andy revealed the precise time •for an coonblown events. These are

lifted in Table 7.1.

Table 7.1

RICTRO DISTIIRMINEDSY mir-szaecow SIGNAL IITRICPICITHIa)

Went

Predicted

Sine

(NO

Observed

' Tine

(See)

Arnim Tine

(See)

3eaeon-838oa1.Aequielidas ....... - 817•16

lleetrieal Dimeonneet 0 lief. 0 81809.45

Separation (aapsale.Agens) . ---• ....... 111813..50

OVUM 3.4.17 3.45 831122.90

metro Ignition 1.2Nt.1 1.2 8291.10

Deign -

. 10.75.511 10.95 811325.05

Thrust Oone off 1.5!...15 1.53 8226.58

kaiak

Bids MIN : 91.7 2351

Dupla Bate vas not obtainable

Spin Babe: 're tin

(a) Obtained from 1118. Figaro 7.4 shove the Apia and capeole trajectories

during the se-entry phone far the abate 15-degree ratro-eagle wee.

SUBNOMINA.L8PISMIP

A. in the retro phase of the Arc ► 1057 fligist test (see LII5D-446240-57),

the capsule spin rate was aubsominal for Agar' 1056. In the latter cafe,

the prescribed spin of 71 rpm woe sontrwhatbildier than in the former

(55 rpm), but the observed rotation was subnominal W roughly the same

percentage in both cases. According to the sigma-strength traces of the

capsule-borne VHF beacon, the Agena 1056 capsule rotated at 64.7 rpm

before deeply.

IDONSID MOW COISONATION

7 .5

SEMET- MOM and SPACE MPON
-SEeREr

lai . I 8D-446240 -56

Ilignre 7-3 KTS VIM IlesaaitandAgela-Telenastry Bigual-DtresagthRacorda

7-6

LOOMED COIFORATION ItEr MAIMS and !PACE DIVMON
NMI

L5ISD-446240-56

socaraM6Es 1

I gem min

JJ#A00,9V

1111111111111n111M11/1.1111•111111

orerftimmeoftwome."40.111111/111milftwiiimemadboioamildiviorweisivaimaimbautiousomamilibmAIONI

LOOCHEID AIRCRAFT 0011PORADON -SE-RET-- MIMS and SPACE DI ON
•

qp •

11IIIMN111111111111

74

-SEORET 10121111111 ANOINT

MUM ad Oa ONION
L1i5D-466240-56

Under nominal temperature and inertia conditions, the percentage by which,

the whey is sOnconinal would reflect the density of an actuating 12104hU31

of nearly pure molecular nitrogen rather than the prescribed mixture of

90 and 10 percent of nitrogen and Freon, respectively.

it has been past practice well before launch to introduce the two gases

into a diffusion bottle, and•subsequently to withdraw what was presumed

to be the proper mixture for introduction into the capsule-borne reservoir.

For the flight test of Agana 1057, the time for pram:Wag was about three

hears, and slime the diffusion time proved insufficient is that case, the

premising period was increased to some TO hours for the Agena 1056 flight

test. Nawever, little or no impravement resulted.

With the wide difference between the two specific densities (0.07507 for

molecular nitrogen and 0.33 1 13 for CC12T2, a typical Freon), the

gravitational force of separation manifestly predominated over the diffusion force, which, in the absence of continued mechanical agitation, must

Lave relied upon the Brownian effects arising from ambient thermal conditions.

•

Henceforth, the two gases will be individually introduced directly into the

capsule reservoir. The agitation effects of the ascent dynamics would

promote some degree of mixture, which should persist feisty well under

the law-gravity conditions encomtered on orbit. There would be separative

influence from the centrifogal effects of spinup itself, but since the spin

phase endures for only about a doses revolutions, and these at relatively

low rates (about one cps). the influence should be trivial.

7-9

LOOMED AWZRAFf 0011PORATION MMUS and SPACE DIVISION
LOCCT3ON 8

RZCOVZItY OPZItATION8
LDAIIID-646240-56

BrIC T ION

li.1000VZIN OPZIRAT30188

The Discoverer XIV recovery operation was successfully completed by

aerial recovery of the capande at 2309 aLT, 19 August 1969. Recovery was

accomplished by C-119 Number 9 at 17 degrees, 6 minutes north latitude;

162 degrees, 21 ;minutes west longitude. This was the first aerial recovery

of a =panda ejected from an orbiting satellite and the second capsule recovery

during the Discoverer series, both recoveries having been accomplished in

a period of eight days. The operation proceeded in a generally satisfactory

manner as evidenced by the successful recovery.

PRNAZCOVICRY OPERATIONS •

All prerecovery briefings were accomplished in an orderly manner. Both

Victory ships were on station at their normal times and all units participated

in the operation with the exceptton. of RC-121 Number 3 which was forced to

abort its mission when om engine went out. Changes in impact area were of

sufficiently small magnitude to allow all units to correct accordingly prior, to

estimated time of parachute deployment (WPM.

CAPEILX TRACICING OPUATION8

The flight objective of tracking the re-entering capsule was attained by the

combined tracking of the Agana satellite prior, to separation. tracking of the

capsuld VHF-beacon transmitter during the re-entry phase, and by radar

tracking of the chaff cloud. The capsule telemetry transmitter did not function during the recovery operation, and there was no 8-band beacon on the

capsule. Tracking of the capsule VDT beacon was very successful and radar

tracking of the chaff °loud was of assistance in the final phase of the recovery

operation.

8-1

Loacterso AIRCRAFT COMORATION -MET MUM end SPACE DIVIIION
MET 1318D-446240-56

Surface Tracking Stations 

•

No acquisitions were reported by Christniarp Island or Barking Bands. The

Hawaiian Tracking Station (HT8) acquired the capsule vat beacon at 2249:13

GMT and was able to track until 7250:30 OUT (Jig. 8-1), but the dictums*

was too great to allow complete tracking and data recording. South Paint

reported capsule VFW-beacon acquisition at 2305:05 GUT for a period of

55 seconds. Both Victory ships were able to acquire and track the capsule

by means of the VHF-beacon transmissions.

Tracking of the VHF Deacon. The Kodiak Tracldng Station (Z T11) was tracking

the Agana by both radar and satellite telemetry signals at the time the cep-

:

sole VHF beacon began transmitting. The beacon came up to fall power, and

NTS received a strong signal at 81746 seconds system time. This was approximately 64 seconds prior to capsule _separation. and KM received strong

signals for a total of approximately 84 seconds, successfully tracking the

beacon through all Tetras:base events.

The capsule VHF-beacon signals were received by 12 aircraft of the recovery

force, by the 1788 Haiti Victory, the U Dalton Victory, HT8, and the ficngh

Point tracking station. Sarkis' Sands and Christmas Wand stations reported

no contacts. The first unit of the recovery force wfrich reported exception

of the beacon signal was the U118 Haiti Victory at 82010 seconds system time.

The longest contact was reported by the UN Dalton Victory which tracked the

beacon for a total of approximately 30 minutes.

The VHF-beacon frequency was sufficiently stable for tracking purposes.

KT8 reported that the frequency was 0.1 megacycle low at the time of fade.

The recovery force reported various changes or drifts in frequency which

ranged from 2 megacycles below nominal to 3 megacycles above nominal.

The II88 Dalton Victory, having the longest period of reception. reported

variations of 0.2 to 0.5 megacycle. below nominal.

LOOMED MOW CORPORATION

8-2

-SECRET MILES aid SPACE DIVISION
I

1

-SECRETLIESD-446146-16

•

4

IMMMMINENT.)

n

.

•

. . ,

•

•

I

A

,

1.

1

•

I

ill illiffididdi•ii II!!!fiiiiill

I

I

MOM MOM CONCINION

11-3

ifettfi MOMS ad RAC§ 111141110N
-SECRET LIED-446240.56

Airborne Telemetry Restless 

Only the 3C-54 21mnber 1 aircraft was able to track the capsule on the VHFbeacon frequency. The duration of VHF-beacon track was four minutes

(2249 to 2253 01a) at 237.8-mc frequency. No bearing information was

obtained by 3C-54 Number 1, because the aircraft does not have directionending (Dr) capability. 3C-54 Number 4 acquired a signal at 228.2 ma, the

capsule telemetry frequency. However, both the aircraft's location with respect to the point of recovery and the time of acquisition (2315 to 2338 MAT)

indicate that the signals were erroneous.

The WY-2 aircraft, sassing in the capacity of prerscovery frequencyinterference control and traaldng/recording of capsule acquisition during

recovery, successfully tracked the VHF beacon during recovery. Acquisition

was reported from 2248 to 2252 GMT and then from 2254 to 2308 OUT on a

bearing of 171 degrees true (Wig. 8.2). No telemetry was Observed. Prior

to XTPD, four extraneous signal frequencies were noted; none were coom

sidered to have negative effects an the recovery with the exception of a signal

at 234.9 ma. This signal was :eldest from 2035 to 2237 CalT. The signal

would appear for a short period of time, disappear for a period of 10 to 15

minutes, and then reappear again. The signal was never present long enough

to enable the WV-2 to obtain a directional bearing. The signal could have

had a considerable effect on the operation if it had continued beyond =PD.

The C-119 Number 9 aircraft obtained a Class A Capsule VHF-beacon signal

approximately 10 minutes before visually sighting the parachute and capsule.

Noted that this same aircraft reported a saturated signal on the Discoverer

X01 operation and was the recovery aircraft on the Discoverer XIV operation.

However, when it passed directly beneath the descending Discoverer XIV

capsule prior to its first recovery pass, it experienced no saturation on its

equipment. Accurate bearings were obtained by most of the stations receiving the signal; however, several of the northern aircraft received signals

for only short periods and could not obtain accurate bearings.

8-4

LOOMED AIRCRAFT COMFORMION MINIM and SPACE DIVISION
8.5

LOOMED AllatN'T COIPOIPATION SECRET IAMB awl SPACE DIVISION

-MKT UM-446240-56

1

figure 8.2 Capeds-liescan Coverage on Recovery Pass
L1f8D-446244-56

Radar Tracking ofthe Chaff Cloud. The operation vas accomplished with

three RC-121 aircraft after Number 3 aborted due to loss of Number 4

engine. Two aircraft registered possible cam!! contacts. RC-121 Number 4

aircraft contacted the chaff on both radar sets. At 2255 cam the AP8-20

wader, operating in the 8-band, identified the chaff cloud at a range of approximately 127 nautical adios. At 2305 GMT, the AP8-45 radar, operating

in the X-band, had chaff indication at the 27, 000-foot altitude and approximately 90 nautical miles. At 2308 Calif, the AP8-45 very weakly indicated

a possible parachute target at the 7400-foot altitude (recovery occurred at

8500 feet). Radar contact with the chaff cloud was maintained for approidmat* '15 minutes, at which time the success of the recovery operation was

assured. The radar operators were unable to positively identify the chaff

cloud and parachute as two distinct targets. Since the radar acquisition

coincided with the C-119 DT bearing already being pursued, no additional

vector was given. The C-119 Number 9 aircraft reported positive visual

sight:14g of the descending parachute and capsule approximately 13 zoinotes

before the air recovery was accomplished.

The RC-121 Number 2 aircraft reported a radar contact at a range of approximately 45 nautical miles prior to the radar contacts which were made by

the RC-121 Number 4 aircraft. As the bearing to this radar target was in

approximate agreement with the reported bearings on the VHF beacon, a

possibility elated that this RC-121 had contacted the chaff cloud or parachute.

Later reports from the RC-121 Number 4 and C-119 Number 9 aircrafts

proved the RC-121 Number 2 contact to be 110133111 other object and the identity

of this target was not established.

The beacon lights were not specifically necessary on this operad.on and recovering aircraft reported that the lights were not visible during the recovery

passes although they were operable.

8 -6

LOOMED AIRCRAFT CORKIRATION MMUS and SPACE DIMON
L103D-446240-56

RECOVERY. FORCE OPERA.TIO115

•

Sur/soil Recovery Units 

Although not called upon to recover, the surface units were ready for recovery if necessary. An air pickup of data from the Malliejliagn was

made by a C-110 from ille-hem AYR on 20 August, the day following recovery.

Airborne Recovery Units 

All Mn. C-119 aircraft and the one C-130 aircraft acquired the IMF-beam=

transmission during the recovery operation. All aircraft were at or near

statics location at ZTPD. 0.119 Number 9, the recovering aircraft, obtained reliable DT bearings from 2253205 OUT through recovery at 2309 <MT.

C-119 bearing data composed to the recovery paint shows that bearing data

were reasonably accurate, based on the fact that, as the aircraft approached

the capsule, bearings could be refined and thus pinpoint the capsule location.

Possible capsule passage through the ionisation layer is shown by an average

loss of signals at 2251 C321T and then the reacquisition of signals at an average of 2355 GILT (Jig. 8.1). The high-speed passage of the capsule over the

northern aircraft would then be appals,* by their inability to obtain reliable

bearings and rather short time at acquisition prior to "blackout". •

Control of the force was considered good. Changes to impact location were

handled adequately, and all essential equipment an the three aircraft was

operational at ATPD. Reliability of the aerial method of recovery and the

recovery gear was proven by the successful recovery of the capsule and by

the lack of damage to the capsule during aerial recovery.

CONTROL, 001040211CATIDN5 AND WEATHER

Hawaiian Control Center CHCC) Operation 

Control of the operation by the Hawaiian Control Center (HCC) was acceptable. The center is crowded by personnel and equipment, but this condition

8•7

LOOMED MI CONORATION -SECRET- MIKE and !PACE DIMON
LICSD-4462.40-56

can be expected to climb:54h by elimination of some operations considered

essential only for the fimt successful recovery operations. With the increased amount of radio equipment, the ECG bee become handicapped by lack

of radio operators who are familiar with the program. •

With the large recovery form, the }ICC has become handicapped by a limited

number of personnel available and qualified to debrief the returning recovery

units. The majority of the units return to the base at the same time, making

it difficult to accomplish the task smoothly. In addition. numerous other

tasks of reporting and embroil are being accomplished simultaneously. mating the overall workload for the period following recovery difficult to accomplish antler the conditions.

Communications for this mission were . generally good. The conversion to

'one frequency was satisfactory with no indication of an overloaded channel.

The single-sideband equipment operated reasonably well for the first time

since its installation and was useful as an BCC to RC-121 net. Some difficulty was apparent. because some information from the C-119 aircraft did

not appear on the HCC anquisitioneinformatinn board.. This condition was

apparently a reception problem within the BCC. A continuing investigation

of the entire recoverp•operatios communication system is being penformed.

Weather for the operation proved, in neasly•all cases, to be as predicted just

prior to the operation. The weather in the recovery area was as follows:

cumulus clouds 3/8 from 3000 to 6000 feet (occasionally 8000 feet) and cirrus

clouds 2/8 with tops at 30, 000 feet. The southern area also bad alto-stratus

at 10, 000 to 12, 000 feet. Visibility was 15 nautical miles to unlimited. The

ballistic drift from 40, 000 feet to sea level was 20 knots at 60 degrees. One

aircraft, JC-54 Number 1, reported that weather affected his equipment to

the extent that be was forced to change his position 50 nautical miles

northwexd.

LOOMED MOW CONFORATION

8-8

-SECRET MMUS and SPACE DIVISION
• -SECRET-- LALSD-446Z40-56

CAPSULE CONDITION

When transferred into the recovery aircraft, the capsule condition was good

with no exterior damage apparent dos to recovery procedures. The capsule

was still warm when pulled aboard the aircraft and had a burned smell. Insulation on the cnumon.plug wiring was reported to be burned off. The capsule was soot covered and the lights were slight► malted, indicating high

tensperatures during the so-entry phase. The wires on top, the antennas,

and the strobe limits were disconnected after recovery. The gold-plated

portion of the capsule was polished and undamaged. The parachute was

stable, undamaged, and descending normally prior to recovery. The re-

*savory operation shredded and slightly burned the parachute.

OPERATIONS SUMMARY

As shown, some problems still undid in the operation, although none of them

were of a nature to preclude successful recovery. The synchronised operation of all personnel was again satisfactory before, during, and after

the operation. Efforts are being made to change or alleviate problem areas

prior to future recovery operations.

8-9

LOOMED AIRCRAFT CORPORATION -SEM+ MINIX cad SPACE DPIIIION •
•

ISICCTION 9

GROUND SYSTZILS
141ED-446240-56

•

=MN 9

GROUND IMMIX

•

Ground system elements satisfactorily accomplished prelaunch-. launch-,

ascent-. orbit-, and recovery-operation functions. Tracking and tele:natty

data obtained by the twat:Mug stations during the operation were of good

quality for online evaluation, orbital computations. and postBight analysis.

SATZLLTMC TXST CENTEL (8TC)

System operations were satisfactorily conducted by the Satellite Test Center

(8TC). Direction of launch. orbit. and recovery °meadow' by the system

test director was efficient.

Although intermittent outages of the commuatications network were experienced during the operation (Table 9.1), the network was expeditiously

restored to operadon, and no serious loss of time as iiii021111111013 resulted.

PALO ALTO CODAPUTZR ONNTNIL (PACC)

The Palo Alto Computer Center (PACC) functioned successfully during all

phases of the operation. Nominal acquisition messages were seat to tracking stations for system-run checks, and at T - 48 hours. the drat impact

prediction was seat. Prom T - 6 to T - 3 boors. system readiness runs

were made and all systems were evaluated as ready. Difficulties were experienced in sending lerS data tapes (probably due to line disturbances) but were

cleared up before launch time.

Launch data were received quickly from the Vandenberg Tracking Station

(Vrs) and the Paint Mugu Tracldng Station (MTS) and were put imniediataly

bite the computer. &ITS radar data were used for first-pass predictions

based on 29 data points. biTS obtained very accurate data with a

9-1

LOOCIND ARRCRAIT CORPORATION -SEC-RET MIMI and SPACE MOON
Ddl2 (m)

WB Dewlap sediment Inoperative tor mettaated two.

hairs

segaialistewgrogravesnr wipeout sergind to poor

tor ertiosted tour hours

Tie Dander egaignent inapastive

Wad strayed% at 1113 singin-atadbout sealimmt Inviterative for the operation; dip and CV to be elbstitabed

7Iw Booboo 60-vs. teletype la 10336 *ding up

eharatebere

TS seder bed. jitter in mope visual disp0a7 for estiErtel one hoar

airman at la ableboad. 'odd. not operate

is fliezt

100-1120 10750 date link voles line MIL etesdp mites

ring in data position. The ringing stopped viten voice

position vas seleabedi data position ems then reseleeted

aid 300.eps dilatant masted

129 1004iia teletype inoperative (romdag open)

TS reported etli• hotline level vas 3arit

IMMO vest end distorted pith who on hotline in

either direction

NIB hod matelot:toning truism:Miser distributor, believed

to be on the 100 via

Wit =CM acquisition program enlisted as operatty. but 15 items tampeter data wads wore dropped

near the tope leader

TOO Ispreseel a ewe@ en the hotaln• One to the tap•-

rewarder seeeliebrIty set too kigh. Trebles vas

resting&

8-17

8-1T

8-17

847

8-18

8-18

8-28

8-38

848

8-18

8-18

848

848

8-18 nos$

03.31

0010-0053

0810

0931009311.

09n

10

1032

1035

L ► :M-446240-56

Table 9-1

COhilitridiCATION8 PROEM:hid

9-2

LOO AIRCRAFT COWORATION Mean as SPACE MOON
LUSO -4467A0 -56

DISTRIBUTION

•

1.

Adds...IMO 

Commander 20

Air Toros Ballistic Missile Division

Attention: WDAT

Air Force Unit Poet Office

Los Angeles 45, California

Air Force Plant Repeesentative ISIANLO 1

Lockheed Aircraft Corporation Missile. and Space Division

P. O. Boat 504

Sunnyvale, California

6594th Test Wing (Satallite) (ARDC) 6

.Attention: TWRAT

Satellite Test Cantor

Building 171, Plant 1

Sunnyvale. California

ATS1133 Yield Office

Attention, Lt. Col. W. P. Heisler

Vandsnberg AFB, California

1

Comnaander 1

Pacific Missile Rang.

Attention: DCOS-AT

Col. S. G. Curtis

USN Idlest's Test Center

Point Mugu., California 1 D. McCallum 2

Douglas Aircraft Company

Space Systems (Systems Toot)

3000 Ocean Park Boulevard

Santa Monica, California

Lit= Organisations 69

Total 100

LOO AIRCRAFT CONORATION MMUS mid SPACE DIVISION
named by Saabs *was

Pablinekws Setwiees 011142)

•

LOCICHEED AIRCRAFT CORPORATION

I

MKS and SPACE DIVISION

•.• NW. • OM
t

I

1

Table 9-1 (Continued)

i'& wail (ice) '

8-18 3105 RIC read NM 3/nr bid toluene;

rie reed Mel IAA end Glean •

• WO reed 820 vim but madebleej

. MS read MO 'law end in a berrelei

l'olapholio Ocogosy ('TACO) notified

8-18 1125-1200 SOO bed Satemoittarb 1000-aye/a tone an 028314

100-220 Wain-- fepoealble to ohs* liftoff tons

under these eandittams. M00 notified, rep/ied

"It vas up at eon sites'. 200-220 hotline lost due

to the 1000-elope tone. 100 sent MC to 20 regueeblag 2=0 to stay off the line

8-18 18000 100-220 hotline tolerable both dIrootioss• eith party

roostvIng reporting the trenenitting perty vith a

alight barrel want

848 2233 Iwo losbon aoquinition-progromor siolynert Inoperative

8-18 Station Interferes.. as single aldibend between TOO

and downrange telemetry shim believed amused by 'WV-2

at EN. Womble mood after mond admonition from

TOO

8-18 2030-0000 Siam, Isimli, to 220 3031%. 60A/pa teletype out

8-19 0315-0515 Einhom, Yisaidi, 3D31.54. 63 ape tolotnpo =alas open

8-19 01010-0600 EN 10 7. 60wirpt tolotips enigma .

8-19 During BM nimble to contact toot dIroetory by'doolostod .

Itoorrawy *ono 1Ino to Tarim twat /radiation

8-22 1320-1324 Lidos, Ilawail, 10315,2 600opa teletype running opium.

root-mean-square (rms) deviation of 0. 72 mile. Based Upon. launch data, a

period of 93.8 minutes was predicted. then revised t ► 94.5 iodinates on the

basis of Pass 1 data. This error in orbit period has been attributed to a

refraction effect caused by a temperature inversion. This effect caused the

radar to give higher elevation angles and longer ranges as the actual elevation angle decreased below 15 degrees. A study is now being conducted on

the magnitude-of-error that temperature inversions will introduce.

Predictions and acquisition messages were sent to the tracking stations from

50 to 60 minutes prior to station acquisition. Figure 9-1 shows the error in

9-3

LOCKHEED AIRCRAFT CORPORATION MKT- MMUS and SPACE DMIION

-SECRET- Lbi5D-446240-56

•
9-4

SEeRET

lb .

V\ I

1 II

•

AWNS awl IMO SIMEON

10011=0 MOM CCIPOINTION

SECRETLIOID-44624144

i ll 1 "4 * I

I

i

OM

i I

I aN° I 1

1

i I

/la I um e jil I

UM

.II: I

sin

se

Noma sou 11111111010

NOILVAS 011310111k1 M

•

SIM

'10
s

1

1

-SEeftET LIMD-446240-56

the predicted time-of.crossing of each station's latitude. The error in

Passes 8 and 15 was probable due to the acconmlated error in the passes

that were not tracked.

• The time of D-timer start and reset monitor ON was obtained over the hotline from XIV. The D-timer start wee seven seconds later than predicted.

TLIE-18 re-entry data from NTS were of no value due to complete lack of

lockon.

Impact predictions were given following Passes 2, 11, O. 10, 15, and 16. The

prediction after Pass 10 was based on the condition of no subsequent timer

reset. The final prediction was made after Pass 16. using all available in.

formation.

The predicted impact point was about 7 degrees north of the actual point. The

error in the predicted point is believed to have been primarily caused by

incorrect satellite attitude at the time of capsule ejection.

SYSTEM OPERATION ANALYSIS (BOA)

The System Operation Analysis (BOA) Section areas in the BTC and at the

PACC were manned at T - 1 hours. At this time, the operational areas

were readied for launch activities. Counnutdcations with the PACC. the

Operation Support area and the test directors were checked for readineis.

Times of events. Command 5 and 6, and tracking oats were displayed during

launch and compared with nominal values. All data indicated a nearly

nominal ascent and successful orbital injection.

Using predicted Pass 1 data, the first-pass time command nomogram was

prepared for the test director. Required diner correction was determined

to be increase and Step 2, and reset coarmand at reset latitude. With the

satellite apparently deaf to Tone A .on Pass 1, a timer command sequence to

be sent on Pass 2 was prepared to properly adjust the timer for Passes 9

and 10. This sequence required decreasing the orbital timer period to the

1.00:121D AWAIT COVORATION

9-5

MKT HMS end SPACE DIMON
LlifID-446240-56

. lowest setting, at 'witch time the timer recycles to the top position, and than

down from the top step position to a timer switch position of 32 (5717 seconds).

This would have correctly positioned the "Plates ON" time during Fames 9

and 10, and also left 2 stops (decrease) for further refine:mese as required.

This plan would have been used on Pass 2, U ITS bad not boon successful in

sending Commands 1 and 3.

Passes / and 2 and the nighttime passes were monitored.Updated orbital ;

parameters and impact predictions were issued to the STC Program Information Center and the Operations Support areas, as well as acquieition messages

to the tracking stations.

Because of the Tone A =amend problem, it was recommended by BOA that

the timer be reset on Pass 15 so that further adjustment on Pass 16 would

not be required. • This procedure wag followed, with an alternate method in

case of a problem. The reset command was issued, ham, and verified by

las as directed. New impact predictions were issued based on the latest

ephemeris information.

Recovery Pass 17 was monitored in the STC, PACC, and at the HCC. Ship

sightings of the VH7 beacon were reported and platted. Almost immediately

following, a number of bearings from the C-119 aircraft were reported. The

U88 Dalton Victory bearings than became approximately stationary at

015 degrees true azimuth. C-119 1 6 5, 7, and 9 gave intersecting bearings

and a 55-second contact from South Point on a bearing at 250 degrees true

azimuth intersected with both the C-119 and the MS Dalton Victory bearings.

Based on the ship and C-119 bearings being reported, 90A personnel

attempted to inform the test director of the approximate location so NTS and 1

Harking Sande might train their antennas. Because of telephone line difficulties, this vital information bad to be handearried to the Operation Support 1

area. The susiruuth from NTS was further refined to 215 degrees, but a

connection to the director was again impossible. Apparently the designated

telephone was of the book or busy. It was believed that if /ITS TL1418

repositioning data had reached Bewail, a bearing ftec would have been attained.

LOOMED AliC2AFF CONFORATION

_staff_

MN= osd WACO DIMON
a

SECRET-- 1.215/1.446240.56

An impact point of 16 degrees, 52 minutes north latitude and 161 degrees,

sa minutes west longitude was generated but never issued due to the announce;

merit of air recovery by C-119 Number 7. The announcement made the DOA

prediction appear completely in error until it was announced that C-119

Number 9 instead of Number 7 had actually recovered. The final recovery

location was reported to be 17 degrees, 6 minutes north, approximately 30

nautical miles from the SOA triangulation impact point.

=MAN FACTORS

Commuoications and control performance were generany good. Ste ions were

requested to compile .stifficient information and formulate procedures prior

to the operation. As a result, reporting and communications were amellent.

Thi inability of WM to transmit and verify Command 1 was correctly diagnosed before Pass 2. MS had initially adjusted the command-tone deviations to specifications, but after the first pass, a recheck disclosed an outof-quasi:ideation condition. Remedial procedures were established and twice

sent to En before ETA minus 5 minutes, Pass 2. STS also experienced

Tone A difficulties on Pass 10, and thus was directed to increase deviation

of the command tons by 0.5 microsecond, width allowed the station to send two

verified Command l's. WM was directed to transmit the vital Pass 15 reset

command. To assure verification, the station was instructed to begin send.

lag reset 30 seconds before nominal reset time.

When the telemstered control•pes pressure was first observed to be low, 5TC

requested real-time readout by all tracIdng stations of control-pn pressure.

The stations made prompt reports of this item as *exotica!' became available.

TRACKING STATIONS

Tracking station performance was satisfactory. VKALORT radar tracking

was successfully accomplisked on programmed parses, and telemetry

9-7

LOCKHEED MOW CORPORATION MRS sod SPACE OP/MON
L148D-446240.56

monitored all instsumented satellite functions. The general quality of the

. space-position data is indicated in Figur* 94. Total number of data points

transmitted to the PACC are compared with the usable number of points.

VBRLORT and telemetry coverage during launch and ascent is presented in

Figure 9-3.

Orbital VZRLOIT tracking was satisfactorily accomplished, but diffloulty

liras experienced in getting Commands 1 and 3 to the satellite. These commands contain the Tone A modulation. Of 35 total commands sent between

Passes 1 and 17, only 18 were verified by the satellite. (Table 5-6. ) Mince

several stations experienced co , "'ad difficulties, radar-beacon malfunction

is considered a contributing factor. Telemetry reception by the trading

stations during orbit was satisfactory except during the recovery pass, when

no contact with the capsule telemetry (1.2-watt) transmitter was made.

Orbital contaata, with durations of track for each station, are shown in the

Orbital Contact ihmssuary, Table 3-4.Near real-time data evaluation was

made possible by telemetry reception at the limnyvale facility. 11011011311111

AFB, New Mexico, and the recently activated station at New Boston (NETS),

New Hampshire, also provided tracking information. roar trading-light

sightings were 1.6pm:tea by Smithsonian South African ,ta=lons. Satiafsatory

contact with the capsule VHF beacon was made during the recovery. operation

(Fig. 8-2) but none with the capsule telemetry. Further investigationhas shown

that the transmitter was not activated (see Telemetry and Instrumentation).

Vandenberg Tracking Station (VTII) 

Track station operations were Successfully carried out during launch and

succeeding orbital operations. Active V1CRLORT tracking was maintained

until T + 165 seconds, when the radar went passive as planned.

The VI:RLORT than tracked on MVPs return until T + 516 seconds, when

fade occurred at an elevation of 3.9 degrees and azimuth of 173.4 degrees.

A beacon "countdown" of 20 percent was reached prior to launch. Daring

Task 4, instability of the modulator and beacon-coder triggers was noted on

9-8

LOOMED maw COMORATION -SECRET- MILE and MO MICH
IN S

I

4.61154110•111 NTS

9-9 ST-CRI-T AINM and SPACE DIMON

LOOHEED MOW CONCNADON

TOTAL MOLE POINTS AFTON

POINTS POINTS NEJECNON

ill

now. 9-2 Tracklag-Station Positional-Data Quality

1S1

L2M9D-446240-56

Ott
1000MID 03WOVAION

940

SECILT AIMS ail OM RAMON
SfORET 1.WD-446240-56

the range scopes. A check of transmitted pulses out did not show instability

and a check with the blockhouse confirmed. this. The problem was traced to

the liZ111.03LT van and corrected. The system-time generator at the.

VZILLORT site was inoperative, and thus times recorded on the Brush sr.

cordings.were isralid. Baum' countdown continued daring launch and ascent.

with peaks reaching 30 percent and averaging 5 to 10 percent. The countdown appeared to be caused 'by three search-type radars. scanning at a rate

of about 11 seconds per revolution. Telemetry traaldng and data acquisition

was successfully carried out by both the TL11.18 and tri-bells antennas.

Orbital contact was also achieved on Passe. 1, 8. 9, 15, 16. and 24. The

only command sent by VT& a reset command on Pass 9, was not verified.

Point Mugu Tracking Station (l►ETS) 

Performance of equipment and personnel win satisfactory during launch and

subsequent orbital passes. B.adar.beacon returns were received at T + ZS

seconds, and automatic track was achieved soon thereafte. Contact was

maintained until T + 500 seconds. • Command 5 (D-tiniar hold) and Command

6 (velocity-to-be-gained) were successfully computed and transmitted for

durations of 26.70 seconds and 13.20 seconds, respectively. might countdown was noted during track but caused no difficulty. Awns telemetry was

acquired at T + ZS seconds by the tri-halls antenna and continued to be tracked

until T * 460 seconds.

Orbital tracking was also successful on Passes 8, 9, 15, and 25. No orbital

commands were transmitted. Slight countdown was observed during orbital

passes.

Downrange Telemetry Ship (AO 161) 

The downrange ship was on station and performed satisfactorily during

launch operations. Telemetry contact was achieved at T + 231 seconds and

lasted until T + 740 seconds. The ship provided positive verification of

9-11

Lamm mom COMMATION MOM and PACE DIVISION
L110-446240-56

pm:beside/ Agena reorientation (yaw-around), switchover of antennas from

salt to orbit, and the plus 3.55-deg/min pitch rate.

. Kodiak Tracking Station (108) 

Acquisition of the VET trams:miners by Irre at 17.9 minutes lifter launch

verified that orbital status bad been achieved. A drift in command pulsemodulation deviation from 3 to 1.5 microseconds was discovered after Pass 1

and resulted in command difficulty on Pass 1, when increase and reset commands could not be verified. Readjustment of command pulse deviation to

2.75 microseconds on Pass 2 resulted in successful Tone A verification. On

Pass 10, four out of Ave Command l en s were successful with Tone A moduladen increased to 3.05 microseconds. A dial reset command on Pass 15

adjusted the orbital timer for correct initiation of the retro sequence an

Paso 17. The reset command was initiated 30 seconds before the actual

reset latitude was reached. R was sent continuously, and ICS was instructed

to make any changes in Tons A deviadon necessary to obtain proper verification. No adjustment was necessary, however, since verification was achieved

immediately. When the command was terminated, the timer was properly

adjusted for recovery initiation on Pass 17.

Orbital telemetry acquisition was satisfactory. On Pass 17, no contact was

made with the capsule telemetry signal, although a weak VIET-beacon con.

'tact was made.

Command exercises were carried out on postrecovery orbits. Satellite

telemetry data were transmitted to Sunnyvale by telephone line after Passes

2 and 17. Data quality was very good, and Run-podia= indicator and

horiaon-scannar data proved to be of value in evaluating satellite attitude

before the recovery pass. Personnel proficiency was excellent.

Hawaii Tracking Station (FITS) 

Performance of the STS during the operation was satisfactory. All scheduled

contacts with satellite transmitting equipment were successfully made.

9-12

LOOPED AINCIAPS COSPONATION SEM MKS and SPACE DAMON

•
WAD-446240-56

Difficulties were experienced on Passes 1 and 10 in obtaining verifications

for commands containing To A. Pour reset commands were sent in

suocession on Pas: 10 without success, but after the modulation deviation

was increased by an additional 0.5 microsecond, successful verification was

achieved. Daring the recovery pass, HTS made contact with the capsule .vsr

beacon for a dosition of 77 seconds.

Itaridng Sands •

The recently activated tracking station at Yarling lands on the island a

Kauai was utilised to track capsule signals during the recovery pass, although

contact was made with the satellite telemetry signal during orbit operations

as well. No contact with the capsule Vier beacon was made.

South Point

The capsule VHF beacon was acquired for a duration of 77 seconds at a

bearing of 250 degrees during Pass 17.

21vganamifte.

Because of the southerly location of this station, no capsule contact was

accomplished.

WV-2 Telemetry Aircraft 

A WV-2 aircraft equipped for telemetry reception was positioned below the

capsule-separation point (epproodmately 50 degrees North latitude, 170

degrees West longitude) to receive and record capsule telemetry data. No

capsule telemetry contact was made although the VHF beacon was satisfactorily acquired.

9-13

we CHIED AMOIAFT CONORADON MMUS aid IPA DIVMON
LIM-446240-56

catourn) SUPPORT NOUIPILIDIT (GU)

Mahan

Performance of the blockhouse CM was satisfactory except for the propellanttanling problem mentioned below.

NM.

During Countdown Task 5. the lanyard to the fuel.-fill unabilical disconnect

was found to be too short and a longer lanyard bad to be Made. Apparent

damage to a pnemnatio hardline in the umbilical mast was satiated during

Task 9 of the countdown. Pad personnel inspected the hardline which apparently had been struck by a hammer and found it mechanically sound.

When fuel flow was turned on at the blockhouse during Task 14 (propellant

tanking), flow was not recorded at the blockhouse meters. At first, it was

thought that the dowmeters were inoperative, but investigation revealed

that there was no flow. The fuel.tank flow valve was checked and found to

be working properly; however. the interdow valve on the umbilical was stuck

in the closed position. The valve was freed by simultaneous application of

current to the valve solenoid and tapping the valve. rye* after freeing the

valve, the foal flow could not be started from the blockhouse and bad to be

turned on at the fuel truck on the pad. No reason for this lack of blockhouse

control is available at this time.

Msg.

A hydraulic power unit malfunction was erperienced during Task 3 of the

countdown. In addition, the pad water-deluge system was inadvertently

activated during Task a of countdown. This caused delay while CEDE at the

pad was inspected for possible damage. No reason for this malfunction is

available at this time.

9-14

LOOCHEID AIRCRAFT CORPORATION MOM MUM and SPACE DIVIIION
LIAM-446240-56

Pad Damage 

•

Pad damage was 1131110T and confined to the normally expendable items each

as hydraulic flex lines, air-conditioning ducts, and electrical cables.
=MON 10

OPR8LT3D1115 SUPPORT
WASS-446240-56

SECTION 10

OPZRATIONS SUPPCILT

Adequate support was provided by the following participating agencies:

6394th Test Wing

1st Missile Division

Alaskan Air Command

Space! s*

Lookout Mountain Laboratories

Pacific Missile Range

Flight Test Working Group, VATS

Douglas Aircraft Company

LIND Data Services

LIM Palo Alto Computer Center

6394th Recovery Control Group.

The 10-hour Vandenberg data shipment was delayed because of weather

conditions at. VATS. B was delivered by car to Paso Robles where it was

picked up by the courier aircraft.

The capsule containing original data from the telemetry ship, UM

County, was dropped in an attempted pickup, but a second capsule containing duplicate data was successfully picked up. The first capsule was later

recovered by the telemetry ship.

1.113D Data Services and Modification and Checkout receiving stations provided early launch and orbit data. Part of Pass 2 and Pass 17 data. from

ICTS were transmitted by telephone line, permitting early evaluation of orbit

and re-entry events.

For the first time, aa aerial pickup of data from the TM Dalton Victory was

attempted and accomplished. Pickup was made by a Hawaiian-based C-119

aircraft.

LOOMED MCIAIrt COPPORATION

10.1

SMET, MMUS and Ma MOM