--CONRDE

DOCUMENT HISTORY OF AGE

HISTORY OFFICE

CHIEF OF STAFF

SPACE AND MISSILE SYSTEMS ORGANIZATION

AIR FORCE SYSTEMS COMMAND

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DOWNGRADED AT 12 YEAR

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DECLASSIFIED. DOD DIR 5200.10

01n441114Pa04•04..a.•n••• • •
AGENA

Prepared unfler the provision. of Air Force Regulation 210-3 and

Air Force System= Command Supplement No. 1 thereto as part of the

United States Air Force Historical Program.

This document contains information affecting the national defense

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OR AGENCY OUTSIDE OF THE DEPARTMENT OF THE AIR FORCE

WITHOUT THE PRIOR APPROVAL OF THE ORIGINATING ORGANIZATION OR A HIGHER AUTHORITY IN THE DIRECT LINE OF

COMMAND.
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43: • Ltr from WDZET .to WISH OW Callan), subj: Itinutze of MCA& Flir;ht

Operations-Subcommittee, 29 Zinn 59, 13 Aug 59.

44. Ltr! from WDZENT to. Wg.e0S . (LtCol Selzer), subj: Sierrint:bion Syste-..1

• of .Atlas Boosters, 18 Aug 59. •• •

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kiln) repoi;t; subj: Modification of IIiPiTA Vehicle, 31 •Auf.; 51, 8 Sep 59.

Ltr h1D4EA to Tr7DZSD, subj: Discoverer Cr.psule Zetteries, 10 Se? 59.

Lti- from UDZIX1.to tr.w.a. • (out Vtat Luc ;;n), SUbj S• L Flan 165-41, Stai

of Attitude Seneors for Erare 5%

Anta) (WDZSM) ltr to IlD.r.1•, subj: Iteett t .mniationi of 1/4:.4)-CV.AC

Booster Confisuraticn 26 Eel) 59.

48a. MPH from. Col Frederic C. L. Oder, subs: Discovcrer/SANDS/t3DAS/C01-311.7./

MICA Confiburations, 29 Sap 59.

Amp report, subj: Modification of /131.4:A italic:1c, 30 Sep 59, 1 Oct . 59.

Meg from AMMO to. Lockheorli Cite WDZ.11 5.0ct 59. (O/Gii3)

Mac, Cite WDZE-10-10-E, 9 Oct 59.

Ilse CITE-WD7..14-10-9-B, 9 Oct 59. •

53: " yam Order No. 96-60, 'Amendment No. 1, Froject Cole ilo.. 3600, 15 Oct. 59,

Ltr (Unc.3. w/o C/Gp3 Atoll) from WDZIW to WM, subj: Space Progrmss

Status Report, 15 Oct 59, v/1 Atch.

Ltr (C/Gp3) tr= UDZEV to WDZD (Col Erne), eub1: Discoverer', MIDAS,

&mos,. and Cc= Sat . (St •er) Confitxration tsnd Cobcclule, 16 Oct 59, vx2 Atch: .1. Chirto Space Systems Projrece; '2. 

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go

 chart's, Configurations,

... • • 4th chart CCIVIDIIITIAL, GO.
/bill// ArAKIZZI Zee .../Zovreorf "I/

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AMI1. Order ro. 96-6D, fl.-..miment Proj.:ca Code 1 o. 3-SCO, 3 Dee 59.

• Lti from KM= to /1.1::::0, otbi: De.ziger‘tiolle, ie Dee 59. •

/MD report,. cubs): Et>5ification of Vehicle, 30 Iiov 59, 22 Dec .59.

Ltr fro? 1pri3•5) rield to Catdr MEND,. al.14:. Procedure

• for Coordination of-Dincoverer 1:1)5inc..e.rivE; hyprovals, 5 Jan. 60, vr/1

Re2ort, PrOccfarre for Cooelnatins Am:rove:Ls onr.a., 1;ineerica• •

lloclifications..to &mile Vehicles re.; Lockbeeds Foci2ity at Veavienbera APB..

Ltr front •7)Z •1E to Waii, sOJ: Centrol of 1;t:C:V. Vehicle Chlezes folloVing

AF Acceptance, 19 Jan- CO.

64. Amp report, (0%13), subs): MT.!' PrOzrun rro,;:reas Report as of

31 Jan 6o, 12 Feb 60.

0. Ltr (C/03.4) flew. AM) to AMC (PD:1), sub4: lak •entation of a..-..pulzion • Proams, 23 Feb Co. r•

tlsg, Cite tarrx 73993, 27 Dec CO.

Ltr 'Cr= 14,ci1+ced to -ARM (1/DVII:), cubJt Ltr.r.clurcitzation Provisions .

in the Asena Configurations - 2.eporti h Yea 60.

Imo; (B/0p3) liras Lse:Itced to AY4D, Cita IP:JD 351r(6&, 0 nox Co.

AFT2a) (o/a04) b Prove= Proz,ress Rekort as of

29 Feb 8 iter 60. • 70. ATM Ltr (Uncl v/o Coar/0p3 Indorsement) to UMW, subj:

Testing of Agana Suhr.„.iters by fir Airco Azencios, 9 gtre 6o, v/ist

md, same subj, . 5 Ayr Co.

Ltr (Uncl 1r/o C/Opit Atch),l D. N. p Contracting Officer,.

to Cosdr ARDO, subj: TWA Order ro.. 1-C,. 23 Her 6o, v/atch:

13tatemerrt of Task, •/1 (C) Atch, DAM Agent Launch Sebedule.

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72. AY= (IIDLT-1) Ltr to multiple Waves, subs): Agent!. Vehicle Captive

Tent Proiem, 11 Apr 60. •

73. APPit•ID Daily' Bulletin ro. 71, 12 'pr 60.

711. NASA Agen, B Proartza, Ia. WC and /mire Knnesement Relationships,. Ayr 60.

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tsar 411161114.11ina... Y 1

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80. • ITLZ ltr to .A1-1DC (1-011:), ellbj: 1=1c FrO;;P:..1) 16 Jul 60. .

..81. .-A.1±,•0•OLV-16) ltr to 71.)7) (Col xubj: Azcsa Checkout; Philosophy,

9 Sep 60:•

82.. IBM ltr to ITir:-16, subj: Ai;ena Cneckout Philowtphy, 19 Cep 60.

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83. -- Arab (IMES) Ltr (S/Cp3) to MO (IIIR.73), • .subj: R' quest for Mudy--

. • . 4413-Mena's Launch frets Mt, 19 Sap. 60.

. . • . • • • •

84. : APBYn 04DZY-* ltr to v=== (col :1,ttle), 64,14:. t:uut Criteria, 22 Sep 60, ...

uil Atch, Ltr, X3m/368112; wietch. • •

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85.. IlD3 ltr to t/DZI subj: B Sthcaule, 8 nal.- 60.

86. 1,24.1 . (LB&TR) ltr to Loci:Let•1 Aireret Corp, subj; Inpletuartation of

.• • • • flew Teat liailotiopliy, MSC0'.7,21-21 Contrcct 04(647)-558;

18 Hoy 60. . •

88: Ltr (8/Gp3) zsd Col Paul J. Reran to LEC (Mr. Gibson), subj: Mena

Configtwation, *3 Jan 61.

89. •

ltr to* Lockheed Corp; anhj: InTlifigeutation of Ncir Test

Philosophy. bisco∎rever PrO331`811 Contract 01i(647)-558, 5 Jan 61. ..*

90• (6/0P/1),* BABA :AL:O-aa Profzreirt , 17 Jan 61.

Meg (C/Gpit) from Hq USAP, cite. ArDk)-tis 78828, 191818Z Jan 61.

• .. • . • . . .

'•. Hog tiosi'Pl.10. to 1PSD, • subj: *Contract Ai' 04(647)-556

p ImplcmentatiOn of

lieu, Test Philosorkvi. Dii;ccr3arer Program, 3 Feb

.

- . .

.93. frcen BSC (LBW* to Lock.beed, citbj:14i.kr-i or /kw Structure Satellite

rqst4ma Contracts, 13 Fab 61. •

11141n101•6111606111.4,-i, filliMitrak* 4:••••n••n',..k4 •••• $ - 4n••Pliier. • 0.-n•• 4011 Ark.•••

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87.. Historical repOrt of .the Mena B Ercerm for 1 Jul to 31 Dec 60.

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Arra, 05-.7..v.) (1127.1- 1.10 Chg; Ltel) r.r. 11,2#-cert. N. ghats,

subj: b an thee u/1 Attim:

Technical Data.

0. SSD (SSZA) ltr to Lo::khevl, subj: L'rwl Test Yafuloao2by Beplacentation,

By=pass of Vandenberg MB Buil• in::: 16 Au 61.

• SSD (SSZA) ltr to SSZal. Subsyst= Pervmhz..11 subj: .Discoverer

Approval Procedures, 24 Jul 61.

Idsg (C/Gp4) from SAPS to SSD, info APSS ihd DCAS, Cite SAPS 92454,

092008z Aug 6z. .

.-101. SSD Spsznz) lti to s (Dr. Rodtefeller), au s; Historical I;utozry, •

AMC APSC Support of Army/Navy grace NASA Frogreas, 9 Auc 61. •

102. £SD (MR) Tot.r (Uhro. Nilo C/Gpli. Ltsh)„ to SSE (Dr goezefeller), suLj

Historical S► iszlary, Al"Taitarbc Support oZ Arm Navy Space NASA Programs,

9 Aug 61, v/1 ,ateh . . • •

103. Aerospace Corp Ltr to Col E. L. Lvans, subj: Staulaullsieg the Agena,

14 Sep 61.

-• • •

104. SSD (SSZ) ltr to Ctiers of Offices throtujh . Premeh Level, subj:

Devalopuent and Utilisation of the Agcna D, le Sop 61. •

• 105. SSD (SS?) Ltr to Aerospace Corp '(Nr. }b ter), subj: Standexased.

Agent.) 18 sop 61.

106; Aest Secretary of Defense Hemorcem for the Mot Secy of AP (B&D),

sub3:•StesidardisedAgenalC/Oph)1 It Oct 61.

, . •

107. Una (S/00) from SAPS to SSD, inro MSC and. DCAS, Cite SAPS 68264;

0622212 Oct 61.

1C9. SSD. (MX) Lir to ES:CC, oubj: Authorisation . for Type of Contract,

9 Oct 61. . •

109.. Asst Secy of Defence ilemorandm for the /wet Secy of AY .(P/AD) (C/GA),

" subj; Titan III Launch Vehicle• Pamily,. 13 Oct
IZe n1" 17,/, ;%24

z - -

_ .

113. stukr or Cie "It" by. the.. e/C1-1:), 25 Oct Cl.

114. 'Active et.7., Cont.:. :etc., 17 oat ra.

AF657 ltr (C/G94) to itz;011-3 sznet: Vehicle

(Agora D), '26 . Oct 61.

.

. •

116. Agena Office Blecion ana Organization, nov 61.

347 .- Wi'lleinc•fOr Chief or Ctaff, Agene, 3 Zialr 61: ;r/1

Atclu'llemoranitm for Director, y...1!::414 31 Oc::: 61.

..: . •

-118.- SSD (S=A) Liar Co].l:vans, subJCIttlaa t4) b* ConciAo •ca when

Aocelcraing the -kona B .r.;c1r.Anle, 6 Uov 61. •

119.• SSD ISS1) Ltr (S/Op3), anbj: AC :: "D," 6 We': 61.

320. Lockheed 1tr to P. 14. O'Grwat, ayrc•.ry Inctrueticsau Xsouea

by Dr. Chtryk in Aftor► D VvatiN; nfrowei. .vr 1 •151 e I 61.

Ltr, sub j: Ortlanigationel M417...nzta.. and ion:me ga Net...^sigennts,

13 NOV Q.

Ltr to Deputlec and Chiefs ut Jor StraT Mime, cubj: Project 662A,

20 Winr 61.

Ltr to Dsputlee end Chian or •:aja • Staff (Vicoc, sUbj: Ettabli:..hment of .roject office 662f, 20 roar 61.

Wit Noel s:/o 0/44 flitch), cte4: Azeria D, 20 Nov 61.

Hog Tram 114 USAF to AnO into SSD, bite 90T99, 2223092 Nov 61.

SSD Ltr (C/Dp4) to Lockheed, cubj: Agena D . Structural Criteria,

24 Rov 6/. •

AFSC (SOUS Ltr (01104) . to SSD, cUbj: Insotruetions on Standard Ave&

D Program, 24 Uov 61.

NM (CAA), 'di* Agana "D"'Conforenee, 27 Nov 61: Ateb: Ammary -

or lisetruetione Ismed by Dr. Cheryk in Agena D Meetins on November 7, 1961.

.

• . . . ,

• •••:. 129. mew underatendias free: .(1r..ekheel ASTRO) to Col Heeenry- r► 'B. latehissart,

28 fiev 61. •

*.
132. :ea iS3./Ge3) !Wm 02i.7 ta ;TM; in.gc•

Dee .

333' Omitted.

134.

• to

'01,•‘•

•

SW Ltr • to Deputies Mists ai iLjor stezr Officse, Deiluty

. 

for Algeria.

.

135. MD (SSW.1) Ltr. (C/Gp! ) to =Di subj: kient. D/^/..1-21 Interface, 18 Dec 61.

136.. SSD (S93D) Ltr. to AF IC (Gen Schriever), subi: Ir.itructions on Standard.

Agenc. •rogr=,. 18 Dee 61., vil ittch: Program 662A 1.1t.negcmfdth and. . •

Operational Plan, w/6 .etch.

137. Ltr SSX-1 Ltr to SSZ (Lt Col Stmt r), subj: I. err. D Proarcer..ins- Data,

19 pea 61.

138. Meg from fl'SC, Cite MSC A0r1763/62-111/100, 280030Z Dec 61..

SECO Ltr to SSZ, zubj: Procurement of Optimal Equipr• ent„ 28 Dec 61.

Hag 4), Cite •AFSSV-3/ 90915, 052324Z Jr .n 62. •

WR from SSX, cubj: Driefing to Dr. C.haryit, 5 Jan 62, (C/G24).

Ltr (C/GA from SSD (SEM) to Distribution, subj: Fund Requirements

'for Program 662A, 11 Jen 62.

143. SSD (SSZDT)• Ltr to SSW. (Pre. Arnold), eubj: Sole Source Justification

for Complexes 75-3 end 75-1, 16 Jan 62.

. 144. SS) (SEXPA) ttr (C/Gvh) sszxi (1.1ajcir lac/ay), subj: Agana D

Peri'armonoe De:ta, 18 Jar 62.

145. SSX • 14FR, 23 Jan 62..

• 146.. SS C) subj:. 3.8 January 19 January _Agana D Briefing, 24 Jan 62.

. •.•

. • llfr . SSD . (SSVXE). Ltr to SI= •14 Moore), .eubj: Additional InstrumentatiOn •

on Diecoverer Flights; 5 Feb 62.- •

. .

. -

.'

148. SHXD.I6R, subj: Discuttions with.Nr. O'Green and Staff, 13 Feb 62,

149.. MA Li • to SSZ, SSD and SST, eubj: Mena D Advanced Componett Improvements,.• 20 Feb • 62. •

OMOMMOMMOMMOOMUmwwwwwc:4 - 4-4.4.;4-,44....liaksiiritati,..• • 1 • • .

14 Feb. 62. •
f

.// 151. laws, . ',ern • a.

Carle-n.1.2 2

152. Mg f=cri-APS:.', 231tn".*;

133. 1...h..(00.0) -from S;...7,-D to ESZ WM, .sej: Acenu D t;e1.6let, 2 62.

154.. D'a• .(c/c.p3)•.frm.f.1%0 fo F.= subj: Schedule

2 mar 62:

• . .• . . 155. Ltr fro• : Sael, c b roney I:moral:a= - I. D Oirtional•EqUipment:

Procurement - Erma:luxes, 5 rg.r 62.

156. •lsg

•

 • Cite SX1T-7-3-3, 07163.07. mix 62.

. •

137. Lockheed. Ltr to AP (SSZ), subj: Com.rition of Costs - Mena B

Agena D, 8 Mar 62.

• SSD (a CE)Ltr to (14:0 3. Albert), sUbj: Study of -Thor Agens B

Confisuratious, 12 Mar 62.

SSD (SSVZ11) Ltr to ISVICK, subj: ./ZOTIR 1) Pell AGE Hodification, 13.1:er 62.

•

SSD(SEM) Ltr to ESC, subj: Cu :tract a 0(693)-681 Request for

Authority to Use Fors C rriCe Ilc-deterzintaion, 22 62, (004).

2.1DIsso).Ltr to Lockhoca, t41 j: Contract AY 04-695-21 - Incentive

Pee litqsotiations, 22 MX 62.

17(22 (RUM) Ltr to ilijCen 0. subj: Proaress !lade in

Zmprovosonts to IMO Accountinz Systeire, 23 14= 62.

It (9/0113), enbJ: ft)nce :tirt,:a:d. Division USAP Abridged F'ackeze

61 Agana Zip 2 Apr 62.

16h. Report (S/Gp3), subj: SSD um, Rotaburanble Pund Requirement for

648B-Asena Dp 2 Apr 62.

SSD (ssa) itr.to p4m21, sub j: Eequirement for Component- 'strove:went

Propulsion Advisory Committee, 2 Apr 62.

-- • • . .

NesOtiated Contract AP 01:(69).21, 6 Apr 62. -

167. SSD (SSv). Liz' to DCO -(LtCen Estes), cubit Atlas Launches; at ABU and

PM, 9 Apr.62,.v/1.Atch: Cy ltr freer Gen Estes tolien.Ritland, 19 Mr 62,

same. subject. • • • •
,97 ze:ez Ar.:60:1"

170. ::t..j3en 0. J. 1-4, ;cm L. A. 3:thrial.er, no. auk), 25 Apr 62,

v/1 /itch: Ltr, 62, C•ctzir 1.1'-:y), kept of L.:Aritx of tzena D .

PS01.-

.•

6E04. (SSE) to SSS,• suSj: Attztv.1:-.1ee ..?:t?•!oclatp, ar:CI: and. DETS Boards,

27 Asir 62: • . - • . . .

. .

.172.. SST) (S4i) Ltr. to CE (cal Bert), subj: SSEL (Mena D)' Qjectives for

. Fr 63, • 30 Apr 62.- . .

. • .•

•116. SSD • (SSLI) Ltr to Sa:C., subj: Contract AF. 64(695)-68 - Review of iNa.ke or '

Buy' Prot ola l'u •suc • t to DCAS AVM Sapp: Lemont 2, 94S:•y 62. •

174. WE, auhj: 'YY-62 Inercental rurslinr, of tbe ?zone. D Contracts, 10 Hay . 62. ti

375. SSD (s$ar ) Ltr to Lochheed, saj: Agana D Optional Equipnent, 14 Mcky 62.

SSD (Eat) Ltr to MON (LtCol Marren), subj .; Underiluniud Contracts

14 goy 62.

1GB, .subj: Hodernivrialon of 1...-tynstrial. Ficilitles Boll Aerosystens •

Company, 16 Rey 62, vh. Atch: caw aubj dttt 15 ILNy 62, v/1 Atch,

Cy Vas to DM fret% Dell, no date.

•

S.70.(101) Ltr to fin) (LtCol 113.1xi), cubj: Technical Dapport Contract,

21 Nay 62.

ITASA ltr to Hon Brottlamy neli13.nn, on 21 1.1rtf 62.

380. Angst Eccy of Defense Masora:Atm (Iwo) to the Socrotery of Dafince ate

nmal, oubJ : teD/Wa•• Arena D tgrt..e.rotitt, 2C Hey 62.

181. Bag (*ph) cite csu4-6.h, 1 awe

1s2. 1^ajs Cite 8011-2•64, 2 Jun 62. (%i' )•

183. SS) (SSS) Ltr to two (Col. Voyloa),- Lockheed, oubj: AFFR Survoinanee

of -63 contract Spares 

s 

Proeureemts b Jun 62.

181"1:011 frca Da ar to SOD, info ilerC; Cite ISFA 12-6-23, 321408Z Jun 62.

- •

185. Ltr (Una of 10:W3 Ateb), subj: Request fo'r Infoxislatiop-by tho Space

Tecbnica3. Objeetivos Tack Oroup, 13 Ain 62, v/1.AtohL.641143 &penury

14ng (C/Cp4) frail Dou3lac Aircraft Co Inc, 1514422 Jun 62.

•
2$04 :1

ES!: (S.72elt) r r," rv° Tr. T.% eptlanal

11.12t-runt Ztz).

S.V .(cs17.0) Lta. to SSBLG, saj: Convvrcioa cb:Z.ICM Codex14 to au

- . Atlacfiteeng Conflz,-urati •xt, 5 Jul. 62.

'SSD (SS3)-. Ltr to multiile a-dress, figena D Configuration

Control, 9 Jul 62.

- • . '

SSD (SW-1t! aeareas,•saki: ConfiLuretion Control of

Mina D, 11 Jul 62.

195 . CON Status. Ccr.xtract Al' 0(695)-21 As Of 12 Julzr 1962.

...196. SSD (SSZDR:Ltr to LISPGT anA SSW, ProsTatiDesienatiaidhanse,

• 12 Jul. 62.

• •',

19T. .ssp (SM) Ltr (C/bp4) to SSJ-1 (Col Wickland), auk): International .

..

PrOgrams0. 124u1 62: •

198. ..SSD (SET)Ltr to : APSC (SOGU Col kudedherg)t subj: . GAB Monthly Program

Progress ana Status Report Period'Reaing 30 June 1962, 13 Jul 62. - .

' . • 881) (SSH) Ltr to SSKR Nontegoory), subj: Preliminary Impact

Evaluation' of Denting Aerospace IndUatry Strike on SSD Programa .

(Reports Control Symbol (i138) AP-M-12, 41. Atch: Report. • • ; . : •

SSD (SSILAA-2 ltr to 6593 Teat Gm*, cubj: TA01 Rocket pvine, 20 Jul 62.

SSD (SUM) Lt to Lockheed, .aubjfAgehailtltiplo Start Ek,ine Coma- .4.

- .ibilitOrithDO) Manion's, 25 Jul 62. • .

•

202. . . (ssug) Ltr to ASDt subj: Request for Type Designation, Agana D

yehielet 26 . JUl 62. .

Plsg frcaiDenglae Aireraft Co inc to.IoCkheea; I AN; 62.

SSD (SSHKK) tnSSI, sUbj: AP 04(695) 4.194, Autherityfor Nal -Coapeti -

tive negotiated Procurement, 1 Aug. 62. .., - • '. ,

•• • .. . .

. . ••......• •....

• --:- •

. •

. . . ....„.... ....., .

.. • . .••

• 205. Mbefrom 85 to =Ovate 2-84 2 Aug 62...
20T. aq •(ssz) Ltd. to latltirle . :%..r.--r:13 for Agen^

10..Aug 62.

M... SSD* (sue) Ltr to SF= Earnos). rubJ: Tr=lifer of Az;erc. D Proacr4.

genagestuxt, 13 AUg 62.

-• 209. Uss..frcei SAY0I73C 1.1..rrj 14ber.c for release 15 Aug 62.

23.0'. SSD (SMD) Mr to ialltipla address, stbj: Auto-DBAPE Orientation,

.16 Aug 62: -*. • • • • • • •

211; SSD (MU) Ltr to Lockheed, sub.): ratablishmnt of Agena-D Prelaunch

Conditions, 20 Aug 62. •

232.. SSD (St311AA)Ltr to Lockheed, /Lena. Start Euzine Com-.

patibility with DM and I:ASA Progran, 24 Aug 62.

213. Status Report on Agana D (Pro,'Ett r.-01A) Augutt 62.

214. Keg frcta.SSD to Lockheed, Cit.:: WM 27-C-33, Zr AtIz..1 62.

lianorandun of Acrement, siibj: Manezer.icnt Belationsbips Between =ism; ssza, • amc end MC, -5 Sep 62.

SSD (BM* Ltr to =ultiple address, subj: Authorization is= type of

Contract; Contract AF 04(695)-19S, 7 Sep 62in/1 atch.

217. SSD (MBE) Ltr . to SSZ, DIN: Agana D Pr-63 Ppialing Requirements to

Support PM PrOSWil peStareM011tai n rap 62.

• SW (s£Z) Ltr to SSVE, stN: Ageha 1) PZ-63 Puniin4; Roguirc cnts to.

lowport.NAgA Program Requirements, n sop 62.

Hag from SSD to CSAF, Cita 2SH-13-9-10, 13 Sep 62.

220. Alta from SSD to APSC, Cite SSK-13-9-11, 13 Sep 62.

. . .

SSD (S81MA) um to Capt George-V. Vatis, 17 Sep 62.

.. • 

•

". 222. kg?' (st11).Ltr to Lockheed, subj: Production of Optional Kits under

the...6a contract,' 24 Sep 62.

. . . ' • . . .

223.. SSD (SSD) Ltr to. Secy of the Air Force. (SAFF14), .subj.u.P.i-62 and IT-63

.Agena Funding iiequrements, 27 Sep 62 (S/Op3).
226. Lioekbeed Itr V, 1.?:-.L.TD or v.v.: s-0.1% Prezreo,

1 Oct 62, Procrual:enesement T:4ier.

lst Intl. (Mel w/o f..:/Gph Ateh), Sao to Fan?, oubj:ilquid'Itockeb Ensine.

'5 Oct'.62, Ate;3: kr.4.--,Ine Data Milrt. .

. -

228..: Q) • (SAD) Ltr. to Lockheed., .subj: Ground Rules for genegenent . of

the-AC-1 System, 8 Oct 62. .• -

• •.• -• •

229.- -14g, Cite SSH 12-10i-23; 12 Oct 62. .

230. CM (DM) Ltr to SSG, subj: Agena Presentation, 15 Oct 62.

231.. Msg. (a/Gp11), Cite S.911 15-10-28, 15 Oct 62.

let Ina, SSD (5.%1) to SSITia, subj: Aattna D/Ocsaini Configuration,"

16 Oct' 62.•

tiestorezd.um to vat (col. Plebe/3,4i, subj: 8-01A Requirements Based on

TIM Senate.. ginzlonn, 1C cot 62. . •

231 . SSD (LM:1) it • to /1'1110 (Col Vcr/les), I4ckheed, cubj: Logistics

eavelllance of Prouraza S-031i, 3.9 Oct 62.

SQ1) (1.MR) Ltr to £S (1:zjislbert), nub.): Optional *aliment Requirements for 6-01.f. Vehicles, 22 Oct 62. •

SSD (801) Ltr to =MC, subj: Solo Source Juetifleetion, Contract

AP 01(695)-221, 22 Oct 62.

Mg, Cite SSH 23-30-37, 23 Oct 62.

SSD (MIR) Ltr. to VW (Col Hedrick), subj: Mona D MC Optional

Equlizont, 31 Oat 62..

239. CL (LUDO Ltr to MR, Accni4 D rk.63 Funding Requirements to

Support NASA, 3. ffor 62.

21;0. SSD (SW) Ltr to Loo! hoed, subj: 8-01A Vehicle Assignment Philosophy,

2 Nov 62.

•

21:1. SSD (WM) Ltr. to Lockheed, subj: Fixed U11ege Rocket Carrier Problem,

8 Nov 62. .. •

212. sth-(SiNNIC) Ltr to multiple address, subj: Request. for Authority to

iittend Definititl.ort Data enzl to pdoucate Additional Funds -. Let-ter

Contract AF 04(695)-65, Mena D, 1% Nov 62. •

•

•
- 2 .7.tr le a.1:.y. ze, : ituthalv...non for.

Iatter Lo-; 62.

..

245.-. SW) (SS:i";!)) Ltr to 672; .41Z.7 C1 7,can-4,), re;;;.: trribilieul Test Pai3.osophy

an .d B.1.n.-.%et. :Ie.-a:oval £cr SLI13, S .C11:, Peylor.ti P37, 26 i'Zciv 62.

.

2.46. (C/«p41, 989%, -302127Z my 62.

.. • • 247. SSD (San) .T.Ftr to Lo^kitecd, auki: First ArUcla Conrigure.tion Inspection.

- • *oil 'Cr01/0.:9, 6-23 llov 1962, 12. Dec 62. • •

• -historical Data - Jul-Dec 1962 fre.ei SSZAR to SMA., 24 Je.n 63.

•• . • MBA Ltr to Coa 3. A. Sellricrer, 25 Jan 63.

Contractor rorforinanec )'lyaluation. Report on it? Contract AP O4(695)-21,

vit.h Locl•hcod ant Spece Co4vany, Suorwvolop Cr/ifornieo

. 14 NI) 63, (C/Cpl*).

Lt.' vei Gen B. A. Cent-i •rer to Dr. lieberb C. Seamans, Jr., 6 Kw 63..

Sz-mtcc Systems Division 10, ►11? 0-014 ::anr.geocuit Fee:taco, 20 Isar 63 ($/13p3).

Nog) Cite MM. 3.61700Z Apr 63.

MD (5.11► Ltr to Dist.•ILI:tie% cubj: Letter or Understansling Between

MBA !Avis Research Center end MAP Space Etrotess Division for Transfer

of HASA Mena Contracts, 9 Rey 63.

SW (SSZ/4) Ltr to SrhVi aryl SP-206, sub j: Configuration Control

snaGeseut or Prozrom 3-01A Booster Vehicles, 3.9 Jun 63 (OA).

• 256. ling Cite A.7BSTD 76993, undated, and' Mg Cite l'SPA 15-7142, 1520457

Jul 63.

. 257. AMC (IMAR) Ltr to multiple Maros°, subj: Transmittal of Hs oorenduse

of Agrecrocnt, 20 Au:, 63, vheAtubs USAP-ITAS ► Hummandwa of Agreement

NASA Office of Space &fiancee Agent Iiivneh Vehicle Program, 9 Aug 63.

•

258. SEM (SSI2Ltr (C/Opl*) to 8311, subjr Annual Report of Achievements

(3 oat - 3 oct 1963), 27 Sap 63.

•

-259: --1)0D- 1:iiiis Roleatii No; 1396-63, 21 Oct 63.

. 260. 10311 Cite Isfastc • -33.4 071956Z Ilov 63.

.;„ 2a. Sissaszy Report - Transfer of NASA Mena. Provo:se from AFSSD to RASA •

LeRC,' 31 Dec 63. . •
rz,/,/ /7 7/

,AIZZAIWIZAW,

f -• • tea-..--.1V- . %-y-z Ja.,:ar.t.ei Lea30 :=.;;-t-i, 12 ;1-!: vp;r. : • • 1 _ 1-1 - ''. 01 * 3 0;); 4 (C); 5 =itted; tu,, .„

6 (c).

. est) (sus) Lt (Mel vto..C/Cp4 itch) to (Mtel:"..r;' Ritlezel.),

stioj:... Ezeent Agcna :light Problem:, 12 Ifov vil ateh: • Propos4

: letter to-Sec 14.21:111en from Gen S^..hriever, •vil ate:. • •

• -

57. SSD. (W U) Ltr (thial lrjo c/q24 Atoh) to Arse (cm Schriever, sub J: •

General rynctsics/Astrone.utica 1.,ropotal. to Increase SLV-3/Agaaa Payload •

• • . . •

58. SSGA• t.t..cx)randtva for Conerals Funk and Cooper (row), subj: Request for •

Authority to Raise gajor Agent: Subcontrkctora to Associate Status,

10 Dec 64. • • .•

.69. SSD (53K) Ltr (CP4-4) to AFSC cud Hg USAF (in turn), subj: Request for

Detendinatioa end Findinc,s rursucast to ArrI 3-214, 25 Jan 65.•

(0.. SSD (SSIM) Ltr (C/Or4) to WU!, vubj: Historical Report, 1 July 1954 -

31 December 1961i, 5 I'eb 65, u/5 Una,. Atch.

Gemini Atlas /cola Tarzet VeLicle SYsten, Nana genenb and Responsibilities

A'reement betuecn the rational Aeronautics and Space Administration •

Manned. s2aceornit Center and The United Staten Air Force Air Force Systems

Cassette, Space •ste:..) Division, tsar 65.

(2. SSD (S OA) 1276 ctd4: •iosatalite Prow•• -- Call from Cols Pickering

73. Memorandum for Gen Funk, Own Gan Cooper, from Cal Hamilton, subj:

Advanced. Life Support Capsule, 2 Apr 65. •

j4. SSD (SW) Ltr (C/Gp4 to AFSC HqUS7d? (In turn), subj: Request for

Determination cM Findings Pursuant to AFPI 3-214, 25 May 65.

75. SSD (SSLO) Ltr to AFSC (SCO0i, subj: Request for Oiganiaation Change -

Gemini Agana Division. (SSVAT , 29 Jul 65.

•

SSD (ssvit) Ltr . (C/604) to ssma, subj: RistoricarRifiOrti 1 January 1965 -

30 June 1965, 9 miz 65, v/5 Atch: Atch 1 (*ph). •

77. Msg-Cite SSG 10111, 20 Oct 65.

• copzbility zr Nov 64, -42 htch; Atch 1 C/Gp4.

an Siren of AM, 9 Nor 65..

•
279.. 1.7SC.I.U• rsd Gen E. L. •Szazi.tver

-.(11r1Wm- Gozsick),

Cite SSG 10125 Nov 65. •

281. - . SS) (SSVA) Ltr (C/Gpli) to see,- risterieLti Ileport, •14;/6 (itch

1. (u); _matted; . .3 (U); 4.- (U); 5 Oh 6. (U); 7. • 0), 8 Feb. 66.

. . 282.; SSD (MC). Ltr •to Area end 1!:). USAF, cubj: Recr.lict for Detzitinatione

and Findims Purcuent to AFPI 3-214, 8 Jul 6G.

•

8.%) (SSVA) Ltr • (Uncl vie C/Cp4 Atehe 2, It, 3 8), stibj: •Rintorical

Report . for the Period of 1 Jainwxy 1966 30 .rutta 1966, 29 Jul 65..

SSD (SSV) Lt= to SECS (Gen Martin), gubj: Agana Cuidance end Control

Subsystem Developmect, 1 Feb 67, (C/Cp3); .

SSD (SSVA) Ltr _(Unel i:/o C/Cp1► Atch 2; 7, 8 i$ 9) to SSV, zubj: Illetorlear

Report, 1 Jul 66 to 31 Doe 66, 3 rob 67.

DAP Ltr (C/Cp3) to 2SVA, Lubj: Attitude Control Wsten conricurution,

8 Feb 6y.

267. DAY (SP-7D) Ltr to SSVA (Itijor Zell), subj: Ltendard Agana Allocation, 13 Feb 67.

APIIPL (RIO) Ltr to SSD (S33V/Col D. V. Mi.U.er), subj: Advcrlecri Agana

Development, 26 Mar 67.

SSD (SWAP) Jrt (8/Cp3) to SSIX (!tr. HeClellcn), aubj: Worts of

Standard Agee& Vehicle?, 7 Apr 6T.

DOD (BINA) Ltr to SSV (61 Eton), 01114 It'IprOvod ACeun Developsont

Program, ea Apr 67.

203a: Briefing Marto (WOO), Report' of Syceial Board en Menu Prosurancest,

SWOP, 1 goy 6y.

290b. Hag (001). 3), Cite S93 67-12, 24 Evy' 67.

2900. lugs (030), Cite SCSS 22931, 262Mr. 6/, Mar 67.

SSD (SSV) Ltr to SAFSP (aen Martin), cubj: SSD Position on SCUP

Proposal for a My Production Mancgtagent Concept for Aeons, 2 Jun 67.

1•••Ni. ••

292. WE 'RA Mail Robert R. Crw.rford, 7 Jun 67. '
• 293. ladt-he2d. trieSiug C/2.11::: aubj: Azona, 21 Jtni 67.

: 296. DA? • (3P-1) Ltr. (C/Gp3) to s (Gen Cover), B.Ipro-evi

23 Jun 67. - • ••

297; --11.:ea sgd Mejltobcrt F. Cr:art.ord, saj: liaDrovel Requira:cnts

Ideeting, 28 Jun. 67%

298. Briefing Cbetrts on Agana D and iM.7.nr.gazieut 'Problem:3j 11 Jul 67.

.'

• :

•

. 299.. SAI-..w(ftriA) Ltr (Uncl utio C/Gpli*Atelt 3 sad 8) to Mar, subi: Historical.

Reports zr Jul ET 

• •

'300. program PlanveUbs: CuatuaiaL4 st;odord_Agooa, Stipport UlaineeriUS

- • •Program Plan, Contract F0695-674-0092, 27 Jul 67. .

Briefing Charts, subj: Strndurd itGelitto 28 Jul. 67.

SAIISO (WA) Isbr to 17.Z3 (Con Nartin), ntroj: Aeons D Cor.tract

Structure, 2 Aug 67.

841S0 (8 G) Ltr (C/Cp4). to SAPS? (Gou :tertin), subj: Mvroved Agana

Flight Taut, 11 Am 67.

M? (SP-1) Ltr (C/Up3) to E2M-2 (Oca Cooper), rubj: Iva roved Aeons

Plight Test, lh Am 6y.

EAMO (1EV) Lt.r to CA Sr (Gen V.trtin), cubj: g•At Production 14c:wesmut Concept for Agana, 22 Avg 67.

DAP (8P4) Ltr (C/0p3) to CD-2 (Can Cooper), cuaj: Imprcreed Amu,

30 Aug er.

•

8A1480 (IRC-2) Ltr (C/0p3) to OMB (Cen Martin,. cubj: Improved

ACeutt, 7 802 et.

DAP (8P-1) Ltr (8/Gp3) to 12434 (Gen*Coope.r), subj: Vey PkvauctIon

Hanngcsent- Concept for Agana, 8 Sep 67.

. .

. •

3o6o. 1•mpornntium for Gen °Tall (C/Oph) cod UntiOcu Paul T. Cooper, subj: . Sew Production ganeecurnit Concept for keno, 18 .Sep 67.

•

307. Wit sgd LtCol Allen J. tows Cuctac Agonft•Briefine to Can

rartin, 19 Sep 67, vh. Atett: Bricilna Cutlets, cv14: Custom terns.

•

•
308.. D.s2-.(4-2-2.) (F,:cip3),.to 3:5-2 (bc.r. C.:c•;:-..r) , Men; •-for f oca tT.-.. ...:ni;

•

SA.V.,:zp 20 &p 67.

309.. edi.1-20 (g4G) Ltr to SC0147 (Col II'. G. ::-..s.-ziso .7r), ilubj: .!:an,-...??..-r ..

-. •,..., .

.

-

- Peckemaz for tb".. Titr..n III -8 -- - 'aril thz i.::ma Pre-,.--x-10.-trice, 10 Oct 67.

.. . .. 

-

. 

S10.• iNte(p/Gp4), Cite =EN 3C . - o55, i82134z 6t 67..

- •

. 

.

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GEMINI ATLAS AGENA

TARGET VEHICLE SYSTEM

MANAGEMENT AND RESPONSIBILITIES

AGREEMENT

BETWEEN TIE

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

MANNED SPACECRAFT CENTER

AND

THE UNITED STATES AIR FORCE

AIR FORCE SYSTEMS COMMAND

SPACE SYSTEMS DIVISION

MAKI 1365
TABLE OF CONTENTS

Paragraph Pale

1. PURPOSE .1

Z. NOMENCLATURE 2

OBJECTIVES OF PROGRAM 4

MANAGEMENT OF PROGRAM . 5

DETAILED RESPONSIBILITIES 12

AUTHORIZATION AND AMENDMENT 26
NASA MSC AND AFSSD

MANAGEMENT AND RESPONSIBILITIES AGREEMENT

for the

GEMINI ATLAS AGENA TARGET VEHICLE SYSTEM PROGRAM •

1.0 PURPOSE.

1.1 This document delineates the management responsibilities of the

Air Force Systems Command (AFSC), Space Systems Division (SSD), and

the National Aeronautics and Space. Administration (NASA), Manned Spacecraft Center (MSC) for the conduct of the Gemini Atlas Agana Target Vehicle

Program, an essential part of the Gemini Program. Further, this document

clarifies and supplements the agreements between the Department of the

Air Force and the NASA, dated September 15, 1960, and in the NASA-DOD

Operational and Management Plan for the Gemini Program, dated

December 29, 1961.

1.2 Implementation. These agreements shall be contractually

implemented by means of appropriate statements of work issued by MSC

to SSD amending applicable NASA Defense Purchase Requests..
2.0 NOMENCLATURE.

For the purpose of this agreernent, the following vehicles and

system nomenclature, as illustrated in Figure No. 1, shall apply.

2.1 Gemini Atlas Agena Target Vehicle System (GAATVS). The

GAATV System consists of the GAATV and all equipment, procedures,

facilities and personnel required to accomplish the checkout, launch, and

accomplish the performance requirements •

for the GAATV.

2.2 Gemini Mae Agena Target Vehicle (GAATV).. The GAATV

consists of all equipment which lifts off the launch pad, i. e. , the Atlas

(Air Force designation SLV-3) and the GATV.

2.3 Gemini Agena Target Vehicle (GATV). The GATV consists of

all equipment forward of the Atlas/Agena interface.

2.4 Gemini Agena Target (GAT). The GAT consists of the equipment

which is literally the rendezvous and docking target for the Gemini

Spacecraft, i. e. , the GATV less all dropable items (booster adapter, shroud,

horizon sensor fairings, etc.).

2.5 Gemini Agena (GA). The Gemini Agena (Air Force designation

S-01C) consists of all equipment forward of the Atlas/Agena interface and

aft of the Target Docking Adapter/ Agena interface.

'2.6 Basic Agena D. The Basic Agena D consists of the Standard

Agena D (Air Force designation SS-01B) with the multi-start engine

(Bell Model 8247) installed.

2.7 Target Docking Adapter (TDA). The TDA is the forward structure of the Gemini Agena Target which provides the mechanism for connecting the Gemini Spacecraft to the GAT to form a single structural unit in the

docked configuration.
. •

Add: Add:

•

1. Target Dock• 1. Atlas

ing Adaptor (SIN-3).

(TDA).*

Z. Shroud.(nose

fairing).

* GFE - NASA

Procurement.

Remove:

1. All dropables.

I

1 •

GAT.

Gemini Agena Target

(Actual target for Gemini Spacecraft)

rAdd:

Facilities.

AGE.

Pe rsonnel.

Procedures.

II

C-1

Add:

Standard

Optionals

(Including

Booster

Adaptor).

Forward auxiliary Rack.

Secdndary

Propulsion

Sub-system.

Other program

peculiars.

Remove:

Some basic

components.

Some optional

components.

BASIC AGENA O •

(SS-01/3

with

multi-start

engine)

GA (MTV GAA V GAATVS

Gemini Agena

(5-01C)

Gemini Age sus

Target Vehicle

Gemini

Atlas Agena

Target Vehicle

Gemini

Atlas Agena

Target Vehicle

System

Figure 1. Configuration Nomenclature

• *. • • ti :41e tif4§111111

•
a

1.0 COSIECTIVZS 07 PaCCRILNat.

3.1 Gemini Program Objectwes. The Gemvai Program has been

established to provide a flexible space vehicle system which can be used

to explore the many problems of manned operation in a space environment.

The following specific objectives have been selected for the Gemini Program:

Long duration mission

Rendezvous

Maneuvering in space before and after docking

Extravehicular activity

e. Provide a platform for scientific experiments.

3.2 GAATVS Objectives. The Gemini Atlas Agena Target Vehicle

System will have several objectives in the Gemini Program. These objectives are:

Provide a target vehicle for rendezvous and docking.

Provide a larger launch window for the Gemini Spacecraft by a GAT orbital plane-change capability.

c. Provide an orbital change capability for the Gemini

Spacecraft and the Gemini Agana Target when docked.
'14 Aro VtArr 74:7 Ct:T 01.-rA,A

4.1 Cerro. r s :

4.1.: Germ:.: Program Office. NASA responsibilities and authority

for overall program management. direction. systems engineering and

operations will be accomplished by the NASA MSC through the MSC Gemini

Program Office (GPO) which, as a management group, will be the central

point of decision making and control for all facets of the program. The

Resident Manager, Gemini Program Office, located at Cape Kennedy, is

the representative of the GPO in conduct of its functions at the Air Force

Eastern Test Range (AFETR)• •

4.1.2 Space Systems Division. Air Force responsibilities for acquisition of the GAATVS (less the TDA) and launch of the GAATV in support

of the Gemini Program will be accomplished by the Air Force Systems

Command through the SSD, acting as contractor to MSC.

4.1.3 Gemini Agena Program Office. SSD will establish a Gemini

Agena Program Office (GAPO) which will be the central office for all

GAATV system management, program administration and coordination

of activities of other Air Force supporting elements.

4.1.4 ' Aerospace Test Wing. The 6555th Aerospace Test Wing (ATW)

will function as the on-site manager for all SSD activities at the Air Force

Eastern Test Range (AFETR).

4.1.5 Aerospace Corporation. The Aerospace Corporation will be

used in a technical surveillance role on the SLV-3 vehicle portion of the

GAATV Program. Assignments to the Aerospace Corporation on the

SLV-3 Program will be controlled by the SSD SLV-3 Program Director;
4

beirevere wry issereas es )1.-erospa.: e Carpus r rapport w w :IL

increase costs on the Gemini Program =1St have GPO %approval prior to

implementation. Assignment of ether ilium SLV-3 tasks to the Aerospace

Corporation on the GAATV Program must have the approval of GPO.

4.2 Gemini Program Office.

4.2.1 Coordination Meetings. The coordination meeting system

established by the GPO for management of the Gemini Program shall be

• used to provide simultaneous information and data to all cognizant organizations, and to insure that all such organizations are a party to resulting

action and direction. Meetings are regularly scheduled, agenda are

coordinated, and the proper people are requested to attend in order to

resolve the problems posted. Program Office management methods

utilize the coordination meeting tool for application to the technical and

administrative problems in this complex management area. .

4.2.2 Interface Control Panel. An Interface Control Panel has been

established which is composed of representatives from all agencies involved,

i. e. MSC, SSD, McDonnell Aircraft Corporation (MAC), and Lockheed

Missiles and Space Company (LMSC). The activities of this panel are

associated with the interfacing systems between the TDA, Gemini Spacecraft,

and Gemini Agena, as specified in the Gemini/ Agena Interface Specification

and Control Document (ISCD-2). Direction from this group will appear as

changes to the specification (ISCD-2). The procedure is delineated in the

ISCD-2. When the actions of this group determine that direction to contractors is necessary, the direction will take place through management

channels as determined by the fundamental responsibilities previously

established. The minutes of the Interface Control Panel shall be reviewed

and approved at the regular coordination meetings.
*/ •

s1i,4 Vbd Cse,54tIr4 Pan UP; ;$91.‘ 0.;71,.. i ta rn • .04 tittON401n*

and plans es:crow:a etc z Ir. fr.: Ireotv.:. rirlo; # elp* ?le ev- Arty

coordinated in regu:ar3T schf ried ntettimita bowletr. representaries of .41

the agencies involved. i. c.. MSC. SSD. MAC. and t..34SC. • When the actions

of this group determine that direction to contractors is necessary, the

direction will take plice through managements charnels as determined by

the fundamental responsibilities previously established. A report from

these Spacecraft Guidance and Control Panel meetings shall be made at

the regular coordination meetings:

4.2.4 Trajectory and Orbit Meetings. These meetings are the focal

point of trajectory oriented mission planning. Flight plans and techniques

are developed for all mission phases. GAATV related activity is as follows:

Establishment of the GAATV launch guidance criteria.

Selection of nominal GAT orbit characteristics such as

inclination, altitude, maneuver accuracies, and error

analysis work with regard to possible mission maneuvers.

c. Selection of GAT maneuver points and maneuver objectives

which include maneuver logic, coordination with associated Gemini Spacecraft and ground control activities

for both pre- and postdocking maneuvers.

When actions of this group determine that direction to contractors is

necessary, the direction will take place through management channels as

determined by the fundamental responsibilities previously established.

A report from these Trajectory and Orbit meetings shall be made at the

regular coordination meetings.

4.2.5 Other Representation. GPO will maintain in-plant representation at LMSC. and representation as observers on the SSD GATV

Configuration Control Board. GPO will also participate with SSD in

various meetings as required.

44124, 46•014; 4m-4-4;4.i 4
8

4. n Cvntract :a: Ac-----es.

4.3.1 Contractual implementation. Contractual direction from MSC

to SSD will be provided in the form of XAS A Defense Puichaie Requests

which will include Statements of Work covering supplies or services to be

procured by SSD, a schedule of delivery requirements, appropriate funding

and such other instructions, limitations or conditions as may bi appropriate.

The Purchase Request and Amendments thereto will be issued by the MSC

Contracting Officer, as a result of direction by the Gemini Program Manager,

and will be processed to the SSD GAPO through the SSD Comptroller

(Programs Division). Upon acceptance of each Purchase Request or

Amendment thereto, SSD will • effect procurement action within the guide-

•

lines specified therein.

4.3.2 Technical Direction and Guidance. Technical direction and

guidance of the work under these Purchase Requests will be carried out

by the MSC GPO. Technical instructions with respect to projects and

project approaches, redirection of technical efforts and programs,

engineering changes and other technical matters which are within the

scope of MSC contractual direction will be issued over the signature of

the Gemini Program Manager or his authorized representative and will

be processed to the SSD GAPO. In no case will such instructions be

processed directly to associate contractors under the cognizance of SSD.

4.3.3 Increase in Scope. Any GPO technical direction which increases

the scope of MSC contractual direction to SSD or which alters the terms and

conditions thereof will be directed in writing by the MSC Contracting Officer

and processed as a Purchase Request Amendment. Any technical direction

to associate contractors by the SSD, whether or not within the technical

scope of existing contracts, which will result in additional program costs

in excess of $50, 000, shall require GPO concurrence prior to the obligation

offunds.
4- .4 Technically Inadv:sabr.e. If the direction received from MSC

is considered by SSD to be technically inadvisable. the SSD GAPO will,

prior to implementation. submit technical arguments and alternate proposals to GPO, usually at GPO coordination meetings. The GPO decision

in such cases will be authoritative and will be confirmed in writing by the

Gemini Program Manager.

4.4 Funding and Fiscal Reporting. 

4.4.1 Financial Plans and Budget Estimates. The SSD GAPO will

prepare a semi-annual financial plan and budget estimate for submission

to GPO in accordance with MSC requirements, contained in the applicable

Statement of Work. -Further, GAPO' will respond appropriately to supplementary MSC directives. Periodic review and adjustment of the financial

plan and budget estimate will be accompliihed by GAPO upon request of

the GPO or as required by program changes.

4.4.2 Funding by NASA. MSC will allocate funds for SSD support

of the GAATVS Program by NASA Defense Purchase Requests and Amendments thereto. The allocation of funding increments will be substantially

in accordance with the time phased requirements reflected in the financial

plan and budget estimate prepared by the SSD GAPO. It shall be the

objective of MSC to provide increments adequate for support of the GAATVS

Program for a period of not less than one fiscal quarter and to process

the-applicable funding documents in a timely manner to assure the arrival

of such documents at SSD at least thirty and preferably 45 days prior to

the beginning of that quarter.

4.4.3 Fund Exhaustion. The SSD GAPO will advise MSC whenever

the funds obligated by SSD equal or exceed 80 percent of the amount shown

on the face of the applicable Purchase Request as amended. When the

requirement for funds exceeds that shown in the SSD financial plan or

when the funding provided by MSC is inadequate for support through a
full fiscal quarter, the GAPO will provide to MSC an estimate of the date

when the available funding will be exhausted. It shall be the objective of

SSD GAPO to advise MSC of new funding requirements 60 days prior to

the need date. The GAPO will at that time request MSC to obligate additional funds to the applicable Purchase Request as necessary to maintain

program continuity. It is understood and agreed that MSC is not required

to obligate additional funds to the Purchase Request, nor is SSD obligated

to provide support of the GAATVS Program beyond that period of time for

which funds are available for performance.

4.4.4 Funding Obligation to Associate Contractors. Funds obligated

to SSD by Purchase Requests and Amendments thereto will be futher

allocated and obligated to the various SSD associate contractors or SSD

cost elements at the discretion of the SSD Program Managers responsible

for providing the supplies and/or services specified in the NASA DOD

Purchase Request. This discretion of the SSD Program Managers will .

not include authority to allocate funds for other than the specific supplies

and/or services designated in the Purchase Requests.

4.4.5 Status Reports by AFSSD. The SSD GAPO will provide fiscal,

schedule and technical progress reports to GPO in accordance with the

requirements contained in the applicable Statement of Work.

4.5 Air Force Procurement. 

4.5.1 Procurement Action. Procurement action necessary to fulfill

the requirements specified in the applicable NASA Defense Purchase

Requests will be effected by SSD at the direction of the SSD Program

Managers responsible for providing the supplies and/or services specified

in the Purchase Requests. Procurement will be accomplished in accordance with the Armed Services Procuxement Iegulations (ASPR) and such

other Air Force instructions, regulations Ind directives affecting SSD

procurement activities.
•

4.3.2 Statutory Pros,-Asvar—s Cause*. St.stutorr pro-. to tons

other contractual clauses destred by MSC •rEU be emptoyed to the max:rnura

extent practicable in those contracts initiated for and funded by NASA litSC.

4.5.3 Contractual Negotiations. The MSC GPO may designate representatives to observe statement of work and contractual negotiations

pertaining to those contracts and/or contract modifications initiated for

and funded by NASA MSC.

4.5.4 Contractual Documents and Directives. Information copies of

all contractual documents, directives and instructions pertaining to the

contracts and/or contract modifications initiated for and funded by NASA

MSC will be provided by the SSD GAPO to the MSC GPO, the MSC

Contracting Officer and, when applicable, to the MSC GPO representative

stationed at the SSD contractor's facilities.
5.0 DETAILED RESponisiLITIES.

5.1 NASA-DOD Agreement . The NASA-DOD Operational and Management Plan for the Gemini Program, dated December 29, 1961, which was

made the basis of a formal agreement by R. C. Seamans, Jr. and John H.

Rubel on January 29, 1962, establishes among other things the following

pertinent responsibilities:

5.1.1 NASA Responsibility . Overall management, planning, .direction,

system engineering, and operation of the Gemini Program is the responsibility of NASA.

5.1.2 Technical Authority . Final technical authority for the Program

lies with the GPO, and final resolution of areas of technical disagreement

between the SSD and MSC is with NASA.

5.1.3 AFSSD Responsibility . The NASA-DOD agreement states that

although wide-spread authority is assigned to NASA, the GPO is a management group and that the actual development will be performed by other groups.

The agreement, in part, establishes the following DOD (SSD) responsibilities:

5.1.3.1 Contractor to NASA . AFSSD will act as a contractor to NASA to

procure the Atlas and Agena vehicles to be used in the Gemini rendezvous

missions.

5.1.3.2 System Integration . AFSSD will provide Atlas/Agena systems

integration.

5.1.3.3 Day-to-day Technical Direction . Within overall guidelines and

criteria provided by NASA, day-to-day technical direction of the SSD asso

ciate contractors will be accomplished by AFSSD. SSD will keep GPO informed of this direction, usually by forwarding GPO copies of the action

directive.
1 3 •

5.1.3.4 Launch Supervision. AFSSD will provide technical supervision.

under NASA Operations Director, for the launch of the Atlas/Agena vehicles:

5.2 Supplemental Responsibilities. The following responsibilities

are expanded and delineated in the following paragraphs:

Planning and coordination

GATV development and GAATV systems integration

Prelaunch activities at Cape Kennedy

Launch operations at Cape Kennedy.

Data reduction

AFETR Launch Complex 14

g. Title to equipment.

5. 2. 1 Planning and Coordination. 

5.2.1.1 MSC GPO.

5.2.1.1.1 Direction and Funding. The MSC GPO has the responsibility to

provide the SSD GAPO with appropriate program requirements, technical

direction and funding necessary to accomplish the SSD responsibilities for

the GAATVS.

5.2.1.1.2 Liaison. The GPO may assign limited numbers of personnel to

perform liaison duties at SSD and at certain associate contractor plants

having contracts and/or contract modifications initiated for and funded by

NASA MSC for the GAATV program. The liaison links between GPO and

the associate contractors will be utilized to expedite the exchange of

information only. GPO directives, instructions and recommendations will

be channeled through the SSD GAPO.

5.2.1.2 AFSSD.
5.1.1.1.1 Program ShIlastagerner.: . SSD has the responsibility to provide adequate prograsn manage:nen:. prac-zrement action., and technical

direction necessary to accomplish the SSD responsibilities for the GAATVS.

5.2.1.2.2 Coordinate Activities . The SSD GAPO will coordinate all activities of other Air Force elements supporting the GAATVS.

5.2.1.2.3 Associate Contractors . The SSD GAPO has the responsibility for

management and technical direction of the GATV associate contractors,

except the associate contractor for the TDA.

5.2.1.2.4 Monthly Management Meetings . The SSD GAPO will conduct

monthly management level meetings and periodic technical reviews with the

associate contractor responsible for GATV development and integration of

the GAATV. GPO may designate representatives to attend and participate in

the proceedings of these meetings.

5.2.1,2.5 Coordination Meeting Participation . The GAPO will coordinate •

the activities of SSD in providing qualified representatives of SSD and its

associate contractors to participate in the coordination meeting and panels

established by MSC.

5.2,1.2.6 Technical Status Reports . The SSD GAPO will prepare or direct

preparation of technical status reports on special subjects upon the request

of GPO. Periodic GATV Program status and progress reports specified in

the NASA - Defense Purchase Request will be provided through the associate

contractors.

5.2.2 GATV Development and GAATV Systems Integration .

5.2.2.1 .MSC GPO.
1%

3lesisomsibilstr. nor xAsA mrtc *.as thy ovitralt reepunisi-

.

baity and authority for :acc.7.-isitir.r. anti systems integratsen for the Gtentat

Program. Acquisatvoc. with the exceptzw: of the TDA. and systems integr.ation of the GAATV is the delegated responsibility of-the SSD GAPO.

Responsibility for the Gemini Spacecraft/G.AT and the GAT/ground network

systems integration will be retained by MSC.

5.2.2.1.2 Funding and Authority. The MSC GPO has the responsibility and

authority to provide the SSD- GAPO with clearly defined performance requirements, adequate funding and authority as GAATV system integrator.

5.2.2.1.3 Acquisition of TDA. The MSC GPO has the responsibility and

authority for acquisition of the TDA which will be provided to SSD as Government Furnished Equipment (GFE). The MSC GPO is responsible for assuring

that the TDA furnished to SSD meets the interfice design criteria provided by

SSD, and that the TDA has.the performance capability required for accomplishment of mission objectives.

5.2.2.1.4 Interface Specifications and Control Document. Definition of the

interfaces between the Gemini Spacecraft, TDA, Gemini Agena, and the

shroud is the responsibility of GPO. The previously mentioned Interface

Control Panel has been assigned the task of defining this interface and the

. previously mentioned document, ISCD-2, has been issued by NASA to accomplish this definition and to control the interface. Agreements by all agencies

with this docummit attest to the fact that the defined interface is compatible

and will work satisfactorily.

5.2.2.2 AFSSD.

. 5.2.2.2.1 Performance Responsibility. The AFSSD has a responsibility

*to the GPO to develop and provide a Gemini Agena which, in conjunction with

a NASA furnished TDA, can accomplish the required mission objectives.
4311.-e rall he spoe.isbaite. The 2LAS4 34SC has the ovv tall responsibility and author:4. for acquisttior. arm systeir.s inzegration 'or the Gemini

Program. Acquisition. with the exception of the TDA. and systems integr ► -

tion of the GAATV is the delegated responsibility of the SSD GAPO.

Responsibility for the Gemini Spacecraft/GAT and the GAT/grour.d network

systems integration will be retained by MSC.

5.2.2.1.2 Funding and Authority. The MSC GPO has the responsibility and

authority to provide the SSD GAPO with clearly defined performance requirements, adequate funding and authority as GAATV system integratot.

5.2.2.1.3 Acquisition of TDA. The MSC GPO has the responsibility and

authority for acquisition of the TDA which will be provided to SSD as Government Furnished Equipment (GFE). The MSC GPO is responsible for assuring

that the TDA furnished to SSD meets the interface design criteria provided by

SSD, and that the TDA has the performance capability required for accomplishment of mission objectives.

5.2.2.1.4 Interface Specifications and Control Document. Definition of the

interfaces between the Gemini Spacecraft, TDA, Gemini Agena, and the

shroud is the responsibility of GPO. The previously mentioned Interface

Control Panel has been assigned the task of defining this interface and the

previously mentioned document, ISCD-2, has been issued by NASA to accomplish this definition and to control the interface. Agreements by all agencies

with this document attest to the fact that the defined interface is compatible

and will work satisfactorily.

5.2.2.2 AFSSD.

• 5.2.2.2.1 Performance Responsibility. The AFSSD has a responsibility

to the GPO to develop and provide a Gemini Agena which, in conjunction with

a NASA furnished TDA, can accomplish the required mission objectives.

11111111111101mmifilowiewom.:04.,:.;i. 4
l:

stab;:ar.arat conztz.: at :he d combination of

:tic donna= Gemsr.; Spacecraft and the GAT. Consequently.

studies. analyses. and destir» necessary to accomplish this

are part of the SSD responsabitities. GPO in turn. is required

to furnish SSD with the necessary pertinent information concerning the TDA and the Gemini Spacecraft. SSD is required

to provide the GPO with the results of studies, analyses, and

tests so that the effects of Gemini Agena attitude control on

the TDA and Gemini Spacecraft can be comprehensively appreciated and considered for approval. '

• 5.2.2.2.4 Contractor Cooperation . Insuring complete cooperation by the

SSD contractor, LMSC,. with the NASA contractor, MAC, to the degree

necessary for completion of the MSC systems integration functions is the

responsibility of the SSD GAPO.

5.2.2.2.5 Development Testing . SSD has the responsibility for the necessary development testing of the GATV at LMSC. GPO is responsible for

providing MAC support for these tests as necessary. To allow maximum

advantage to be gained from these tests, SSD is responsible for supporting

MAC TDA test requirements, as directed by GPO. Appropriate MSC

personnel, as approved by GPO, will participate, as required. in a limited

manner in the review of test plans and testing at LMSC. This participation

will be of an observing, monitoring, and reviewing nature.

5.2.2.2.6 Acceptance Testing . The GATV acceptance testing is the responsibility of SSD. In the manner explained in the development testing paragraph above, MSC will participate in the acceptance testing carried out at

LMSC. Close liaison between MSC representatives and SSD is necessary

in order to preclude, as much as possible, modification or rework at AFETR.

It is required that SSD provide the GPO with detailed plans for the acceptance testing of GATV well in advance of the first acceptance so that MSC

participation can be adequately planned. Details are to be provided GPO

on the organization and staffing of the government acceptance team and the

plan which will be utilized in the vehicle acceptance and any other inspections

or tests which may be associated with the acceptance of the vehicle.
Manager

Gemini Program

• Offic‘

Resident Manager

Gemini Program Office

Cape Kennedy. Fla

1

AFSSD

rogram Director

for

G►mm ►nde r

Air Force Space

Systems Division

Commande

6555th

GAATV Manager Integration &

KSC - Florida

Operations

n10 11•011111M ,•n•• .11n•••.11•n•• nnn••••

[—Coordination Interface Aerospace

Test Wing

Chief

Operations Support

Plans and Program

Office

Chief

SLV-3 Division

6555th Aerospace Test Wg

Test Conductor

KSC - Florida

Operations GENERAL ELECTRIC

AND LMSC GD/C

(SLR-3) (Computer/Guidance) (GAT V)

McDonnell

Aircraft

Corporation

LMSC

(cermrAgens)

MAC

(TIM

Figure 2. Prelaunch Organization Chart
20

requirecrsents for the checkout of the mated TDA shall be the responsibility

of IL5C/MAC. MAC is responsible for all work. maintenance and servicing

of die MAC supplied portion of the GATV. MAC shall have a coordinator

who reports to KSC-FO. and who will be present for all.testing of the TDA.

LMSC procedures for testing the Gemini Agena and TDA jointly and in one

test shall be reviewed and explicitly approved by an KSC-FO/ATW/MAC/

LMSC interface testing committee.

5.2.3.4 Prelaunch Review. In addition to informal day-by-day status

reviews of the SLV-3 and the GATV, it is necessary to have several formal

reviews prior to launch. SSD has the responsibility at these reviews to

report to NASA the detailed status and condition of the GAATV systems

with respect to control of GAATV and mission success. The formal reviews

delineated in the following subparagraphs are required:

5.2.3.4.1 Plan X Data Review. A formal review for NASA will be conducted

approximately 5 days after completion of Plan X. These reviews are to

evaluate the RF characteristics of the GAT and the spacecraft during a

simulated mission.

5.2.3.4.2 Flight Readiness Review. A formal review for NASA will be

conducted approximately 15 days prior to the scheduled launch to evaluate

the readiness of the vehicles to achieve all mission objectives. This

review is conducted to evaluate all waivers, deviations, modifications,

discrepancies, and all work accomplished on the vehicles at Cape Kennedy.

The review will place particular emphasis on items which may affect

flight safety, reliability and adequacy of operation.

5.2.3.4.3 Mission Review. A formal review for NASA will be conducted

approximately 2 days prior to launch for evaluation of mission readiness

and integration of all vehicles, communication networks, range stations,

recovery forces, weather forecasts, and launch complex operations.
5.2.3.4.4 Flight Safety Review. A SSD formal review for NASA and

representatives will be conducted one day prior to launch to present the

launch vehicles status. Upon completion of the review, the NASA Flight

Director will approve the vehicles for launch.

5.2.3.4.5 AFSSD Reviews. It is required that NASA representatives

observe similar SSD formal reviews held prior to the above specified

reviews. .•

5.2.3.5 Integrated Work Plan. GPO has the responsibility to assure the

establishment of a Gemini Program integrated prelaunch activities work

plan. The details of the prelaunch activities work plan will be accomplished

by KSC-FO and 6555th ATW.

5.2.3.6 Integrated Countdown. NASA has the responsibility of creating

an integrated countdown. GPO will 'furnish the ground rules to NASA

personnel at AFETR, and they will originate an integrated countdown plan

for GPO approval.

5.2.4 • Launch Operations at Cape Kennedy. 

5.2.4.1 Lines of Authority. The responsibilities for this portion of the

operation are delineated in the NASA-DOD agreement of December 29, 1961.

However, for completeness, the organization and lines of authority for

launch are shown in Figure No. 3.

5.2.4,2 Launch. SSD has the responsibility to execute launch of the

GAATV and assure GAT attainment of orbit. This responsibility terminates

upon completion of the last Agena ascent timer function. MSC flight controllers will monitor the status of the GAT systems during countdown and

ascent into orbit, as well as during orbital operations. MSC flight controllers will be in control of the GAT during orbital operations.
LAUNCH TEST

CONDUCTOR

(GD / C)

GA TV

TEST CONDUCTOR

(LMSC)

iK

D5133152°N 1RECT°It INASA) 

p_72_RILATI12$__ — — 1

I

1

LAUNCH TEST

CONTROLLER

(USAF-ATV)

3+n / I

‘ LAUNCH

I

,

—CM2a121341"" COORDINATOR

/ (NASA- KSC) 

1.4/ I

/

I

/

/

•

SLY- 3

TEST CONDUCTOR.

(GD/ C)

SLY- 3

TEST ENGINEERS

(GD/C )

GA

TEST ENGINEERS

(LMSC)

TDA

TEST ENGINEERS

(MAC)

Figure 3. Launch Organization Chart
5.2.5 Data Rirdsista

5.2.5.1 Preflight Data. The SSD GAP° was :he s p..nt s :batty :or the

design and preflight checkout data reduction and analysts for the GAATV

(less the TDA). The reduction of preflight checkout data for the TDA

shall be the responsibility of SSD. The analysis of preflight and postflight

TDA data will be provided to SSD by MSC GPO.

5.2.5.2 Flight Data. The SSD or its associate contractor shall submit

flight data reduction requirements, necessary for postflight analysis and

evaluation of the GAATV, to the MSC GPO for each flight.

5.2.5.2.1 The analysis of flight data for the GATV and the reduction and

analysis of flight data for the SLV- 3 will be the responsibility of the. SSD

within the framework of the applicable Gemini Program Mission Evaluation

and Reporting Plan and as necessary for SSD evaluation of contractor

performance.

5.2.5.2.2 The reduction and analysis of TDA flight data will be accomplished

through MSC GPO and provided to SSD.

5.2.5.2.3 Quick look ascent data reduction for the GATV will be provided

to both SSD and MSC by the appropriate AFETR and SSD facilities. The

reduction of flight data for the GAT will be accomplished through MSC

GPO and provided to SSD. Reduction of GAT flight data by SSD or its

associate contractor shall be limited to: (a) specific flight data reduction

task(s) delineated by the MSC GPO for implementation by SSD, (b) that

reduction necessary to support GAT design and operational analysis which

cannot be defined prior to flight or the need for which results from evaluation of flight results, (c) reduction as is required to analyze or resolve

problem areas which the SSD is requested to investigate by MSC GPO.

5.2.5.2.4 The trajectory data will be reduced and provided by.AFETR. ,

5.2.5.3 Post-mission Reporting and Evaluation Activities. The responsibility for preparing the Gemini Program Mission Evaluation Reports rests
with the MSC. The detailed operations and procedures to be followed in

preparation of the report, as recorded in the data evaluation plan released

prior to each flight, will be established by MSC GPO.

5.2.5.3.1 GAATV Performance Evaluation . SSD will have responsibility for

the preparation of the GAATV sections of the report, and will assign personnel to the Mission Evaluation Team. MSC GPO technical personnel will work

with SSD personnel in this effort. All personnel assigned to evaluate this

mission will operate as a coordinated team, and the responsible person from

the SSD element is required to work within the framework of the Mission

Evaluation Team until all areas of the report have been completed and

reviewed.

5.2.6 AFETR Launch Complex 14 .

5.2.6.1 Complex 14 Modifications . The USAF will initially provide and

fund the AFETR Launch Complex 14 with launch facilities and equipment

necessary for servicing checkout and launch of the GAATV in accordance

with the approved launch schedule, except for certain items of AGE which

are peculiar to the Gemini Program to be provided by MSC GPO.

5.2.6.2. Subsequent Funding . Subsequent to AFETR Launch Complex 14

Agena vehicle on stand (VOS) capability date and Booster FACT date,

GAATVS launch services will be the responsibility of MSC GPO. SSD

will notify GPO of these dates.

5.2.6.3 Major Catastrophe . Should a major catastrophe occur to AFETR

Launch Complex 14 during use by the Gemini Program, NASA will provide

refurbishment or replacement of the facility and AGE as required by Air Force.

• 5.2.6.4 Common Usage Equipment . Certain equipment and facilities now

in being at AFETR, such as Atlas hangars, Agena hangar E, General Electric

Ground Guidance Station, and Burroughs Computer, will be subject to

common usage between USAF and NASA.
Subsequent AGE . The design of the mar provided AGE for

Arrne Launch Complex 14 was finalized on March IS, 1964. due to the

schedule established for development testing of the first artiele'GATV and

the activation of the complex. Funding for subsequent AGE design changes

or modifications if necessitated by GATV design changes will be the responsibility of MSC GPO.

•

5.2.7 Title to Equipment .

5.2.7.1 Non-expendable equipment having a unit cost in excess of $100 for

which total reimbursement is made from NASA funds shall remain in NASA.

All such items shall be identified and marked NASA property. Records shall

be maintained to the extent that periodic inventory reports can be submitted

to NASA upon request. Listing of all excess, residual and termination inventories shall be submitted to the NASA MSC for disposition instruction at

the completion of the GAATV Program.

5.2.7.2 USAF Equipment . Title to items of USAF equipment which have

been loaned to NASA, either as is or modified by use of NASA funds, •for the

GAATV Program shall remain in the USAF and shall be returned to USAF

custody at the completion of the GAATV Program. Items of equipment, such

as the C-10 Agena system checkout complex modified by NASA funds, for

which NASA desires to obtain title to or retain control of beyond GAATVS

requirements, will be referred to the appropriate NASA and DOD Headquarters for final resolution.
. HUDSON

el, USAF

puty for Launch Vehicles,

Date 29 MAR 1965

CHARLES W. MATHEWS

Manager, Gemini Program

AFSSD NASA MSC

Date APR 9 1965

OBERT R. GI RU

Director

NASA MSC

Date APR 9 1965

BEN I. FUNK

Major General, USAF

Commander. AFSSD

Date 31 MAR 1961 

4:6

6.0 AUTHORIZATION AND AMENDMENT.

6.1 Amendment of Agreement. It is agreed by both NASA MSC

and the AFSSD thit this Management and Responsibilities Agreement

may be amended by renegotiation at any time upon request of either agency.

6.2 Effective Date. This Agreement is effective upon signature below.
.; 1 zek 107

•

. 41. ••• •

• Ali irosr. :013 Pic.:ering and .wan

of AML

• Reference is made to my memorandum for record. 3 Mar 65,

subject: Biosatellite Program, of a meeting I had with Lt Col Swan of

AMD on 5 Mar.. As a follow-up of this meeting I received a call from

IA Col Swan with Col John Pickering (Deputy for Research and Development, AMD) also on the line. Swan stated that after his return to AMD

he discussed with Pickering the exchange of comments during our 5 Mar

meeting and also the position Gen Cooper had taken with regard to SSD' s

responsibility in the biosatellite program and Pickering is perfectly

agreeable to the latter. Swan and Pickering also discussed this matter

with Col Townsend, AMD Vice Commander, as well as Can Bedwell;

they are also both in complete agreement with the position Gen Cooper

has taken. I advised that Gen Funk has subsequently seen my memo for

record indicating the position taken by Gen Cooper and Gen Funk also

agrees. I then stated that our next course of action is to get a buy-off

from Hq AFSC and advised that an is presently preparing a letter

stating SSD's position and advised that I would send a copy of our letter

to Col Pickering.

With regard to ADO 35, I told Col Pickering and Col Swan that I had

just this morning discussed this with Col Rochte in some detail and that

Rochte is preparing our comments. Hopefully, we can 'get our comments

on the way by the end of this week. Further, I stated that the start of

Phase II would undoubtedly be sometime after 1 July based on my previous

conversation with Col Swan. I mentioned also that in my conversation

with Col Rochte this morning, I understand that this is going to require

a considerable amount of coordination with NASA and that this would

undoubtedly take time. They agreed and added that they are scheduled

to meet with NASA in April.

3. I explained that our problem here is one of being short across the

board and we do not have any bio capability in the organization except

people under MOL and these people are reluctant to get into this

:;1.18JECT: Biosatellitr; . al• ••
paSdeular program for obvious masses. Pickering and 4111142 realise

Me and elated that they would prefer that their 140L people stay with

NM salmi get overburdened. I stated that we have to build up a

capability within SSD to handle SS's responsibilities in connection with

the Biosatellite program but that it appeared we had some leeway timewise: They agreed and stated that the finer details of this capability

could be acquired after we get approval for the program.

Col Pickering also advised that Gen Ferguson has asked for a

briefing a week from Tuesday (presumably :16 Mar) on the Biosatellite

program and Col Swan plans to go in and work with his counterpart in

Gen Ferguson's office. He promised to furnish to SSD any feedback

from this briefing. They added that it was not necessary that they

receive our comments on the ADO 35 before this briefing but stated

that the sooner they get our comments on the ADO, the sooner they

can go Into headquarters for approval.

With regard to the Advanced Development Plan, AMD advised that

they would expect to pick this up as the lead division for preparing and

processing it.

J. L. HAMILTON Copy to:

Colonel, USAF SSL

Asst for Staff Support

2
411.1%

41,

•

eisdesaIngs

MCI STSIVOS OMNSION

a•* vitt SWUM CONMINIPO.

Weft ltS 114* Sala

amIGIUS 4010 Ple'Co•

Si* fo•t•tbal APO 011410P.. IVO 161pairi Ca..0eve-wo. PrCa

MEMORANDUM FOR: GENERAL FUNK 2 April 1963

TBRU: GENERAL COOPER

SUBJECT: Advanced Life Support. Capsule

On 23 October 1964, General Cooper bad a discussion with Dr.

Heatherington, Hq AFSC, concerning SSD support of an Advanced Life

Support Capsule. As a result of this conversation, and subsequent

verbal inputs that we received, Gen Cooper asked me to get with Col

Hudson and Col Brady to try to determine which office, if either,

might be at least the initial SSD focal point. After disciassions with

Colonels Brady and Hudson. I asked Colonel Hudson to accept the job

of being the initial contact point for• the program with the view that

when the program actually got underway, we would probably designate

another SSD office.. Colonel Brady had strong reservations that his

'office, being a manned space effort, should not become involved with

a bio program involving primates.

Subsequently, Colonels Hudson and Nielsen, and Major Jones, all

of SSV, attended a meeting at Hq AFSC on the Biosatellite Program.

As a result of this meeting, we received a letter of 17 November 1964,

subject as above, from Col Marschner which indicated that SSD was to

be designated as the lead division and program manager of Phases II

and III with the necessary technical support to be provided by AMD

(Tab 1). General Cooper questioned the SSD role. In his view, which

he subsequently communicated to Gen Cody, the SSD responsibility

should be limited to the procurement and launch of the booster and

standard Agena, Agena interface with the payload, and assistance to

Payload AcqUisitions Office -(AMD) as to spacecraft design criteria.

You indicated that you agreed with this position (Tab 2).

Meanwhile, I was contacted by Colonels Pickering and Swann. I

indicated the SSD position to them and, they subsequently informally

indicated AMD's concurrence with this position (Tab 3).

' Previously, I had asked SSL to make a determination of the proper

SSD office to manage the SSD portion of the Biosatellite Program (Tab 4).

They boiled the selection down to SSU and SSH. Over Col Cushman's

objection, they recommended SSU on the basis that they were organized

to handle programs which involve interface with SSV, the contractor,

and other agencies.

41.

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71i $

. L $ - ft 3,41 .1, 4g. WAIICP Jai .

•

e•

0), .0.
3. Early in March. you :creme tette- Error; Ger. Be _tarn &r

be stated that it was his understandsni, that SsD lu.a.:114. assume Lite tr...:

division responsibility for the Advanced Davao:I-meat portion of the

Biosatellite Program (Tab 5). He mentioned that Major Jones had

been the SSD point of contact; and that it was his intention to furnish

to you, on a TDY basis, the necessary bioastronautics support untilthe Advanced Development Program had been approved and funded, at

.which time he suggested that you and he get together and discuss a more

permanent arrangement.

6. We.also received a copy of Advanced Development Objective #35

which was transmitted to us by AMD for comment. I subsequently

referred this to Col Rochte for comment. Additionally, in order to have

some qualified bio-med comments on the ADO, I asked Gen Bleymaier if

he would have his people comment. This he agreed to do. I anticipate

that they will have an answer up for signature in the near future.

. On 23 March 1965; Gen Cooper signed out a letter, subject as above,

to Gen Cody, restating the SSD position which he had verbally discussed

with him and requesting that Hq AFSC issue clarifying instructions in

conformance with this position (Tab 6).

We received the Advanced Development Program from AMD by letter

dated 23 March 1965 and this Advanced Development Program does, in

fact, support the SSD position (Tab 7).

I have had several discussions with Gen Bleymaier on this subject and

in view of the type data that will be obtained in the AMD Program, he

considers it important that his office be the focal point for the program.

I recommend that his office be designated all the focal point.

I understand that there has been some opposition in the Pentagon to

the AMD Program. It is a costly program and there is some question to

whether this should be done by the Air Force or NASA. It appears that

AMD may be a long way from obtaining formal program approval for

Phases II and III. •

I recommend you sign the attached letter to Gen Bedwell, which should

complete the action with regard to his 25 February letter to you.

J. L. HAMILTON

Colonel, USAF

Asst for Staff Support

2

1 Atch

Ltr to Gen Bedwell.

• '

11111111111111111.0111iliiiia. " a: .

4
• •

•

e.

SSK

(U) Request for teber1-41nAtion cad Findings 2utsutat to an 3-214

AP (Bac-3)

Andrews AVB

Wash BO 20331

Sq MAT (AYSPP-0A)

Wash DO 20330

IN TM

i. 04 A Secretarial Class Astermination and Muting' is requested

authorising the negotiation of contracts, pursuant to Title 10 U.S. Code,

Seetiaa 23011 (n)(14).

2. (0) Justification for negotiation of the proposed procurements is

set forth below, in accordance lith the format contained in Air ?brae

Procurement Instructions 3414.50.

Citatory 1 - legal Sufficiency

a. the procurements contemplated by this request are as follows:

8B-01A, 8' 01D end B-010, all models of the Aetna Space

Vehicle hereinafter refined to collectively as the 8.01 and the MI 81-

and UM 8u8isa3 8-01 Primary PaellaLion Thane. A contract was

awarded is VT a for lens leadtine materials necessary to achieve a produstion ospibIllth tellmnIng In Malay the oonpleto 8-01 apace %Mole& Pillommiasmdraots wars sward for loft lead-time its

required foradditismal 1 .01 Space Vehicles. DWI authorising

tines ears fit Iledbers 62.1ho•13 and 61-110-1. The proposed1111:-

momenta rill likewise provide tor long losdpettno materials to permit

oomtdomons viodmotion thaw* aft. The 8.01 and the Primary Propulsion

Seem will be palmed at $ rata of 3 to h vehicles per month depending

upon the requirements and KM direction.

Optional equipment to be used by a number of space programs,

depending wes their individual missions. The design, qualification and

initial buy of optional equipment* were accomplished in PT 62. The IT 66

requirements will lambda the optional, detarnined necessary to accumpuly

vehicles delivered in a 67.

Spare parts and logistics support in consonanoe with the

vehicles and equipment identified above. These items ware obtained for
.01

,e.
re•

lvtit 1 1P-1

I_ 111

1

1

t11;

Hi ;1/14111 1111111!

1
.146C r•liella://104 MT: 2.: arnIkr: 14%a •••••

1) Ike ea's" smtegeetes s: ear% regnLmp: ;mare tar gsu∎

auctim byosantreetereitmer teem imetheed nod ape's Chorea max.:

Bell Aerceystams thagenw would inalmee the mead= ore gomania', Pro- '

ductioa !smalltime at emeeptiáslig aorepien equipment the the relishility

maize& It mold imbed* dodge mod felalost1011 of tooling aceseting

the peedoction aetbode of any cempany latch sight be selected; it mould

include the recruitment and training of production swin gers, technicians,

:manufacturing pereomnal, quality control personnel etc. Addittooally,

this would include the requirement for ratable types of zenagement.

Assn:deg that an otherwise qualified producer could be found,

and that he could devise produetion methods and obtain production equipment,

as well as tooling, it scald be necessary that a prototype be fabricated and

tested prior to commencement of production. lbeperience has shown that components, when combined• as a system, may fixation perfectly ender ginned

test conditions, but fail in flight under environmental conditions found in

space. Bence, it weld be required that one or more prototypes be flown

with extensive telemetry instrmentation to diagnose the effectiveness of .

the system and to identify the cause of failures. Tn short, the cost of

obtaining confidence in a new supplier's -product wad amount to a development program.

In view of the importance of competitive procurement, a study

vas made by the Air Force for the purpose of ascertaining the time required

for another contractor to produce this vehiCle. This Maly revealed, that a

minimum of 26 maths preparation time wild be necessary providing no unusual technical difficulties were encountered. This study also assumed that

adequate manufacturing information and data could be obtained from the

Lockheed Missiles and Space Colony and Bell Aemosystems Company.

Category 2 - History of Previous Procurement for end Items and

Current and Future Procurement Plans 

• The present producer of the S-01, Lockheed Missiles end Space

Company, was selected on a competitive beaus by solicitation of industry,

procurement of competitive research contracts, and award of the BID contract.

This competition was performed in accordance• with established Air Force

procedures utilising a source selection board to determine the successful

contractor.

The present producer of the Primary Propulsion logines of the

S-01, Bell Aermaystems Company, was selected as a subcontractor by Lockheed

Missiles and Space Cowpony in accordance with established procedures.

a. Any decision to establish competitive sources must recognise, not

•only the duplicate cost to the Government, but sore impirtantly the effect

of the time delay involved in preparation before any production could be

expected. The state-of-the-art in the space field advances 'so rapidly that
desiGn whit* Ls =omitted lc proaftett= Ladr...ky v1.11 =all -

se to the design ragaLvemers of *roe years Sam. 2ble advancemeat of science end %samba concerned with space :citt.vf.ty aver the

past five years is o matter a: canon vmledge.

ti.'.. to three years, v944 31verniy stfect the interest° a: the =entry.

The foreeoing iafor.ItLan Obvia-.;s1 applies 71.1.1 spilt

current procure=ent ,Ltantitlea whien voule

end source.

e. It is Coate4plettil production aisle= the prosm,

-All continue to be procured on fixed prilc hftals.

C. Procurement Eadtroane

The Lockheed Missiles sari Space Company developed the S-01

vehicles under several contracts, the first of which was awarded in

October 1956. Several versions of this vehicle were produced under the

Agent A and Agena B nciaanclature. TheAsena C version was not procured.

The first contract for research, design arm:lament • and qualification of

a standard 8-01A configuration (Agana D) was awarded in August 1961. This

contract also provided for the productiondf-12 units, design and qualification of optional equipsent, and initiation of n component improvement

program. TO date, all of these units of the 8-01 have been delivered and

accepted by the Air Three. An additional 85 units were delivered in

CY-1962, CY4963 and CY-3.964. Follow-on production contracts for the

Agana have been awarded for 86 units with deliveries starting in January

1965, and the final delivery to be naAe.in January 1967. The first 8-01

contract provided for tooling and a capability to produce at the rate of

five (5) units per month in anticipation of the contracts contemplated by

this request. At the present time, there are known requirements for an

additional 29 vehicles with a potential for considerably more than this

quantity: Technical data which will ultimately serve as the basis for ,

.developing a procurement package is operationally accUsulated concurrently

and continually. The rapid improvement in the state-of-the-art requires

day-to-day program adjustments. This instability in technology eliminates

all possibility for scheduling the creation of procurement data suitable

for competitive solicitation. Freeing' the design of the 8-01 for the

sole purpose of establishing a competitive approach in procurement would

be against the national interest.

The Baru Aerosysteme Company developed the. 5-01 Primary'

Propulsion Engine under' several subcontracts with Lockheed Missiles and

Space Company, the first of which wan awarded in the last quarter of

. CY 1956. In general, the qua:Ai:U*0, the pace set, and justification

coincide with the remarks covering the 5-01 above. Decision was made is

CY 1964 to furnish the engine separately to Lockheed as 027. The first

contract was let with Bell in CY 1965. Contracts contemplated are followon in natuve.

11.111/111111111111111111111111111111.111110111111111111111111110111111101111111111161111111111610•' • Al • *.•
i; Ihs fallsolos Xacallism: plan, based am s demised ageless%

ituggmag elm or ao Ali: 1966. is ;reposed far %he Amal sa4 Mann

Propulsion amines:

CT 1365

April - Becnirasants suhnitaed to AFSC

June - ream direction for Cr 1965 procurement.

- DA, approval

July - Clommlste sari: szatements

August - Issue ITh

October - Receive Contractors' Proposals

Novenber - ACO Coat !guards Completed

Deccaber - Staff briefings and negotiation plans completed

CY 1966

January - Negotiations completed

February - Contract writinG and initial SSD review completed

March - Contractors' signatures

- Final 88D reviews completeu

April - AFEC approvals

- Distributions

The assumption is based on experienced past histories of procurements and

the required contract placement date is as shovn above.

h. En contractor Furnished Equipment is contemplated.

3. Cu) this Uttar is classified COEFEDINUAL since it reveals the

Estimated Ma Proem.

SIGNED

PAUL T. COOPER

Brigadier General. USAF

Vice. Com...gmf:or

• 6

1 atch

DIP - Authority to negotiate

Contracts (U) 11 aye
xnureart a ma Is Ala

321111102,210SI Ala MUMS

1.7M0121! S) 11100211a1 COMSAC't

2. this procurement will consist le oa or =re acatrscts for SS-OU,

5..0216 88-013 and 8-01C, all models of the /gems Space Vehicle beavdsatter

referred to callectimely as the 8-01; Optional 301poent necessary to

accompany vehicles, COmponent lnprovement Studies and Eleigm, Salability

Progress, certain Spare Perts, Procedural Meta, *pair and Modification ar

Spero Parts and Ccemonents, and Storage requirements for the 8-01 Vehicles;

and tut 814*-11 and Aat 814a43 lbe.ket amine, both models utilised by

the 84.01 Ageda Space Vehicle, Optional Equipment necessary to accompany

engines, leprovemont Studies and Design; Initial Spare Parts, and Technical

Support fer.8001Pdmaryltopasion BOgines. This la a follow-on to procurement actions originally plaoed through competition.

The authority herein granted to negotiate for spare parts is limited

to Ocoee spare parts which • are determined, not later than 90 days prior to

the scheduled naceptenoe'of the last article under contract, to be

necessary to support the end items being procured. under authority of this

determination and findings and are not identical to parts previously procured by the Air /brae on other than the contracts to which this determination and finding is applicable. •

ibe.8-01 Space Vehicles perform ascent and orbital missions with a

space environment demanding an exceptional degree of component and ayntem

reliability and the ability of all components to operate. effectively with

nu Aber of satellite systems. It must satisfy the requirements of both an

upper stage boost vehicle and the more cooled reqpireeents of an orbital

satellite with payload recovery capability. It must be designed with regard

to an interface between the Moro Atlas and Titan III Specs Boosters, as u

first stage; anion interface with various satellite payloads. These

requirements reflect the technical and highly specialized nature of the

8-01 Space Vehicles.

ur.. With respect to facilities:

(1) Both the Oovernment and the Lockheed Missiles and Open*

Company have mode sUbetentlal inveptments to achieve the capdbility to produce the 80414 The &Automat has invested approeimately $2611 for lo

dustrial facilities, special tooling and test equivalent, and checkout

complexes. loadeedamailme and Space Company has invested approximately $ax for industrial facilities, independent research, and the training of

personnel. The Oevernment would have to duplicate its investment of approximately 42611 if these procurements were to be made from a source other than

the one which is presently producing the items. Also, it would not be

feasible or practical to tarnish a new supplier with duplioste CometmentfUrnished property, in that present producer is using all Goverment-furnished

parts in performing on existinc contracts that will not be completed until
(2) Both 1131t Coverr--szt 4.1: the Bell Aerosys teas Cawley have

made sdletential investcenms to achieve the capability to wedges the 841.

The Covernment has invested appradnataly $7.1d1 for industrial facilities,

special tooling and test equipment, and cheakout amylases. The Contractor

has invested approximately U5.* for industrial facilities; indepimdent

researdaj end the tralaing of personnel The Government would have to

duplicate its investment of approximately $7.411 if this proaursesnt were to

be made from a source other than the one which is presently producing the

items. Also, it would not be feasible or practical .to furnish a new

supplier with the Govezuraent-furnished property, in that present producer is

using all the property in performing on'an existing contract that will not

be completed until October Calendar Year 1966.

b. The present suppliers have achieved the Nnov-how and capabilities

to produos this highly complex satellite vehicle over a period of approx..

boatel; eight years. Another supplier would require at least 26 maths of

preparation time befbre the first prototype could be produced. lbllowwon

deliveries most commence not later than October 1966 to meet the schedules

of the using satellite programs. The present sources can meet these schedules.

New sources would not be able to deliver prior to April 1967, seriously

affecting the U. 8. Satellite Program.

Based on the findings above made, I hereby determine that the proposed

procurement is for technical and special property requiring a substantial

initial investment and an extended period of preparation for manufacture,

and that fermi advertising would result in additional cost to the Government by reason of duplication of investrant, and might require duplication

of preparation already made which would unduly delay prOcurement.

Upon the basis of the determinations and findings above, I hereby

authorise the negotiation of contracts for this procurement pursuant to

10 U. 8. C. 2304 (a)(14). This class determination shall remain in effect

until 30 June 1966.
egvaismarvrs

SAM SITUPS Como%

.1 vict 18101•4 =NabsPO

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4,1 amzezt MOO SNI•CP•

bayr:Aro. :apt itsertiogi ttr 4•P'sstt 11X43

=MT TO

arm or- Irt.: 2 • .1

*-113

SrLMCT: Plaque:: for ergatinaticz - =catni Tivinien (31'777)

to: An: (CO) 3:

Request reorganizatien cf the Gemini izeta Division (SSUT) into

the Gemini Target Vehicle Directerate (377) effective FY 1/66. This

proposed Gemini Target Vehicle Directorate will be organized according

to the general principles vet forth in APSCK 375-3, dated 15 Jun 64.

Attachment 1 shcwa the current Gemini Agena Division with functional

statements. Attachment 2 chews the propozed Gemini Target Vehicle

Directorate. •

No increase in manpower will be needed • for the reorganization.

However, srade exchanees are requested. A Colonel for a Lt Colonel

authorization, for Director, Gemini Target Vehicle Directorate. Two

Lt Colonels for two MaZors authorizations, one for Chief, Engineering

Division, and one for Chief,. Operations DiVi3iOn. Currently authorized Gemini Agena manpower will be augtentea by seven spaces from

within Deputy for Launch 'Vehicles. Thene seven spaces are in corresponing or smiler functional areas which this reorganization is

consolidating to. create the Gemini Target Vehicle , Directorate.

The preoent GenInt rror-r= stru•ture

a:r.::tez the full cf :hu _in.nor. This has eausei

crowing concern not only :o .he DeplaV, the HASA Mennen

Spanecraft Center CM20 Program Director krd to the Commander, SSD.

They have voiced a firm desire to have the Gemini Agena Program .

Director have a consolidated organization over which he has direct

management control.

Since September 1963, when the Gemini Agent . Program Office was

reduced from Directorate (3.7.0) to Divi gion status (SSVAT), the

Program Director has experienced mounting difficulties in attempting

to npnly sound program mamaratent principles. While carrying full

responsibility for manse: inc the Program, he has not had the authority•

to these responsi'Alities; this situation. being inherent to

S3VAT orzanization on::t •AininG neither procurement, configuration

c:n:rol, nor ent• seerinc elements. The Program Management Concept

27; . .n.=nt (see Ateh 3) att4tohed toGeneral Bitlandi s letter clearly

inii=tas that the Gemini Target Program is considered to be a specific

71-0::ram (not part of the Agana Directorate program), to be managed

:nrately in accordance with 375 series AF and AY= publication

ielineating systammemW1mcont procedures as applicable. In March 1945,

vitae or. se C:o.•
With the first Gatini rer.dezvous mission sahedulea for the Lth

Quarter of CY 65 and with top level U. Z. 3:vernment pressure on the

NASA to advance rendezvous accomplishments, it is'imperative that the

Program Director be given an organization nriA • 1:::.crization to respond

. quickly and effectively to el:caging schedules end hardware requirements

from NASA.

In consonance with GcT.eral Ritltnd's letter to Cenral Funk,

St:bject: Fame-men:. for rr:D Pro-r--3: ; rir 65 (sec :.tz's 3),

system manuTer.:w; :twe teen fc• ;.71.

Areas Target Vehicle riocrum. It is nichly ree=mc:::.•s thut considemticm

be given at IbrAFSC to request approval from Hq USAF to establinh a

System Program Office for the Gemini TarEct Vehicle.

7. Attached are AFSC Fors 166, 186C and laa-4 reaucting the above

reorganization.

FOR THE COMMANDER

SIGNED

J. L.

Colcrea, 1%.A.

Asst fr r

I AL2h

Current Orgonizetion (S•VP2)

Pro;osed Orgenizetion (SSVT)

3. Ltr, ESP, 5 Apr 65, Mrt

Concept for SSD Progrms

XASA/SSD Management and

Reapsnsibilities Agreement

APIC Form 186

AFC Form 186C

7. AFSS Form 186A-4

2
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(U) The Agena Directorate is responsible for the zanagenent and

technical direction of contractor efforts for the definition, design,

production, modification, storage, logistic support, test and launch

support of the Agena space vehicle for all using programs. This

includes 'certain engineering and procurement support to specified

programs. The Directorate provides Aerospace Ground Equipment

engineering support and facilities activation for all using programs

and is responsible for the management and direction of the Agena

launch services contracts for the &stern and Western Test Ranges.

The DirectOrate is also responsible for all program functions for

the acquisition and launch of the Gemini Agmna • Target Vehicle. The

Burner II Task Group, which was formally established within the

Directorate during February 1965, functioned as a wovisional staff

office until June 1965 when it was organized as a. separate Division

within the Directorate. Col William C. Nielsen is the Agena Program

Director and on 21 May 1965 Lt Col C. E. Riddle became Deputy Director,

succeeding Lt Col R. K. Le Beck whose retirement is effective 30 Jul 65.

-1-0Since 1 January 1965, 15 Agena vehicles (13 Awns D's) were

launched successfully, bringing the total Agena flights to 169 (79

Agena D). As of 30 June, the last 25 successive launches were

successful and the overall success ratio of the Agena D vehicle is

over 92%

3. (U) Seven new contracts were issued during this period and two

Letter Contracts were definitized. The total estimated value of •

the 43 active contracts now being managed is $450,000,000. One of

the most significant events in the Directorate was implementation of

the decision to procure Agena engipes • directly from Bell Aerosystems Co.

The first buy is for fifty-five 8096 engines for Standard Agana and two

8247 engines for the Gemini Agena. Target Vehicle. These engines will

LXXANCio,.EL11E.CLE;::.;:

.•

• "

•
furnienee t: .1overnotzt

Famished Equipment OF::: :ct%r C-:nt=7-zt *.-..... ( :;931-722 which

covers procurement of 57:z-7.r— ee'aizics. Iltter Contr...ce _F 3:4;395)-737

was definitized into twe contr.:et:. :cr leuneh sea rises .t the

=astern Test Range and the Western :est :-.ange. .7. Basic Crdering Agreement,

:.F 04(695)-569, which'previdas for individual cost reimburzement calls

to perform ene_necring efferts en incentive basis :sac issued uith LYISC.

4. (u) At the request of .Uber: C. Ball, Deputy Director (Space)

DDR&E, representatiires of the Agena Directorate presented to Bq USAF,

The Under Secretary of the Air Force, and:Dr. Hall, the results of a

study which outlined a number of possible improvements to the Agents

vehicle. The improvelecnts were pri•rilvaimed at increasing the Agena

on-orbit maneuvering and peyload capabilities without crejor change to the

Agena configuration envelope. 7.5:e proposed improvements ure being studied

by DDR&E.

(U) The Directorate was Involved in the evaluation of two major

contractor proposals to upgrade the performance und reliability of the

Agena vehicle. These proposele were the Agcna Improvement Drive (AID)

and . the Age= Long-Range Improvement Drive (Phase II). The AID proposal

was u three point program concistina of-cmpanded Production Reliability

:.'valuation Program (PREP) testing, a review of current acceptance test

specifications and procedures, and a component screening program. The

Phase II proposal aimed at an increase in the orbital reliability of the

Agena through major and minor hardware changes. Major changes included

an Integrated Guidance Module, (IGM), cimplified engine control circuitry,

improved connectors and improved wiring. 30th proposals were thoroughly

evaluated by Agena Directorate and using program engineers, and .those

portions of the proposals which were technically desirable and economically

feasible have been implemented. Cther . portions of the proposals required -

further study by the contractor.

G. .(U) Significant improvements were realized in the Quality Assurance

and . Configuration Control Progrums of the Agena prime contractor,

Lockheed Missiles and Space Company (LISC). This improvement was

determined to be necessary primarily through problems encountered in the

Gemini Agena Target Vehicle Program. Because of the difficulty encountered

in resolving the problems, it was necessary to seek top management support

(both AFiSD and IYEC) to arrive at acceptable solutions. Through meetings

with Gen Funk, Mr. L. E. Root, president of LMSC, was convinced that

problems did exist. Be provided the high level - management impetus necessary

to cut through the procedural and contractual barriers which hampered

effective performance by LMSC. As a result, in MaY 1965, a new LMSC

Quality Assurance Program Plan, effective on all contracts, was approved

by SSD and Ann, LMSC. A sincere effort is being made in improvement.

of configuration control procedures also, and although progress has been

somewhat slower, it has been encouraging. Both programs should provide

benefits to all LMSC contract efforts.

2

4.-
(1) Dartmg perlsc. - AUAJ

Aeons :''stet Vehicle zy.stenmoacri=t Lutatcecrab.r.:::kr: .t.grvement' mu.a

negotieted and signed by Gen Tb'k f--Pri.•=.1.W. Dr. =Toth far mama mac.

this document serves as Umber:lc cf namov-scat ruspoasatIttinc

for the Gemini Age= ?man= at 19c5, the !Ire. atiaLa ' AuA= Sweet

Vehicle received Pint Article Configuration Inspeetion (MCI) and was

shipped to the Eastern rest Range. The second and third vehicles were .

well along in assembly and test. The ultra. leegrambas been reduced

from seven to six vehicles when .proeurenent of one vehicle was terninated

in April. A major technical prob3.em was resolved by implementation of

a special 10 point program to redUce smnufacturing and quality assurance

difficulties in the Command Programmer and the Command Controller.

(U4 The Burner II vehicle entered the acquisition phase (Phase II)

with award of contract to the Boeing OmMpanyas a•result of Source

Selection Board action. The Phase II effort includes development of

AVE, AGE, personnel subsystem, support subsystem and logistics to define

the Burner II system. Contract AP 04(605)-754 was negotiated in the

first quarter-of CY-65 with go-ahead provided to the Boeing Company on

1 April 1965. Design effort was the primary activity during the second

quarter of CY-65 in preparation for Critical Design Reviews scheduled '

for the third quarter of CY-65.

CO Engineering activity continued at a high level during the

reporting period. Many component improvement and test programs were

initiated or continued. ActiVity continued on the Titan III/X/Agena

development and contractor proposals for major improvements to the

Agena vehicle were evaluated.

A using program has been selected for the Titan IIIX/Agena

combination. Development of the Agena booster adapter ii continuing

with static structural testing scheduled for September. Consideration

of Titan IIIX/Agena interface requirements revealed a problem in command

destruct circuitry. This problem is now under study.

The Production Reliability Evaluation Program (PREP) entered

the fifth round of testing. Each round tests approximately 35 Agena

components which:are selected at random from the production hardware

associated with a lot of 20 vehicles. Round li covers vehicles AD-121

through AD-145. Planning for Round VI has been initiated.

c. An extensive Agena spares screening program was initiated during

this period. All Standard Agena spares were reviewed and evaluated against

established criteria in order to eliminate components which were not

considered flightworthy. The basic purpose of the program is to increase

reliability of the Agena vehicle and the spares provided:through logistic

support. Procedures were established for initiation of a continuous

spares screening program.

1111111..11111111111nNomimiamiffisamadim lbaramiarmals.1. .:radrimesik‘s, l .sb t .
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icvelopmcn: of 1.n Llarovoi •scp-r-ti4o Z;... s 1z1. zeverL1 isixovements

Lt, reducing le4kace were incorporated i= the vehicle pits:bias

system, and evaluation of Lockheed developed %/ley of beryllium and

z.liznimmm called Locks? to wus initiated.

Propulsion Wbsyszem personnel were involved in the indoctrinaticn

of Bell Aerosystesm Comixtny as an associate contractor for the Agena rocket

eng4 nes. Propulsion Improvement programs included development of a

propellant fill coupling with u 15-day hold capability, redesign of the

sensor bar pinpuller and initiation of a test program on the secondary

propulsion system.

.Electrical Power Subsystem personnel were concerned with a wide

variety of improvement programs. An or-orbit partial failure of the

Type IX DC/DC Converter generated an intensive investigation of problems

in this component. Satisfactory corrective action has been accomplished

and the program to develop an improved converter, the Type XVII, has been

accelerated. •erformance of primary power sources was satisfactory during

this period; however, there was an increase in ground failures for the •

Type V and Type VIA secondary batteries. Vendor quality control and* .

battery charging procedures rare being investigated as possible causes.

In addition to the Type XVII Converter, development programs have been

initiated for . the Type XA Converter, the Type XIV Battery, the Ampere-hour

Meter and for wire harnesses and electrical connectors.

Modifications or improvements were initiated or considered for

most Guidance and Control Subsystem components. Some of the changes

involved incorporation of new piece parts such as the transformers in

the Flight COntrol Electronics assembly and relays in tbe . Guidance J-Box.

The first flights of the Mod TIC Horizon Sensor as an integral part of the

vehicle guidance system occurred .during this period with successful

performance. An extensive proposul for redesign of the Velocity Meter

was received and is being evaluated..

h. Activity in the Communications and Command zdbsyntemves primarily

centered on problems encountered in the design and production of the

Gemini Agena Target Vehicle C&C equipment.. An intensive effort, including

investigation and discussion with Gen FUnk and Mr. I. E. Root ofLMSC,

was required to convince the contractor that a problem existed. By the

end of this period, extensive redesign, additional testing and improved

manufacturing and failure analysis procedures have resulted in a C&C

system of greatly improved quality and reliability.

10. (U) A study of Aerospace Ground Equipment (AGE) problem areas and

recommended solutions was initiated during the reporting period and a

contract for improvement of the AGE Power Supply System was negotiated.

activity on the conversion of Launch Complex 14, Eaitern Teat Range, to

accommodate the Gemini Agena Target Vehicle configuration continued with

a vehicle on stand capability.scheduled for July 1965. The proposed Titan

III ILC/ITL facility at WTR was reviewed to insure that the Agena vehicle

could be accommodated in the event a requirement develops.
11. (D) Progress in.configuration control activities vas notable during

this period. Aconflguration control prosy= vas established for the

Gemini Agana Target Vehicle and the First Article Configmmaion Inspection

(FACT) for this vehicle vas planned and conducted. Configuration control

vas instrumeutal lathe evaluation of the Agana engine contract with

Hell Aerosystems Company. Implementing instructions were prepared for

configuration control on the standard Agana production contract (Letter

Contract AY 01095)-722) and the Burner II contract.

12.. (U) The attached reports contain detailed information on the activities

of each Division within the Agana Directorate.

WILLIAM C. NIELS

Colonel, USAF

. Director, Avila

Deputy for Launch Vehicles

6 Atch

Historical Data

1. Rqpts & Pros Div (C).'

2. Procurement Div (U).

3. Gemini Agana Target Veh Div (C).

Vehicle Engineering Div (U).

5. Aerospace Ground Equip Div (U).

6. Configuration Management Div (U).

..Burr Div 7 . •

.CONFIDENTM'
affirtrritt-Tiftr ,

•• •

Reg:dm:meats Frab--uzialaC

Es o= Eats

1 Jazaar7 19E5 32 .'tee , 1A

-(0) Agana Flight summry .

On 31 March 1965, SSVA distributed the Agena Flight summary

Report to program and staff offices within SSD, BqP.FSC and Eq USAF.

This report described and assessed all Lona flights through 31 Dec 64.

During the perio • l January 1965 to 30 June 1965, 15 Agana vehicles were

flown making a total of 169 flights. Of these 15 flights, 13 were of

the current Agena D configuration. The remaining 2 vehicles were Ranger

flights by NASA using Agena B's. The last 25 Agena flights have been

successful and the. verall success ratio of the Agena D now stands at

over 92%.

(U) Production Reliability Evaluation Program

• During this period the Production Reliability Evaluation Program

(PREP) testing continued. The third series of tests (Round III) was

completed in JUde 1965. With the exception of one Reliability Analysis

Report and n'Edode Special Study, Round IV•vas also completed in June.

Round V was started in April 1965 and was approximately 20% completed

by . 30 June. Preliminary planning for PREP Round . VI was essentially

completed on 30 June 1965.

(U) Quality Assurance Program •

00 •

. On 22 May, the AFPRO at LHEC approved a new LMSC Quality Assurance

Program Plan which is in full compliance with MIL-q-9858A. This plan

culminates a year of effort during which LMSC prepared and submitted several

unacceptable plans. The effort was accelerated and given top management

support as a direct result of the meetings between Can Funk and Mr. L. E. Root

of LMSC which were required to resolve quality problems on the Gemini Agena

Target Vehicle. The plan is now in effect and is being implemented through

written Operating Procedures.

(U) Agena Production Authority

On 16 February 1965 concurrence was received from AFSC to reduce

the -722 production contract frame total of 57 to 43 vehicles, pending

a decision on the SLY-3M.

On 17 February 1965, a Letter *Contract was sent to MC to procure

43 vehicles. •

On 30 April 1965, direction, was received trunAFSC to return to the

original bAy of 57 vehicles (4 veh/month delivery rate) at the earliest

.effective date consistent with cost.

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(U) LNSC Operating Schedule 

LNSC Official Operating Schedule, Issue i27, was distributed to

the Program Offices on 18 June 1965. The Lockheed Schedule depicts the

milestones, systems test and launch Ztcnd loading for all programs using

the Agena vehicle. SSVAR acts as the SSD central point of contact for

LISC in coordinating and obtaining approval for the information presented

in this document.

(U) Work Statements 

During this time period the following work statements were prepared

and/or submitted to SSVAK for contractual action:

Agena Vehicle Storage from June 1965 through July 1966. Work

Statement issued 19 April 1965. •

PREP Round V covering vehicles 103 through 120. Work Statement

submitted on 19 April 1965.

c. Standardized Work Statement Package to be used in connection

with the BOA, Contract AF 04(695)-589. This package consists of separate

formats for each of . three categories which generally apply for this

contract; PREP testing, Hardware 1Mprovement, and Studies. The system

is designed to allow rapid administrative handling and enable work to

begin on a particular effort (including contract negotiation. end signature)

within two weeks after Program Plan approval.

6. (U) Agena Improvement Drive 

In February 1965, SSVA received the LNSC Agena Improvement Drive

(AID) proposal. AID-was a three point program aimed at improving the

probability of mission success of the Agena. The three areas of effort

under AID included:

•

An expanded Production Reliability. Evaluation Program (PREP),

A thorough review of current acceptance test procedures and

specifications, and

c. A Component Screening Program.
Alter rceeirimg ia*mt.r. free Ile UP= .;.7PF 4..,nt the ;cc= Tx Lag programs

(142' amid HAW ZUVA replied .1.2 az 7 4.r1.1 with the followtag

direction regarding the AlD.propost.1:

Sta-ar! Ate= plans Imelude CLI7D levels of

environmental testing in fature PREP rounds.

PREP testing of pr of= peculiars should be handled on

an individual programbasis.

SSVA recommended that LMSC pursue the Acceptance Test.

Review on an individual program basis raid establish. procedures to assure

consistent and continuous review.

SSVA endorsed the following aspects of the Component

Screening Program: Spares Screening, ComPonent Pedigree, raid Continuous

Component Screening. Joint LMSC/Air Force efforts in Spares Screening

are covered in paragraph 2.

(U) Agena Spares Screening

To carry out the spares screening functions recommended in the

LMSC AID Proposal, a joint AF/LMSC Spares Screening Committee was established

by SSVA. Chaired by Lt Col E. A. Lembmik, 11 of the AFFRO at IZ4SC, the

committee held its first meeting 12 April 1965. The purpose of the spares

screening was to increase the confidence level and reliability of the

spares used on Agena missions. By the end of May 1965, the screening

committee completed screening of the Standard Agena Spares. The Screening

Committee also made recommendations for a continuous screening effort.

These recommendations were forwarded to 60'A:for consideration.

(U) Agena Long-Range Improvement Program (Phase II) 

The LMSC Agena Long-Range Improvement Program (Phase II) Proposal

was received by SSVA in February 1965. The objective of the proposal was

to increase the orbital reliability of the Agena vehicle through hardware

changes. Some of the major hardware changes proposed included: simplified

eneine control circuitry, integrated guidance module system, decentralized

power conversion, UDMH actuators, improved wiring, and improved connectors.

SSVA approved the following changes in a letter to IZ4SC in May 1965:

improved wiring, improved connectors, P-700 and P-701 changes, pressure

transducer improvement, and new J-100 uMbiliial. LMSC was requested to

provide additional information on the following proposed changes: simplified

engine control circuitry, new three axis accelerometer, and propellant vent

coupling redesign. LMSC was scheduled to present this information 9 Jul 65.

9. (U) This report is classified CONFIDENTIAL because of Paragraph 1,

which reveals Agena flight success ratio.

3
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Zt.m 1;Ar.ii. LI IC ..1%re

I. Daring tbe per'-oil the Procar=eat cm4 ?r:4:: -0.L CISTA1C)

sported the Agena Directorate by issmancz or 7 new coctrucvs, deficit:cation

of 2 letter contract:: and contrac;s. Tata' eatimated value of these contracts b 'te1y

During the period decision was nee to directly proctwe tram Bell Aero-

•systeasCompanyn the Agena engines and :urnish engines to Lockheed Missiles

and Space Co. as Government-furnished equipment. The first buy was for

fifty-five, 6096 engines.and two L247 engines fOr the Gemini Program. In

order to meet the requirements letter contract AF04(695)-766 was issued.

Negotiations for tape definitization of this letter contract were 'scheduled

for July of 1965. Contract is to be definitized on a Firm Fixed Price basis.

During the period Letter Contract AF 04(695)-722 was issued. with IMSC

for the follow-on buy to the AP-451 contract. This letter contract is for

the delivery of 57 Agena vehicles with engines furnished as GF2.- Negotiations

started during the period for•definitization but were not cappleted prior to

30 June.

During the period Letter Contract AF 04(695)-7y(vms definitized into

two individual contracts, AF 04(695)-688 and AF 04(695)-689, for launch

services at ETR and WEL .For WTR the period of performance was for 15 months.

During the period the first Basic Ordering Agreement, AF 04(695)-569 was

issued with IMSC. This contract provides for individual cost reimbursement

calls on an incentive basis for Agena engineering efforts. Also, a fixed

price BOA was forwarded to IMSC, but has as yet not been signed.

6. During the period Letter Contract Amendment No. 27 to Contract AF 04

(695)-129 was negotiated with all the overage CCM to Contract AF 04(695)-545•

The amendment will be incorporated into the • F-545 contract during July.

T. During the period • a complete screening of all spares to support the Agena

Vehicles was started. Upon completion of this screening a system of spares

rotation will be instituted to preclude the obsolescence of spares inventory.

8. During this period the General Accounting Office has undertaken the

investigation of the Minneapolis-Honeywell Co. subcontracts under the IMSC

production contract for purposes of determining if excess profits have been

generated. Final decision had not been reached as of the end of June.
abet...Melte at 3k33 4+12 3-3 Noy ".,;43., establisteii tte Pact tUt

amplanomenc of aortatt sect facilities 'we trgw..3.7 reqrased. Thvo

Aipma Directorate eadellosnecessary mood 0260 0(XX) available for the

required replacement. i—ao, a ea:labiate reviev or all facility items

vas noaortaken to ascertain its coseition gni possible need for updating.

Contract AF 0q693)-761 for sustaining services at Santa Cruz Test Base,

California, during the period 1 Ju3.y 1965 through 30 June 1967, was negotiated

with MSC and distributed. The contractor is required to maintain test stands

.1 and 2 and associated block house in a condition to receive systems and hot

fire tests.

Burner II PrOgrai with The Boeing Company, Seattle, Washington, was

finalized 30 March 1965 .to be effective, April 1965. Contract M4(695)-754

covers fabrication, testing and delivery of three vehicles to NTR to be

- test flown bye Blue Suit AP Team.

During the period Contract AF 041690-715 was negotiated and definitized.

This contract covers the requirement for improvement of the Environmental

conditions for the Agena Vehicle. This required study, engineering and

modification of AGE equipment.

13. During the period effort was started and negotiations completed on

L/C AY 04(695)-821. This contract covers the updating and modifications

for the AGE Power 3upply. The L/C was not issued nor definitized prior to

30 June.

2
"tre

Az T.:e .0. • --.

A. Spaceframe Sibsysten (31A) 

The following items sunmarire ti sr netivities of ! ..he Specefrsme .

Section during the subject time period. Principal section effort was

provided for the Titan IIIX/Agena, Gemini Agena Target Vehicle, Zipcord

Separation Joint evaluations, review of program plans and S3-019

configuration control with review and action on design changes. In

addition, continued support has been given programs using Agena.

1. Titan IIIX/Agena

A program•has been selected to use the Titan IIIX/Agena

combination. The Agena/Dooster adapter design is essentially the same

as proposed previously except for more access. Design of the booster

adapter is virtually complete with nearly all engineering released.

The one major unresolved design area is the primacord separation joint.

Greater vehicle loads dictated an increased skin thickness in the

separation area. The skin is up from 0.143 inch to 0.160 inch and is

changed from HM21A-T8 to 1K31A-124 magnesium alloy. The skin thickness

to be cut with the primacord remains the came. To validate the new

joint, twenty panel tents were conducted. The cutting action was

satisfactory, however, the primacord charge back-up ring cracked on

nineteen of the twenty tests. The back-up ring in the ring presently

used.

Static structural ;.eating or the booster adapter is scheduled

to begin in September 1965. Testing of the adapter will bp combined

with testing of the Titan IIIX forward section and will be performed

by the Martin Company at Denver, Colorado.

During the last four months of the report period, a substantial

effort has been expended on the to:al interface between the Titan IIIX

and Agena. The preponderance of discussions on the interface, concerned

nyatem compatibility. One major problem remaining is time phasing in

the command destruct circuitry. It appears the Agena may destruct and

•thereby damage the destruct circuitry before the Titan attains

irrevocable destruct. Another problem of redundant discrete circuitry

for reliability purposes will be achieved by design changes by both

/MSC and the Martin Company. Other circuitry improvements will be

made at the same time for improved reliability. The Standard Agena

pin assignments will remain the same as presently used.
A.enna :41.ttle rtl:tr 7.t.T.e."..*t.:11 MI Awso--En:

ntroeture will he .r.renc:hene.2 nee. .1* : .,s: r, af 71nn

ITIX ratrormzke-. own tnneitien. :he retro:. are /ocatel at the aft

end of Titan atace l I e :he long emomn1 trm tetween the rot= and

the vehicle center line results in a bending nonent increase of 1100:',

at vehicle separation for the one retro out c=dition. The strength

increase will result in two pounds additional aft section weight.

•

2. Gemini-Agena Target Vehicle

GATV Shroud Evaluation. Based on a night failure history and

insufficient engineering confidence, the modified A-12 shroud hat not

been considered by the contractor to be flight worthy. Certification

has, therefore, not been issued. After conducting a detailed design

review, both Aerospace and AFSSD personnel have agreed with Lockheed's

conclusions. Recommendations have, therefore, been forwarded to NASA

regarding the necessity of certain structural modifications and subsequent qualification tests. This effort has been authorized and'

procedures are being implemented to carry out this work. A detailed

review of the test plan will be made prior to any testing and a data '

analysis will be executed upon completion' of all tests.

GATV Control System Analysis. It has'heen the aim of an

Industry-Government Team to evaluate the capability of the Standard

Agena Control System for the docked configuration. To•this end, this

office has participated in numerous test discussions and related technical reviews. To date the McDonnell Corporation has performed a

series of full scale dynamic response tests using a Gemini spacecraft

and the forward structural sections of the GATV. The data gathered,

relating to damping, cross-coupling, and modal frequencies has been

made available to Massachusetts Institute of Technology and used in an

analog computer program. The latter has been completed and the results

reviewed by all parties concerned. At this time MIT is awaiting .

additional information from McDonnell as to damping characteristics

before executing their final program. Existing results indicate that

the stable gain region for the Standard Agana Control System does not

provide an adequate safety margin and that a modification would have

to be incorporated. Such a change is under consideration.

Structural and Thermal Acceptance. ' TO insure that all

structural and thermal requirements are met for the Agena Target

Vehicle, this office has undertaken a continuing review of these

technical areas. Specific problems have been attributed to galvanic

corrosion consideration, clearance provisions, secondary propulsion •

system alignment verification' mating surface tolerances, and plumbing

integrity. At present, a final study of primary battery characteristics

is being performed, the results of which will be . used in a thermal

analysis of the type le batteries. Their operating temperature is

critical and every effort will be made to maintain them in the proper

envirobment. •

CintiveAmeAitioitskaisiimi4 t,-
3. =Taunt ?rag=

•

In en attenp: to eliminate particle contamination during

booster adapter separation and appreciably reduce the longitudinal

shock induced into the structure, the Air Force has fUnded Lockheed

to investigate the zipcord joint for possible application. A Phase

I development effort was completed which established a thermal environment of from 700 - 3500F for the joint. To find a compatible jacket

material to contain the primacord, an interim test effort was carried

out at the Lockheed Santa Cruz Test Base. Both a single material

(silica filled neoprene) and a composite (Viton A with silicdne rubber)

- have proved adequate. At present this office is evaluating a cost

proposal for the Phase II development effort. This eight month

program will hopefully result in a well integrated system With optimum

functional characteristics. Under a new contract agreement, an APSSD

work statement in being written For this Phase II effort.

h. Plumbing Improvement Protram

Since January of this year a-great deal of progress has been •

made in upgrading the quality and thereby improving the performance

of the Arena plumbing nYsten. As the result of a Joint AID"' -Lockheed

Industry Survey lasting wo weeks, many recommendations were presented

which have been reviewed and to n varyinc decree acted upon. The • •

rol/ovine it-emn fare sore of th.• Aences which are to be incorporated:

orolLat r!nrIng rianoter hn.: been put into use at

LoOtheed. valch produces ver... high !unli• tube flurea in accordance

with a 144A PC.141: apez:riva.tan. •..h/n news future ail vehicle

lar • o wl!! oe .h1c vpr. .

To mlnim !h! r.. !etata,...e ar4 rer.sinly reduce unnecessary

rrpair action t e. the launch La:t, provedurez have been initiated to .

4114111:y a nev Vlecin'J "X." nu. tol 4:eev“. This separable connector

has been s► bjecwd tn 4 pre:lataari des:rn review and all eonclueloos

takeout t o. viii be en order ,..pf magatwde Improvmment over the

existing 'Air 4040. The !atter • IIA developed for use in hydraulic

ryitoos of propel/0r ariven atrIraft and Dos for his* pressure pneumatic

limes of space vehicle:.

4'.b the ieveloprent of such systems as the B.10 and the

leadal spacecraft, the tecnao/oey of peramneat Joints has improved

sienificantly. In induction braxina technique has indications of

great application t4o both veat.te and AC:: equipnent. This process

v111 very shortly be cub,!elned to re yteve:org vith other possible

approaches to permaben. sets: •elagn.

3
The *malty 4e • be Wass, particalarly aleadmme?

bets boo nessidierei unacceptable at :tam. Ira lame email t7, tubing

will be procured as a reader basis. A for tat been contacted

that will be able to meet the rigid DGC specification.

Trout other innovations have been or will be donstburedvhich will

collectively reduce plumbing problens to a very low rate of occurrence.

5. Lockalloy Evaluation

In order to effectively reduce vehicle inert weight.through

• use of en efficient structural material, Lockheed has expended in-house .

resources and effort in the development of a Be 38% Al alloy, herein

referred to as lockalloy. The latter closely approaches the strength

characteristics of pure. beryllium as is used for the Agena's forward

section skins, but unlike beryllium, it possesses fine ductility,

formability, veldability, and machinability characteristics. Lockalloy is considered, from all indications, to be a most efficient

material. It can be subjected to complex stresses and high loading

conditions which other materials cannot tolerate due to weight or

loading -limitations. This office is presently supporting Lockheed

-in their attempt. to "sell" lockalloy to the Materials Laboratory at

Wright Patterson AFB. If the necessary evaluations are performel-so

that a design data handbook can be compiled, both the Air Force and

.industry will undoubtedly find numerous applications for lockalloy.
er Mom g

illsowtsat Ow"

SINS 1 thr 31, Jaws

1

•s-vu:.t.r". 'atuis-r 11:."1

JulawAr:: :Ft! wiz =at pewcweLillis engine

Crert from 3e11 lar."417S:A=X :41:9641' as an *sweat. COOLVOCUM The

ritrzt engine muter •'..3:3 v7ittract arranclerscsr. vill be 3/11 679 and is

scheduled for deliver) 1= .7u1,7 lWf. These engines sill be furnished

171.P to the Nsekheed and Space *maw for vise in the Agana

space vehicle. Fifteen engines have been flown during this reporting

period with successful cut nc apera:fon on all flights.

;c1.101-3A-13,

This engine will also be procured direct frcatBellAerosystems

Coman ► as an associate contractor and furnished GFE for use in the

Gemini Agena Target Vehicle.

The oxidizer, gas generator valve has continued to be plagued

with problems and is undergoing quite extensive menufacturing

technique changes. Completion of the flight verification program is

now scheduled for September 1965.

Secondary Propulsion System

Regulator Redesign. The test program indicated the creep

problem to be eliminated. However, the regulator demonstrated a

rapid shift due to cold soaking. A test program is presently underway to demonstrate that this shift can be pre-set•into the regulator

by cold soaking during the acceptance of each regulator.

Trim Orifice. Difficulties encountered during acceptance test

of the SPS thrust chambers revealed a tendency of the propellant trim

orifices to cavitate a flip or change performance. A test program

determined the proper relationship between the trim and metering

orifices and the flipping has been eliminated.

Vehicle 5001 

This vehicle, with two SPS modules and the first production

X/R81-BA-13 engine, was successfully hot fired at Santa Cruz Test

Base. Following the hot firing the First Article Configuration

Inspection (FACT) was conducted on this vehicle.

Propellant Peed, Load, and Pressurization System

A program to develop a 15 day on-pad-wet capability for the

propellant fill coupling was initiated. The coupling will also be

made non-interchangeable between the fuel and oxidizer sides. Incorporation of /MSC-Vandenberg design changes into the gramd-half, on

the vendor's drawings, rill enable . follou-on procurement of the groundhalfs. Bone of the ground-halfs have been procured for several years.
Darin this report period ace 54313 restart mission VII3 flown .

with successful restart achieved (Smarts* This mas the first 3-013

restart vehicle without a cold gas system to maintain propellants over

the slaps during coast. Passive tillage control vas not fully demonstrated, however, because pre-flight analysis indicated that the

propellants remaining; mould be stabilized over the sumps during coast.

6. Sensor Bar Pimpuller

A redesign of this pinpuller vas initiated to eliminate the

corrosion problem and the retaining spring manufacturing problem.

Development testing has been completed and manufacturing of qualification units initiated.
ar.r3M-4.2

r.12iZr11.= PAN:e. 

1. Persnnatl Mawr:-

- a. Subsy.t.t= nagnir.g

Current utilization Is as follow:

-•"- - L./Lt.:* 3f

•

Auto: Duty/Req

Name Function Grade/Creole Aiscimq

T. D. Tedrick Sr Project Officer Capt/Nej 2821/2825

G.•E. Pisarczyk Project Officer/Pwr Dist lst Lt/Capt 2821/2825

**R. L. Bush • Project Officer/Pwr Source lilt/Capt 2895/2825

L. N. Kikuta . Project Officer/Pwr Conv 2/Lt/Capt • 2821/2825

Notified of impending "Return to Cockpit".Assignment

** PCS NLT August 1965

b. Participation in Using Program activity significantly increased'

with added support for Burner= and Titan IIIX, additional Using Program

Flight Failure investigations, and the new component study, development,

and modification efforts.

2. Component History:

n. Power Conversion Equipment:

(1) Type IX DC/DC Converter - A third flight malfunction of this

component occurred which resulted in a 50% loss of the Using Program's

mission. The failure is believed to have been caused by loss of the

negative output series regulator. Corrective action was to initiate individual

unit evaluation and selection for flight; to require temperature cycling

during acceptance to detect poor workmanship and marginal piece-parts, to

accelerate the modification program (Type IXA), and to utilise a redundant

(2 converter) system for one using program. Performance fOr all•other flight

vehielee and in all special ground tests (FNIFX, etc) has been satisfactory.

•

. (2) Ampere-Hour Neter - One flight malfUnction occurred, however,

AU extent was minor and no loss of mission was experienced. The malfunction

is believed to have been caused by a "flip-flop" failure in the digital

readout section. Temperature cycling during acceptance to detect poor

workmanship and marginal piece-parts has been initiated. Performance in

all other flight vehicles and ground tests have been satisfactory with the

exception of PREP Hound IV in which continued out of specification conditions

were experienced with the variable frequency oscillator, (VPO).
Type X DC/DC Converter - No-significant , ground or flight

problems were experienced with this component. n Use of this converter as

the BTL guidance system power supply is expect %o stop if satisfactory

results are obtained from a feasibility study on operating the BTL system

on unregulated DC power.'

Type XIIA, DC/AC Inverter - Flight performance of this component

has been satisfactory however, two ground test problems were experienced.-

The varying load conditions of a payload tape recorder and the sequence

timer motors caused reflection of a back voltage into the output of the

inverter producing excessive voltage modulation. Corrective action was

to replace a series resistor in the output filter of the inverter with a

one microfarad capacitor which blocks the back voltage. A minor problem

of continued "out of specification" condition was experienced with the

crystal frequency control in development life testa and in PREP Round IV

Testa during temperature extremes.

. b. POWer Distribution

Six basic Agena electrical Junction boxes have completed PREP

Round V Teat with no indleation or anomalies. .

The main power distribution box vac modified to provide for

linear measurement or pyro bus current (signal conditioning) and by increasing access to pyrotechnic power functions nor using programs.

c. Power Zources

Prismaiy batterlea • internal encapsulation of all conductive

aurfaees and inerease4 teernal control begun in Dec 1964 has provided for

problen•fres performance of Primary flatteries on all flights during the

past sin months. inereasied attention la now being placed on activation

and handling of batteries during the protium' activities. Preparation

or a ttiftV dirtiline4 avtivattan prramteare ws completed in iby *65.

Type / r battery • ;uali gleation of this battery was completed

in Way 196y. The Type I I ass Increased wet stand capability by 30$ mod power density sags capacity ty ilOover those batteries previously used.

Modification of the vehicie to permit installation in the Mendard Agena

forward rack and the UPA Klt Is now underway.

(3) Jecon4ary batteries • around failures and rejection during

prelaunch: charging or the destrult system batteries (Type V mad Type VIA)

sharply increased Aurtnr: J•ale t7;J :. laadequida vendor quality control and

improper charging practice., arc euspecte4.
rierewraet; 

(1) :roe Le144!. : Calau: zo- ;emj4..44e.

axis to sinusoidal vitrationlu tQs re3Z4m fr...n.L...0; to AU:Av. 713

eliminate this problem, modificttLons we= ty Vat 1e guar veil=

consisted of adding a stiffener Orin to t.he :v.v.:1=r; contacts ant

to the coil support structure to provide stiffening to the re/my can.

Since the above change did not affect fom, fit or ft.mction a part . number

change was not made and traceability was provijud throw*: lot numbert 'only.

. (2) .Certain types of glass diodes similar to the LS8481-001 have

exhibited a failure mode which consists of cracked or broken glass opter •

cases. The cause appears to be primarily due to stresses Which are exerted

by..the conformal coating material primarily when expOsed to environmental

stress test conditions. The impairment of the electrical characteristics

vary from slight degradation of the forward current/voltage characteristics

to an open diode. -

(3) 'Connectors- Rejection of Deutch DTK and Hi-Rel equivalent

connectors due to split and torn grommet has become increasingly serious.

Although early evaluation indicated defiCient desii was responsible, the

actual cause was determined to be due to the use of improper or inadequate

tools during the assembly operation and lack of quality control. The contractor was requested to eliminate all improper shop aids end-tooling; to

provide adequate standard tooling; to use a harder grommet material (50 shore

hardness silicon rubber); and to initiate operator certification, work traceability and retraininz

3pecial Projects

Type IXA Conver:er • '. 11.(r. 11 month VOD,000 effort to modify the

Type IX DC/DC converter to wit4.stemd certain overload conditions and

externally applie! voltage !am procresSeu pact the lsti scheduled design

revlev. The first flijIt unit is t • ntatively seneduleri to be delivered

in 70,:r.tary

Type XA f:unverl.. r - this ;17 , ,bo elev..n month effort to modify

ts.e Type X DC/DC converter vitt:stand certain overload conditions andP7xternally applied voltft5es en . to improve reliability may be cancelled

an'l the DTI. zuidsnef• systm run on nnretulated DC voltam as a means to.

simplify the veticle. Fen:ability or this chow, Is being determined.

c. Type XIV Battery - A six month t22j,O0O effort to continue development of this sine-oxycen battery system was initiated in June 1965. The

objective of this project definition program is to provide an optimum

electrical power source with a minimum energy density of 150 watt-hours per

pound, a 510• increase over silver-sine batteries. The prime contractor

(MX) in to conduct vehicle intecration and accomodation studies and the

subcontractor (Earje , -Picher Co.) Is to conduct parametric studies and a

functional cell testing pronrno.
L. lamelre li:4rniet,tr • A : not= magma: t,:tart wn.1 initimiurii to

establish Lucy design rf.bevIrenent ror an Lsp-gsrei solid state Inte.Trntei

engem 14m2, meter mni to setect a vendor for levelopnent.

Wire Barnes: and Cannector*- An era/ration of improved "Space-weight"

wiring.end improved conneztors (NAS 1599) is expected to be initiated.

Fuel Cells - Cooperation with the RUED Aero-Propulsion Laboratory .

in File]. Cell development said testing was begun . in March 1965. Prototypes

of the Allis-Chalmers "capillary" fuel cell were tested to-6117Denvironmental levels and discharged to an Agena Using Program ftwer PrOfile.

Future action will be to assess expected follow on program requirements and

to assist with the FY 66 REED Fuel Cell Program by providing funding and

technical input (if the Using Programs establish . a firm requirement).

4. Gemini Agana Target Vehicle Program Support

The DISC Gemini Program Office was directed in February to replace

all of the Struthers-Dunn 10 amp relays identified by LMSC pert number

1614945 that were used on the Gemini Avila Tirget Vehicle. The 1614945

relay was affected by rust depOsits in the vicinity of the pivot pie on

the relay armature. The-affected relays were replaced by the 10 amp Babcock

relay identified by I= Part Number LS40533.

Review of the Detail Specification for the Gemini/Agena Target

Vehicle (Dad 1417169) was accomplished with final SS/C approval based

on rewriting separate specifications for the program peculiar junction boxes

.and having these added as an integral part of the detail specification.

. v. Installation of the 1540533 relay in the Forward Power Distribution

Junction box required that the relay mounting bracketry be modified and a

subsequent need to requalify the box. The box failed the requalification

test due to relay transfer caused by excessive cross coupling of g loads

during sinusoidal vibration. Extensive testing was then run on the junction

box to determine an optimum mounting configuration for the relays and the

box has resumed qualification testing.

d. FACI fOr Vehicle 5001 was conducted in May.' Drawings, manufacturing

Aita, qualification reports and FEDR's were reviewed for all junction boxes

and conversion equipment. Harness drawings, harness installation drawings

and manufacturing, test and acceptance data•for the harnesses were also

reviewed. Subsystem C FACI activity (documentation review) was completed

20 May.

e, Similar support was provided for a review of Vehicle 5002 systems

test data and for FACI of Vehicle 5002.
:,1.1=Erzi.S.RUP2Y~

EL amiNsbee and Zoatral ZmItimp ►cs t7.4"21

Flit Control Blectronles AsoeWatz

IL redesign proposal gram ;Ian vas re=1!v.....1 :r.sa LICC.

Statement vas prepared under

pro

 30A EmE. I:, nsinvcr, bela,; nel:

pending a study of a new ME concept.

• Twenty-five transformers used in the PCS will be replaced effective

with AD-132. Earlier incorporation (AD-121) was not possible as LMSC

required additional testing at the system level. These transformers

will correct the failure modes found during temperature testing..

Two additional tests are being incorporated on the PCE Al? to

ensure detection of transformer induced anomalies which were noted

on . six Agora flight histories. •

Flight Control J-Box

The Flight Control J-Box test procedures incorporated temperature

testing for all units effective with AD-114.

Guidance J-Box •

The G. 8. Hi-Eel relay (18•8453) was replaced because of teflon

contamination. There are twenty-three relays of this type used per

box. A ;Otter-Brumfield relay (with a glass. actuating bead) was used

as a replacement. It was previously qualified. The change was

effective, in line, from AD-100 and up. For AD-83 thru AD-99 a rework

program was necessary. The box from AD-99 was used as a sample for

rework and confidence testing. The testing included temperature cycling

and a qualification level shake. The sample unit passed successfully.

All using programs accepted the reworked box except SP-7.

Temperature testing was incorporated into the ATP with AD-112 and up.

Sesuence Timer

The INSC proposal for a development timer concept to be used to •

correct switch and counter anomalies was accepted. A Work Statement

was written and submitted for SSVA approval. .

5. Yaw Sensor

A vehicle carrying the yaw sensor is scheduled to fly in September

1965. Progress of flight test plans was reviewed 5 May. Installation

drawings are complete and a satisfactory TM schedule has been prepared.

The yaw sensor was checked out at MIT and then shipped to U4SC.

1 4-1.‘4a4t.e.assibi siawu4,ift44 a
I R.

6. Inertial Illefficresee Perbrom

ilk's 48062 (null change), 4150E6 titA traosrermer owner), 1:43/ti

.(closed loop suction test) and wri (transistor weer angslifler

change) were incorporated into the Wan one ECP. The Design Control

Specification was revised to reflect these changes and assisted anew

number, DCS 11.61836.

'7. Mod II Control Moment Gyro

Two qualifiCation gyros failed to complete the qualification testing

without significant problems. A lack of quality control during CMG

fabrication was determined to be the major cause of the problems. The

CMG bisic design was determined to be satisfactory so 'MSC issued a

statement of • qualification. However, this qualification statement was

not issued until Nortronics completely revised their quality assurance

program and vendor acceptance testing. The most stringent acceptance

test change was the increase in random vibration to the qualification

spectral density for 90 seconds in each gyro axis. .The delivery of

flight gyros is expected to begin in August 1965.

Velocity Meter

The MSC proposal for an improved Velocity Meter, DVM IIA, was

accepted by SSVAE. A Work Statement was written and submitted for

approval by SSVA. The proposed DVM ZIA will have better performance

and should eliminate most of the out or tolerance FEDR's associated

with the DVM II.

Mod IIC Horizon Sensor Gystem

The qualification tests on the improved flC transformer and the

Sauereisen 01 encapsulated magnetic pickups were completed. The UTC

transferrer and the new magnetic pickup were incorporated at S/H 850

and the Horizon Sensor System was reidentified as a -19 system.

The first flights of the Mod IIC Horlion Sensor as an integral

part of the vehicle guidance system occurred during this period. Plight

data indicated very good performance.

The failure of the pressure transducers to meet specifications

created problems in production of horizon sensors. Corrective action

in the fens of improved process controls and procedures was implemented

by the vendor; however, the effectiveness of this corrective action is

unknown at this time. This problem is not critical because flight

performance is not dependent on the pressure transducer.
10. Cogement Screening of Spares

• . A (ommittee vas-organised at the request of MSC AFRO to purge

the Standard 4nm wpares. The purpose was to eliminate components

that. wire•not-consideied raghtworthy. Four subcamaittees were

established to screen spares for Subsystems A, B, C, D, and R, using

criteria established by the committee, Won completion of screening

the committee reconvened to establish procedures for implementing a •

continuous spares screening program. The • cOntinuous screening program

is awaiting approval by SSVA.
•

Gemmisiatiame & Ommaed labaystem MAI)

idtweirell Cab

almatheass milmagies he Cemeaed Destruct

Reseiver /bed 11422. These Amen Involved parka wikelitatiess and

asahaidaal chows width reduced rest by redacts* nametacturing time, and

imereasid rehab lit, by redwing piece pert coma and *proving electromagnetic interZerance characteristics. These diatom were approved, and

a program plan was faded for ACI to build and quail: ► an improved receiver.

The quialification unit was completed in /by and the qualification tests

wars performed during the period 241 June. Only minor problems were encountered, and the unit is now considered qualified. It is scheduled for

incorporation on Vehicle AD 132.

2. Axone Tiros V Telemeter:

Time dear and Modulation Amalifier: The Engineering Change

' Proposal required to incorporate these two modules has• been completed,

and incorporation is scheduled for Agena D #132.

Commutator: The Fifth Dimension commutators have now beenqualified. The main problem encountered in the qualification was in the

design of the input filter and the application of the transistor in that

filter. This problem was corrected by use of a transistor of higher rating.

The new commutator design is scheduled for incorporation in Vehicle AD 132.

Lind Instruments, Inc., commutators ware qualified during the previous reporting period.

3. PIM * • III Telemeter: The Pulse Ampitude ModUlation (PAM)

Type VIII Telemeter that was installed on Vehicle 7001 failed at Vandenberg

APB shortly before scheduled launch time. The failure was caused by

worlannship error in that a wire had been broken near a contact and only a

partial solder connection existed. It is interesting to note that this

error apparentlywas not caught by a visual inspection and it remained undetected during initial acceptance testing, engineering evaluation testing,

vehicle mauls test and initial vehicle testing at Vandenberg. The unit

that was instilled on the vehicle following this failure operated satisfactorily in flight.

Three Wm, Coaxial Switch: The qualification of the Transco Products,

Inc., switch was completed in mid-Februar ►, and the final design review was

performed on the 5th of March. The switch is scheduled for incorporation

on Vehicle AD 132. -

.

to to the Gemini AsensTavnet Vehicle (OATV) Communications 

. In the linter of 19644965 the efforts of the • Air

Force's Agent cs engineers to investigate hardware failures, failure

analysesp . and corrective actions on 0emini•Agena Target Vehicle C&C equipment

were met with inertia and passive resistance at some levels of the contractor's

management. Air.FOrce persistence finally led to a complaint by the contractor's
~es issikskag weer a dhow seemestbe damps soh as latis•

foresee with measeenat, ebstrartiag ammeihortestme, ete. *sabot the

enigineors of Agana Smbsystos •, tion useagsd by U. 1111liain D.

Clreentield, 11.35.2.11. The result vas a presentation ea 33 /throw 1965

by =Row representatives and by Agana SlabapitAs E to *Jor teestral Rea

I. Punk, commander, MOD, and W. L. Dame Root, President of Lockheed

Missiles is Space Co.

At this conference the company presented generally-worded assurances

that all was well with the hardware. The Air Force presentation countered

with specific information by the Configuration Control Office (SSVAC)

concerning. DOWN malpractices, and capped by an analysis written and

presented by Lieutenant Colonel Greenfield on "Critical Problems Associated

with the GATT= Subsystem." The presentation contained only documented

facts. and established that upon an:electronics failure, one or more of the

following actions frequently were'lacking:

Verificition,

Determination of failure mode,

Determination of failure cause,

Determination of degradation in associated circuitry,

Decision as to appropriate corrective action, and

Fellow-up or implementation of corrective action.

With the existence and nature of the problem established, Colonel Greenfield

next presented a ten-point improvement program for the GATV CAC gear.

Among the ten points were producibility improvements, furnishing a programmer memory assemble to Stanford Research Institute so that actual

hardware tests might be performed on subcontract 284041, adequate failure

analysis and corrective action, and continued involvement of design

engineers with their hardware. A copy of the presentation is attached.

Time response to the facts was , predictable and immediate. The Company's

managing officers promised General fOnk rapid embarkation an such an improvement program and in fact later adopted the entire ten-point program

u presented in this meeting. Still unresolved was the question of the

original complaint. INSC top management requested substantiation of the

charges but substantiation did not exist. The Instigator of the complaint

has since moved to another company.

The ensuing weeks found Agana CAC engineers at the plant seeking

evidences of improvement at the operating level. Assurances of good intentions were received from all quarters within the company, but were

coupled with explanations that nothing concrete could be done until IN SC

top management should propagate written instructions to proceed. This

sluggishness generated additional adverse reports up through the Air Force
dab)* SOO Ja WW1Opliet 1P2G4NPSO neetirgs MSC tap saangsimat mas res.

shaded Chat suundts uree of the essmane. Inen17, after the passage of

Se 3 webs =Uses began too appear. A task teas was established tIT .

sidhapril to earcy eat the pregnes. It encountered sane real difficulties:

high reliability assicenducters rewired keg precareautt lead Uses,

askpeditioes handling of failed equipment was a continuing source of attention, •

and there was a lot of residual loyalty of task team umbers to their ibnctional

°repel:atlases a condition which fora tine gravely diluted the authority

of the task tear leader. During the next 12 weeks we kept the total effort

under close and continuous scrutinyv . and were gratified to see a cohesive

effort take shape, but were disappointed at the snail-like pace of inception.

Analyses and Schedule Difficult': Meantime several analyses of

the equipment were underway. One was a "worst case analysis" performed by

DISC MB engineers. This analysis was primarily theoretical and included

testing only of/iodides that were redesigned based on the theoretical

analysis. Not all Programmer VII Modules were included in the analysis.

It mas to be completed by June 30 but was three weeks late. A partial

analysis lieas underway by engineers from Aerospace Corporation with whom

the GATV prograndivision had a contract for technical surveillance. This •

was restricted to pure analysis and covered only a few of the problem modules.

The analysis of greatest importance amd interest was the one conducted by

Stanford Research Inititute at Palo Alto, California. This analysis not only

included some theoretical work but also did include actual testing of the

ProgreammtrIEVInimory assembly. This SRI analysis turned up a number of

deficiencies and led . to the redesign of several modules in the equipment.

Unfortunately this evaluation of actual flight-configuration equipment got

.underwgy too late for its full potential benefits to be realised. A copy

of the SRI analysis .is attached. It is necessary at this point to emphasize the following fact: Had the original design been attended with

this level of care, analysis, and bread-board testing, the intensive, tightschedule expensive, last-minute corrective effort would not have been required.

GATV CAC Improvement.Results to Date: The equipment is . demonstrably more resistant to interference, both conductive and electromagnetic

and, although quantitative data has not been assembled, both DISC and AP

engineers feel that the manufacturing failure rate has improved markedly;

that is, few modules are found to be operating entorspecification after

assembly. The schedule has not been slipped; The other days EMSC executive

remarked thit the problem now is trying to explain why the original schedule

had so such padding in it. Some changes remain to benade in subsequent

vehicles, the value of these changes outweighing the disadvantages of configuration change and cost. Other changes are characterised as desirable

but have not been scheduled for incorporation. Working against changes is

the lateness of the effort. Many of our qUestions thiscring were net with -

the answer, "That's beinicovered by our worst-case analysis." Question:

"When can we see it?" Answer: "We're still working on it." The company's

worse -case analysis had a . publication date too far downstream to satisfy
the Air !brae in that it was admodaled for publication too late for Air • Pares Wanly. 1 1 Goad not get DM semegament to accelerate the work or

the report, nor could we get the MC engineers to talk circuits freely.

There wes evidence they had bden cautioned about open discussions with the.

eblese-tasters." The philosophy seems to be: Mold the customer off at

ems length. Minimise his contact with engineering; minimise his contact

with manufacturing; minimise his contact with testing. This will minimise

his knowledge of bad practices. The policy is never enunciated, simply

piaticed: Since a large member of unexplained failures at lower levels

of assembly makes system reliability suspect even though the system may.be

operating correctly at the moment, the above philosophy, if it can be

called that, clearly-is not acceptable to the Air Force nor to any United

States Space Program. May this experience prompt the military and civilian

space programs-to take a second look at hardware and its design, manufacturing and test histories.• In addition may we remember that anlysis

by itself is useless; it must be folbwed by appropriate improvement.

MY Fizst Vehicle Configuration Inspection and Acceptance: This

began 10 May 1965 and occupied the ensuing three weeks. It wis apparent

immediately that the improvement program, had not impacted the first vehicle. In the available time 285 discrepancies were found by the CAC configuration subcommittee. The committee estimated that potentially over

2000 such discrepancies could be documented and recorded were the time

available. Our subcommittee noted with interest and relief:that the

acceptance team pronounced the vehicle unflightworthy.

Space Ground Link System: This system, designed and produced by

Thompson4hmo-Wooldridge is of interest to the office because it promises

advantages in its volume, weight, power consumption, versatility, and

mechanically-nodular outer configuration. Preliminary discussions are

underway with the program office.

2 Atch

Briefing Charts entitled"Critical

Problems Associated with Gemini

• Agana Target Vehicle Commend and

.Communications Subsystem (2 cys)

Analysis of Memory Assembly, Command

Programmer XVI (Final Report) by Stanford Research Institute (2 cys)
ZPIPIMINFIrrrale."17 4.0•177-7.111-77. '„ 1 '

•

-

1411101Plillt GROOS 111101P111111 DIV3SICII

IS11

1 Jan 1965 • 30 ain 1s65 -

•

. • ..•.

1. All equi4iment modifications have been made 'and. all new equipment provided .

inder.-tbe provisiOns• of the Agena Environmental Improvement Contract,.

Ap 0(695)415.: -:Tnis contract, period of 'performanie 1 Dee 64 -.31 Jul 65,

vie:negotiated; for $581,580•• As a part of this effort the contractor will

submits' prior to 31 Aug; a report on a study of AGE problem areas and

ricolmeendeci'sOlUtioril. •

". • • . . . •

•

. Technical and • activation management iseistance was proliided to the' . 

.

.. .

Genial ..Mena:Target Vehicle . . (GATV) 1 Division *during this period in support

'or the Launcki-.Compleic.14, conversion. A GATV vehicle 'on stand (VOS) .

capabil 'achieved. on 8 JUly. • • •

.• .•:•• . • • • .. . _ Colonel Edwin A. Senkbeil was assigned as Chief,. AGE pivisiop;

, effect140.26 . Ane:1965.- . •. • . • . • • • • .-•

4.. Proposed. Titan' III =Am. facility. Review and comments were provided .

on. Data •Transmittala and the .preliminary 'version of .the Facility Contract . • •

End• Item Specification TIII-34000.. It has . not been determined whether , the

Agana .will be a•requireitent . on the facility, so. the basic consideration was

•to-insure that the, facility' . criteria and design .'could accomiodate the-Agena •

it it -becomes a requirement. ' IMO was .provided • coyerage . in March under •

CCNs •16 and 20 to review pertinent technical- domiments and attend interface •

meetings: : A RFP Was submitted to IMSC bY'the Martin Company for Completion.

of Phase,111 . 4if.

programe which involved definition • of total Aerospace and . .

facility requirements including complete specificatiims. The RIP was

cancelled three. Weeks later' due to the fUnding problems and lack of. specific

requirements: •

. .

5. • Lt CoO k vas member of the Source Selection Bdard established to .

• select a contractor* for :the Program 461 FoLlow-On program.

• 6. System TeChniqUe., for.• Automatic Reconfiguration (STAR) was initiated on.

a test. basiii on Complex 75-3;.x•act 4.. STAR will accomplish the flight4o-fl.ight ,

engineering required' for the launch control systems using a computer to

compareFthe COnfigitratgni to: be flowh with the past floWn configuration. The

.output *china. generated. drawings and schematics • from an itiput • of the

Vithicli • fuiction ..interftee'Pinlist: It is estimated this systei will save •

25% ....35%:11i f11sig4a.7.fli * ght• engineering. •

•

•
• Ostilniset o%(695). t1 (ftpmssemist of Apra Aerospace Orland ligadpment

Ito* meptiatal oa 2 all 1965. sio cost iso $7.w0000

the 9311,615 far a total era of $.194,67o. rsousioory go-eband wets

ightint*Cs 18 illsy 65 awl the contact rams through 31 Jul 66. Ibis contract

mill piviride .for AOB power -supply reliability, redmce sneak circuits, reduce

AG! poser...transients and sense vehicle power system faults. ikidifiestionsi

at:* Made to-'best Stations 2, 3, the RACK Station and *Male Systoles Test

Oimplezea. 5A,..6; 9,- 11 and 12,01 located at LBW, Sunnyvale Calif. Similar

isidifiCations ire: being made at launch COmplexes 754, 2, PAW-2, 3 and PALC-2,*

4, .this Missile Asiembly. Building and the PAW-2 Technical Support •Buflding,

- • aLt•läisated at Vandenberg APB. Authority for this. program is. .SP-12 letter,

**sad Ileiro velents to -the Ages& ADE Power Supply System (C), dated 23 Dec 64.

. .

.

_ ,• . . Capability Contract•(LCC) AF 04(695)48 •

isericiosiiiiet;ed..On 17 Feb. 65. The definitive contract was issued 3 Maw 65. :

134. Contract Peri:9A. Was ••••:* 31 Dec 65. The negotiated price was• $4,731,500

,to $6,833,042, the original. AMC proposed price. The .reduction in

. •'...PriCe was . due; to clarifidation of the. requirements of the work. statement and

by, eliminating' the: heed .for a high . level of manpower-by restricting Raja/.

anon-concurrent basis: . The contract- includes cost incentives only.

• . •• • • 9..: .SChednle:. changes *the. Gemini Program annouiced in April resnited in a • •• pOtentiallycOitcurrent situation arising between•major tests on the Vela

• • Program'' and on Program. A Fact Finding was held on.6 Vay. 65 at lip.

It was determined .

.

a.regnire • .

ment for concurrent testing •eristed. A Supplemental

. Agreelent ;to- RR Launch Capability Contract was negotiated 27 May 65 to provide

capabiliti.to•lierforth major tests on a concurrent . 

during the *months of •

Jaties , July- and August. Stich' concurrent testing cpa bility costs $369;150.

. . • • • .• . . • •

• 10. There: still . remains a potential regalement to conduct major tests on a ••

.• concurrent besii'• durinethe..remainder of. C11 1965, so the contractor has

submitted.' a Lettel.PropOsel.to:continue the manpower 'levels approved for June,

July and .Atiga0: threughout the year'. • This proposal will be. studied. in July • .

inch if:the regariment exists,. procurement action will be initiated in early .

August to insure continuity of effort. •

. , . ..ilegotiaiionn.fOr.ViTR launch • CapabilitY COntract (LCC). AF 04(695)-689

••• wire compl.eted••in. Dec:ember 1964. The definitive *contract was issued 10 May 1965.

The contract period ws.iv jan 65 through 31 bier 66. The negotiated price was

$30sT68A88--;: • -• •

.,• .Thet. request;for . proposal. ;or the Fellow-On •BTR •Launch Capability Contract

was issued 5:i • •

•• /

2
•

Disfiguration Control Division vas initially

-estehlialied by.thir Primrose Director, Aiwa Directorate, to administer

of the Agana- ale. The Chief of the

tie* Control Division reports directly to the Mow

Directo r, :sad in, addition to the initial Standard Agena Configuration

. •nenag nt.s'esponsibility,._for the period of this report, vas responsible

confituratiop .management (botir•vehicle and MIL Burner

On• nnagement (both : vehicle sod MR) and in

and initia.VaPiliCation of configuration management on

Functional responsibility is governed by appropriate

air PriiOsi • regiSlatiOni, AFF4riunuilli and Other associated policy s- •

gOverhink document is AFACM 37571; •

- • ..•..

Control Division is established by the •

Propose Director' as a separateivisiOn within • this-Agena Directorate: •

..•• . ••. •.

As presented in Prtreidiss reports manning of . the Con-

• figuration Control Division,..continues to'bi.a* major handicap. During

theperiod• of this. report, .tIo officers were transferred * out.of •

Spam( It/Stele Division and one out * of the ConfiguratiOn* Contra .•

One officer iransferred into the Configuration Control

Division.- ... lise. unit laming docUment requirements renainad the sane '- for-the period of the report. Manning- affected the total efficiency

. of the Configuration Control. Division for the period of this report,

and'il expected to•cOntioue the .detrimental effect, until an .

propriate . diecrease in program rosponsibility.or increase in am:ming.

The clerical problem is especially acute at the present time. Attachments 1, 2 ant' 3, ratios- to the manning problem.'

•

. •

EIMMICIE. MEE 'OE AM INIMOMMOI MEM MIMS

1 ammo 105 Um. 30 alit 39(0-`4... • 6 AVG 86S

IMEKINUELITT.

3. MAJOR POLICY AND PLANNING DEVII/AININIS.

. • • • a. . Simply states, WM policy is, to operate according

to the appropriate'rogulations, manuals sod specifications, with as fey

deviations:as is. feasibly possible.' Configuration management (since

it is only: 3: year"' olt1. 10; ' nano, but . amny years* old try principle)S is •

a continual. educating proeess.both•at the contrictor l s • and in how.

The Configuration. Control. Division continually revises end refinet

methods' and procedures - pr -asuimusi accuracy and effectiveness, and

Ito:stiff is.:iinisilable at all times . to ansver.questions regarding

contiguratiOn management: • • :.• • • • • .

. . . . •• •

b. Planning. Major developments-during the period of this

report were: •
Pt. 4., • •

•

i•

«, • •

. • • -oral

'•• -••

(1) Planning of Gemini Aisne First Article• Configuration

Inspection (twl).

• (2) Faint finding- for procurement of the Bell rocket engine.

.• • .

(3) Finaiiiing of the.Gemint Agana specification progrin.

.; (b). ..Drafts• of AF 64(695)-722 Contract; configeration management

implementing instructions... , • • •

• . .

• "•• (5) Iliplementation of configuration management on the Burner

II *ogres': . • ' •

•

:- • . . • . ..

. .' .

. .

• • (4), . *etebliihmen of configuration control program for the

.6emini • Ageni program. ..

.. . . . . .

-

'

. .•

. , .

. • • •

•• . .• •

. . • - .

A brief' suimutry. of major planning - aspects follow:

. •• - . • • •

limning of the Gemini Akene. FACI's - The approach

was to integrate configuration managements . engineering. and vehicle . in- • •

tegration into Configuration subcommittees. % .The approach worked very. :

- well on . the vehicle . FACT, by eliminatiog duplicate effort and inspeCting

the subsystem'as-an entity, rather. than treating specifications, drawings, failure: analysis, etc:, individually. The major problem encountered

was the actual. hardware audit.

. 

•

Fact Finding for Bell. Stains Procurement. Once the

decision was made to . procure.Agena engines directly, the Configuration

Control Division participated in the pre-contract, fact finding trip..

Bell AerosYstems Company's knowledge level on configuration management.

is very. low. , The June l96I issue of SISCM 375-1 is on this contract.

A lengthy educating prOcess is anticipated.

.

,. •

a. Final . isinglthe Gemini Mena Specification 

The major proSien encountered in planning the program was a- continual

practibe by the contractor to qubte•full couipliance on.sase specifications

and standards * then* vbeh • full iospliance was requested by the • •

Air B'orae;:iadicating"they , had no intentions of .a vithout -

more money:::,, The- of negotiation/ over deiriations. mode the .• •

speCitioatioMiprOgram'espeetally • audieisaaci . trai a schedule vievPoint.•

,... ...:-,.„:- ,:.!,..:•.-- :..;•:.: '.- • :-,::-.-... ., ' '- .. •

..'• •••••d;:•-:'Drafi• of AP. Oh Contract '

One.: or

vas • ti deviations • to Pk. Dullatiii.. 145. Mad tion

of the, cenifiguration accounting .exhibits frae .the .1 • une issue

. • of AlPftle.375-1. •• .*- . • • • . • -

.... • .• •

•

. • •

. : .

. "
Ihiessenaties at Sante It 

ilhis mos the rival ps to Was too 1 Amm 19 1:6=1.0,3=11774.-1

- applied la total. 7 planelsg be the sent amine step as this

limsSaw •

' f. Establishes.* of the Cootie:oration Matzo/ Program

for Cemini Agana. The mast difficult aspect of the planning for this

program was the third party (latiamal Paroosatics and Space Administration The coozdination on each Engineering amuse Proposal

decision is unwieldy but apparently necessary 'since NASA controls

Andlig". Twenty • (20) full hours were spent by the 'Configuration •

manageseit staff educating the various contractor personnel on aspect's

of the program.

.

.

.

- h.. nom:its- acouarian Ill PURSUIT at MISSICILUBJEOPIVES: The: major

Or critical problems associated with configuration management during

. the past. 6 month period, fall; into three'general•catagOries: Treated •

individually these categories are as follows: • •

' -. •

.' • a. • undeistandiig: • Configuration management is a relatively new

subject. Many. Air rce and . contractor personnel. are not fanillar

with the .. iequireamints of • AFSCE 375-1 and equally unfamiliar with.the.•

procedural functions that support these. requirements.' During the .

period of •this report, this problea resulted in . personnel. (both Air

Force and contractor) other than 'configuration menigeient staff making

configuration. management decisions. them configuration management •

isapplied to new areas or. contracts (such is Aerospace Ground Equipmeat (MS), or tbe A? 014695)•66 contract) the educating process by

the Configuration Control DiviSion is usually a lengthy task, can,

lice* by several factors,' such as the contractor's internal organization,. lack of standardised approach by .separate *divisions-within

a contractor's organisation etc. • . •

• ' • •

b.• • Coimunication: Stated simply, this. getting .working groups

(such as specification writers; engineers, quality assurance etc.) to

talk to each other • naturally reflects in configuration nanageuent •

inspections. At the.Oemini Agene %Chicle ?MI in May of this year, • contractor personnel assumed their' supervisor or another group vas

going' to• take care of their individual.. responsibility and the result

vas. a tailare •(aa. a collective program effort) • at ?MI: Company... .

minegeMent . did not create .a strong communication * . atmosphere and this

seirerly hampered the Air ForCe configuration. managers accomplishment

of his required job. • • •

-•.• . ...•

. . . . • • • •

Implementation: This would have to be claisified as 'the no. st •

critical problea..encountered during thit reportinc period. On the

Genial Agena Program it was. discovered that the %Um management

requirements for the Secondary Propulsion- System (BPS subcontract' •

'were inadequate and'in error. When the contractor was. questioned' on

- • ' - . ' • -
is hems oserdiesties et Ids most, it los dlesevend UM es

me is the emitmeteres esenoratios monsmeet modesties pe..

delpstod isthe isplessetatiee. Os the lel sups' pregno; Air TOMO

siammel other Um coodlipmetien smegesest gave the eestnetor

eedisaration uriegooat inplementies direction that WM totally

incerrect and would have been very costly if the direction Ind not

bead corrected by the Confliguratios Control Iktvision before the contract

.was negotiated:*

TM abaft Problem *areas represent only a summary of problems but IISTAC

has initiated the following steps. to resolve than as soon as possible.

..(1) Au. ssvic staff members Will answer any or altquestiOns

br:either _contraCtor . or Air Tome personnel concerning Configuration

.manageient or knOv where to find the. answer- through continuing study .

• of coiitiguratiOn manegement_.documentation associated references.. _

. . • -(3)..COnduct briefing, either in liaise or at the contractors to

•

insure correct interpretation .and .therefore. increased understanding in

the application of configuration menegement. • •.

.• . • . .

Standardize operational proceduites within the Configuration

Control Division to the maximum extant possible.

Use ccmparison'wherever possib.ls to shim increased effectiveness over other programs or past experience.

-. . • • ..

. • • . (6) Continually evaluate themanning reqUirements as related tO

the mission and request additional arming according to specifics not

generalities. Continually evaluate methods of operation to obtain•

maximum efficiency with minimum manning.

•

5. CURIE* Kammer ODACTIVES: 

.

. • •

•• • • •r• . • . •

. . • . • . . • .

a. Standard Mena:, The Major effort has been in the configuration

on area.. . A study is being accomplished to streaaLine the

...*.specifiCatiCii7. piCgr#a and mskeittrire minegeible. --Thi.LNOC drawing • striciere'eleiizimtede: reviXinn. This study is scheduled for the period

off *. the:neitiii.SieriCarrepOrt ..• . Configuration accounting is still poor

mad itteipts' are-beim' made...to ilprove it but *the !manning limitation .

makes it a hit- end run process.

•

. .

: (2) Work 'closely with the Continctior in the implementation stage

to instire.:thet the configuration management effort is as required and

• will function- effectively. in support of a given proves. The. new AMICK

375-1bas" expanded- the emPhasis On the Government contractor relationship a greet 'deal.' •. •

•

•
is of the eel of this raport ireasfer of .

..eaklindanier fbr the Geolni Sgena Program Office 1+0.:t4i7.9*.r their own configeratios bensgeoent. '-- . over- complatie derive objective hwast 1965•

. - The.aajor aspect of this progreie vas. the applicatiOn

Pre

375-1. The. specification. review God ap-.

!emphasis is on critical deaf.' •

immix also has the new AliSC11•375-1

•

on • ,,objective on tali contract

.

 is to raise the knowledge

. •

. • et*en Company' to a . self 

• .

,

supporting position.

•

.

A soellaneous:Aatiiitn .The Configiration Control Division -

;review and and approval of the. T-111-X interface

DeCause Of its 

prOlded:Inpats to the nev. APS= • 375-i •

deiciiiiiitation; mi

- critical nature,. interface

••• At . objective list.. 

ni:Continue to hold a high PriOrity.on the configuration . •

. - .. ,0

C4407

Ai s, j el . 0 3 . 4F.

r,. MAP

. • :Ade!, Configuration Control Div

. A •

• .

$

j

4

I

.. •

t
Job Description

50%

15%

10%

5%

5%

Actual

70%

30%

2p

15).

5,t

5%

If nip kr*

•

1.1101.111111pleithWi. .

Ihnyme% Sir Poodltios of Tile Clerk-typist for Coatliwittee lbsenonsot

OMNI (MAO

MA (Copt Ihmase)

1. The present •neaming of the Confletration Idumgcnent Offics

for one clerical position. The title is; configuratican contra ace..

Ike job dieleription by activities is listed below In two columns; first,

Want the job aseeriptioo calls for, end second the actual figursc barna

on an evaluation for the past seven months. .•

Support CM Activities

*NUS Mail hos

Prelim Travel lb lame

Ostlers

Sate Saud Classified

File Itsintesenee on

Classified

Receive visitors is telephone

Calls 5%

Control of Droning rile 2:4 * 0%

Specification and Manual

ilainteaume* * ..)16

Indicates actual percentage in relation to preiumt &Men. Lilere

faetcir io Other than called for efficiency factor far all amen

decreased. liars factor is lower SSTAC staff toms. ern took on tier

additional Job, because or clerk's inability (becaune of sorkioRd)

to accomplish TM .task.

2. In requesting an additional position the falloutng facto were

considered.

The primary mission of the Configuration Management Division

is the identification, control sad status accounting ci ebnrigurations

of vehicles for which management responsibility rests with the /wen&

Directorate.

The primary results of snot configuration management activities,

is docuseentatiam. Some ex miles *rep letter°, specifications, porticnn

of work statements, implamantation documents, records, engineering

-.

MCI SMIRK

ismumar---7-

&gm _,, j_

--n

-

%.;

,

, /

-

win (SIGNATURE) Capt Ktngton .%, /

oi . 10 Feb 65 i

•

•

ssr)

111J11. ••

COORDINATION SHEET
e. *Ay et she away eta atc Ithistat:oC. k the erelig‘va4Ace

lframopmesat 1111141111011 for reereare purples* gni ale hr other settee vitimin

the directorate art by sate pawns personal.

Slant the °lief of tbc Coafloration limagsseal, Division reports

directly to the ?Malin Director Isms Diare:erans, it is mandatory that

the informatics maintained le of the highest .;saiLty and in an orderly,

easily usable Condition. -

Since configuration ranagement is N relatively now area of syetems.

program managements • many letters are written either to *stabil,* policy

or provide interpretation. The low level of the euntracturs knovledge in

this area has been very apparent in past menthe tort tea:punts to curkent.,ovabractual requirementa has been sloe, therefor the amount of lettere has "1--

been excessive.

S. All configuration manngenentoffiewi at sr!) with programs the

magnitude of the Agana Program (and in some cases smaller programs)

have a minima of two secretaries.

The' maJor areas where additional effort is required are typing

and filing. • -

• The performance of theconfiguratiun cont..01 clerk has been

outstanding in all acpcets of the Job deacriptioe but the magnitude et'

the work does not fit the fob description.

i. The Nib description was written and classified in April of lAls.

At that time the only major program use ntftadard Agora taxi using pros, AM

activity in enxtigt•ration management wax. very low. Conftguration

management of ACE was nonexictent.

J. Presently the Configuration Management Division supports two

major programs, and is in the process of placing A08 under configuration

smumemsent. Two major new programs are in the work statement ntoge

at the present time.

k. When one clerk attempts to suppor: five staff member(' and the

division chief in the activities referenced in (j), the time limitation

is severe and creates a back-lag in typing-filing and associated

administrative duties.

1. In April this administrative back-log vas ',proximately 3

months. Through concentrated personal effort the configuration control

clerk has cut this to approximately 1 month tut all efforts to bring

it below this point have little or no effect due to the time limitation.

IL Whenever possible configuration management staff members OB6184

the configuration control clerk but is is intuitively evident that thic

is amisaveitcation ow ULM and aniiitY.

'ICE MUCK

«p...«

Me 0111MMIANUMn

, .

re

4

1

•• ••• • • • VPD• •• • MD • ••••
a. CartaLs itiartas bas revised or reorittea tan evafigaratiaa

raosguattat !OP's to obtain alai= effectIvemats based Oa anions

sommiag bet loitered procedures. coatisme to be a problem le the Votes

yawl ann.

laiensmir a typing backlog exists priorities Met be asetente

written eoseasnicatioas thereby awing doioi the overall comassnication

response of the Configuration Management Division.

ilibenover tilt:: are in a cubetnagard or noadtantlard condition

they are hard to use (especiaLly for personnel with less than intimema

knovledge of %flair eontrnts).

Configuration management by its very nature, idc •41Iyiac, cortr,iltng

and accoturting for various configurations turne out a lot of corra.alOnleneol

receives a lot of reports; and mow times becomes involved with official

correspondence of other offices vi thin the directorate. The volume

figures are approximately them:

Letters written per dear (Average) -5

deports distributed per mouth (Average) 20

CalMoUdatad changes to Specifications dis‘riinitedner month

(Average) 34

Internal records cnanged per wuek (Average) 3

This give a total average of kOdocuments created or handled per

week.

Job responsibilities li. this area would ma nn average ur 50;;.

File maintenance ono preparation. This un area that has been badly

aeglected because of tier: Ihnitations 1:voted by . enfnt clerical

minting. Job responsibility would consist of seeing that folder*:

were properly identified LL :ccordance with the file maintenance plan,

see that all folders were in proper order (these are folterr. ether than

specification foldero), mcintain control over the ine to tnaue44 promr

accounting for items removed and insure folde• . entered are in the

correct order or position. Accomplish additional tacks concerning the .

files as directed by the configirraldonsmnagement officer in charge of

internal procedures. Ibe time factor for this portion of the job is

20$.

L. Maintain in an up tc date status all reference documents used by the

configuration managenent ataff. This involve: Military Cpeoifications,

Yederal Spacificati,lar and serf WI) directives or applicable documents.

The tins factor hnre is: 5A. The values factor it wiroximatelY )00

aecumants.

3

ellneellsaTele

Clf SYMBOL

ti ISIGNATIMI)

(.1 •00•11 11 COORDINATION SHIRT
S. ta reemetimg anaidIttemal posltim the test *apnea is to write

r jut description of t hat was of the attics *petal/es see* attesa's •

that are not rereiving the :malted attention fob.

SBVAC is Ur: &implantation center for the directorate. In line

with tni e responsibility, there are two =Jar mesa= that mad /mediate

attention. Per other areas see proposed job description.

86VAC has one full safe containirc nothing but engineering

drawings. These drawings arc of little or no ialacto the engineers

that must referenc ► them because they are not fileXchronulogically one

'hey_ „re not up to date. V....ausse wise there are approximately 2o,oao

cards Which require periodic revision to keep only the liltest most e-rrtmt,

information in the file abr reference by Item Dir..ctorate.ergimers.

Job responsibility in this area tcad be to keep Ihe files up to date

(after first runaing them torough the sorting machine to establish the

initial order) revising them periodically as revisions come in, or nes

drawings are added to the file. Time factor amid be 10%.

SSVAC has one sare completely full and another safe two

thirds full of Standard Agena spucificationa. Theme specifications

are all contract:Jai documents and are constantly being used by mothers

of the SOVAC Staff to perielrn the primary Manion, end are continually

referenced by ether office,. within the'directuratc lu the volumene° or

their individual J4ne. The Job responniblltty hcev would be to standardize

the emiking files so that they you'd be more usable and not require a

lot of digging to find mat you are locking for in a specification ;older.

After the initial effort this teak won't level ow. nt. about l5 of

Job description. Volume wine there are approv imately 160 specifications

on Standard Agena alone. Gemini Assn will add at least 30 to this

nuAber and the new program which MAC is taking over at the present

time will add at least 1113 more. Again it must be emphasized that these

specifications are always in a Mobile state. They are either being used

.or going through change or revicioe action.

LAM S. NOLAN 1 Atch • Major, USAF Job Dercription

Chief, Configuration Management Div

is

0111•1111 941109011

OFFICE MANX

NAME iSsemAtulte

DATE
INDC10811411 11WIST/111LC or.S.12.

•

4mmermi: Ste yleb le performed as a portico of the Internal. ♦ffort

of ta J-raas Coallguratioa famegesamt Division. "me 'Mama resrons:141itius

or the jab are is the inlet sod filing mesa, bowevz.r the job calls for

a neat appOSIGInIMI, the ability to deal vita people, a courteous newer*

initiative sod adaptability.

Specific Job Needhama: (Duties mud Responcibilities).

TYPING. Type from handwritten motes rough drafts, or verbal

commeats of configuration menegament staff aLhers. detablish and

maintain a working knowledge of the time* of correspond/me that are

prepared by the configuration musqpnentstaff. Become familiar with

the correspomdeace procedures uti.U.sedbi the Agena Directorate. lstalisn

and maintainaworking knowledge of all aspects ofstyping assignment,

to unlade; addressee's, format, seder of copies required, grammatical

accuracy and sigmrtimmkbaseks. 54

MING. Be responsible for the contents of all the configuration

management films and maintain than in accordance with the Files

Milatenanse Plan. U111 work closely with the configurationmanagesont

officer in champ of internal procedures to standardise wherever possible.

Will maintain control overall tiles by proper sign in and aim out

procedures. kill be responsible for additions archangels to the files,

and to individual folders as far as neatness, proper identification,

and conform/we to established procedures. Maintains files of documents

classified to Secret and related material according to project concerned,

content, or special ins/emotions. Mhintalas an AF Fors 310 File on all

classified material, indicating identification data and file location.

Insures• proper safeguarding of classified documents by enforcing security

procedures related to processing and filimg of classified material.

Trequemtly researches tiles to extract information required for project

reports or correspondence. Screens files to withdraw obsolete information,

downgrade classification, or complete records disposition.aceording to

directives. Types destruction lists end arrows for destruction in

with regulations. Maintains reading files. Will maintain

the •ngi drawing files in the correct order and sae changes to

the files as required. Will become familiar with recording documents,

logs, etc., as to their relationship to the contents of the files. %Lintels

an enareases of the femoral content of the files to aid in quick reference

to specific subjects (e.g. NCP's, specifications etc.). 35%

c. Receives visitors and telephone calls, sad from a brawled,' at

aseigned activities of persconel, refers callers to militar7 officers

assigned, or mowers inquiries of a general non-policy nature, beteg

tactful and courteous in all conversations; determines that information
of a seaaritsr mum is not discussed. Mee appointers*s for officers.

Mies ressepes for officers is their striate. Maces lees distaste calls.

gems% visitors. 5$

Prepares travel sal lane ordors sad inure that they are properly

processed. Ilskee trave3,, hotel or VOQ reeervations, sal picks up tiekets.

Detection that security damages are ea M. at all TM points to

be visited. Ups completioa of SllT, prepares and processes travel vouchers

for arbiatreaseat. 5$

De respossible for all appointsrat boards is the Configuration

Ituregerrat Division.. Coordinate with SSVAC staff to insure timely,

entry, revisioas, or deletions to these boards. Assist eratiguration

coatrol clerk la reiatainfas status boards as required.

r. De responsible for coordination of documents or correspondence

within Spas. System Division. This will require individual to establish

sad maintain • knowledge of various office location and ralatain a

goteral awarosess of their primer/ function. 2

CORSON atI21 VOW.

Works under the supervision of the division chief who wakes initial

assigramats, sad evaluates work for carp/Lam with instivetions, *pilgrims* and *malty. Cstail work receives spot thee* midair. Outdolines AVM 3754 , MIA DuLtatis 145, correspondence, .1%31as sod socuriti

assmals.

2
8 MAR 19t5

SSVAC/Cept Kinston/330

SSVAC'Operation (Impact of Disapproval of •itional cleft Position)

$SVA (Copt Notbon)

Presently the Configuration Management Divielon supports two

major programs, and is in the process of placing MIS under configuration

management. No major new programs are in the bark statement stagc

at the present time.

' wbenwver a typing backlog exista priorttics must be assigned to

written comminicatione thereby slowing doers We overall eolnargasetlon

response of the Configuration Management Division.

3.. When one clerk attempts to support five 'mart umbers and the

division thief is the activities, the time limitation is severe and

creates a backlog in typing-Mind; and associated administrative duties.

4. In April this administrative backlog was approximately 3 months.

Through coneentrated personal effort the configuration control clerk

has cut this to approximately 1 month but all efforts to bring tt

below this point have little or no effect due to the tine limitation.

LAURENCE S. NOLAN

Major, usAr

Chief, Configuration Management Div

E SYM$O(

IMMATURE) Capt Kinston/Iry

8 star 65

I POW** II COOSDINATION SHUT

Jut. Si are.X# 2-
saliall:13376

Impact of Losing Officer Pocition

SSVA (Capt itodson)

Withdrawal of the vallea'ted requirement i•,1r en additiona crfieer

position to support the Burner II Progrmaiwill seriously impact the overall efficiency of this office.

Our present staffing provides adequate covcrege for the tvo major

regrew, including the AOZ for one, already under full Configuration Management in accordance with MSC 375 series regulations. The requirement

to support tvo additional programs, Burner II and P-50 i, vithout increase

in asvpoiser viLl effect a decrease in our surveillance and control of

piesent programs and came insufficient emphasis to be given to nev

programs in 'their early fonsulative time period. This deterioration in

efficieney . results from the added vortload of establishing and tracking

new configurations, and in controlling and documenting changes to hardvare,

draviegs and specifications.

3. It vill be Immasible to give all program!: the attention they should

have if our aruming remains the tame.

LAWN= 8. NOLAN

Naj(Jr• USAF

Chief, Configuration Mangan it Div.

88VAC •

Kai Nolan/is

8 )(arch 1965
aruz

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SW LOS ANGF.I.C.L. CALIF

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UNCLAS 33G I t. OCT 65

PERSONAL FOR GEN L. I. DAVIs FROM GEN FUNK. P.EFERENCE

. GEN SCHRIEVER'S MESSAGE SCG-33677 iEP 65 TO THE CHIEF

AND UNDER SECRETARY ON THE 2 =P 65 THOR AGUtIA

ACCIDENT AT VANDENBERG AFB ANL MY LIELiSAGE.:,

SSG 10107 SEP 65 AND SSG 10110 OCT 65. ..AILE .A/BJECT. IN

VIE* OF GENERAL SCHRIEVER'SANAVALLABILITY AND THE

DELAY THAT HAS AL READY ENSUED IN REPORTING OUR

1P1INDIIC S TO THE CHIEF AND UNDER SECRETARY, I SUGGEST

TIME'

20

•10•41. 14 Y[4,2

- .CC.T.— 1955- -

YOU MAKE ARRANGEMENTS TO BRIEF GENERAL AUSTIN•

DAVIS, AND SUBJECT TO HIS APPROVAL, ADVISE THE CHIEF

AND UNDER SECRETARY OF THE FINDINGS OF THE HOC

COMMITTEE AND THE MISSILE ACCIDENT INVESTIGATING

11141.14.476111

F-SSIL.—PLEASEILIIYISE. mix A

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Oirowei..,usea. Hbot.,, so fly

err&Pm. Carefevasisfe

A . ''Iat4,n•"k.

jtrf:f.

hive been briefed on the step& being taken to solve the problem which

fill ore of the first Gemtni-Agena flight and the urgent actions

::;-:.;,:witiCliairetieeded to fly at the earliest possible. date. e NASA has assigned

...;:,..1.14:4iricirfty to the over and above.all other NASA tests at

-- •

letter establishes a priority at AEDC above otker Air Force

I. enpect. the Commanders SSD and AEDC• to take whatever action

„.. 7 isi:neeeasary-to itecelerate this program, including the maximum use of

:•miiltipie :.thifts, • holiday and week end: work. . This includes using

'..the..iiine:.type • of effort at AEDC to conclude LEM testing as,. authorized .

. .

tiy.NASA.

the earliest pOisible date. .. • .. • • •

. .

: • .

2. You: will report to me any, problems. encountered Which impede the • • •

_.

maximum' of this program. ;•• The Commander AEDC will. .. • •

aPpo

... . .

iri

.

.t.. 

.a responsible officer as the single *Ant of -contact through which

.SSD and. the SSD contractor team will deal.. His name and telephone number

- shciulii:be pOvided . to SSD (SSif) as soon as possible. • • ••

... .. .

. . • . . . . . .. . . . . . . • . .

.

: . .

3. You must recognize that since NASA . has established an overriding

..

.. .

' .** priority 

. •

An 

.

support of

. . 

total responsibility for • .

successful pursuit of this' project' now rests squarely on'the Air. Force. • •

. f this program,- that th ..

 • • •

:and in turn Systems Cams-nand. The Air FOrce team including tlie.contractors

: •

.:-

must prOdUce. •I expect yoUr•personal attention to this matter in order to

 

..

. • acceler to to the maximum and have thd highest leVel of confidence • in- the

tic eau f t c• remainder of the Gemini-Agena flights. • • : • . ..- • • .••

. • .

. A. S HRIE R. .

General, .i1SAF - ••

Commander

Z.: November 1044

AEDC Wig Gee Cowlick)

- •
SEN 1. FUNK

Major General; IrsAt

Coinmander

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..-.:•-::•••1;.;:•:. * Directorate is responsible for the ma an : gement ::',....P :.7 .-* --•-•"- - -11.1t-.:., -.1.-... -

..N....,: . . . • .

....---.F . 4...- ..aind..teChniiardireitioit of eentraktors' efforts for the dertiiition the ., . *

..-

.:.4..,..r...i-po::frEtz4=1:143/syyr../irr,a.v1. -4:-....- • --" .-• • : ••••. - - • • -

. 

"•: ...-:....Igiv2gtexp....4„:.,,.....oe.,. modification, storage,.. logistic support,..test and

....s.:,,- :qapiCh`liiiport, Ortie;Age. .iia;. space.-vehicle for alinsing programs: ograiris:.. ' .. - -, •-.*.z.14;:f.ti. ...••10IP.11&,-;;:fV" ' . '4. .7_ ••• _19 : _,:___ '

and a mctuaes - certa - • ' • • - • • ' • ' • • •

in •engineering • &Ina procurement support to-: • •

-spfieTe: eci*te provides Aerospace. Ground -

..-. i..•-:... eci .:a--,-:-.,..41.exi.,:,..ia,..4-e.:rx.- • .;.-.• ...::•.•,..,. . . -

. ..

..-4; •elt.1*.f.%, :':.Nn ..4'4•1"4/•: - - . 4. " • : 1 4 •-- - - • • • • • - -

n for all . • - • - •

uipment:eigineering support aid•facilaties *ciliatio ...4. ."•eastP:a3;rw•sA: .7.15c.:1-:-• •• • • . • - •••• • • ..- • - • - -.... - - •- • - .• . • :

_ iiiit.prograra..s..tidil •

'2 .4iStioniibleilfOr ynanagilig:and . direCting the.

••:otii. ,, .1- 4r:4•..-•:•.• -.1:-:-•.-ie'lt•••:••:r::•• ••... - - - ,•••• - •• ••-••• • •

• Ealtern 

• .. -. . •

kali,: lauit...ck seryices -contracti for .Western Test. nd Waite

es:•::::T13e...DirectOritte is--. also rispoisible for management and

te:t cal dirfiCtitat'Of contractors' *effort's- fOr : definition, design :. • :

production,:::lOgistie- support,- 'test 'ind 1SUrich support. of the • Burner II •

.CeilrehiCie.::i:•The',GeMini-Agelia:.Targett Vehicle responsibilities - • -. •

••• •"were: broken oUtfrOin'thi-Agena.... Directorate and the 'Target Vehiàle

...Divisionbliania 4 directorate on 1.6 Aug- 65. .Coltinel..WillisMi C. Nielsen.

--,:• '.iti'Agetia-Preagritrii-Director and Lt Colonel Cecil E. Riddle is . ' . ' ....•

lii4utibliciot Or7. (14Oattachedorrioizatioaal file.rt).... • : . .

Bitibe:1 July 1965, *seventeen (17) Ageia: vehicles (2 SS-OIA,

..

•• . . . •

..13 SS-01B • S-; 01C and 

13) Were launched. CUirent • • 

success`ratio Air:SS-01B still stands at 100pin-cent.. •

. . . Eight *neW.contracii*were issued and one letter' contract was •

1••n • :e • . . 

• ;:.- • . ••

. ••". ' • .. ' • : .

4'; (U) As a;-reeUlt of briefing's to Dr. Albert C. Hall, then Deputy

Director; ($pace): imiticE, a. tentative approval was received to proceed

With die'developMent.of anew' engine. for the Agena to use storable .

' ;•

deflititiseticluring;thiiiVeriod:. The. toial eatima.. tea. va.. tie of 49 actiim

. •.• • 340- The7Piocurem... f breikout of Bell •

. .

engines. res te sa .ng. • ..f. -iufon. rs..:• • The* RFPs for• - •• ••' • • --4v-•••ro'''' • — • -* • ow-on. contractsi were issued by . g.-ORt.the_Bart.tes Horizon. Sensor

''‘.7fithltrir e. . 'Ord. is. ra..were..*adO:agains.

*O-itifiast.fheirereedididi o ihtioa .

g yehiOls.Directoreke.::r or. nai .

litoeing*COinimiziy. •

. •.

. •

• • ..,*:'/41

. ' •
.

-

1,,11 1 .16) '. --

--...A'il.... 6, ..;;;.,.-.. •: the Aside allotted to lids drieloposeit .

--1..74.*:..Ilvera draws 

all effort on this development was cancelled.

s.• .....4„r ...:3k. .:„,.......

''' •• . • . - • 4.i:, • -"...h.a.--..N; -.., ....,.. ' .4 „ .' • ' • ' - ' '

. .. .

7•••?:'•! 5;"--t,••-•.(ini- As a f

••

-up to contractor proposals, submitted in the: ..

ous period, to upgrade the performance and reliability •

. pro rams,

 .

-•- ..- - •Agela and ti? maketits more useful.vehicle -for Using rograms. -

•-

•-,--- r. "tie- Veral deVelopme-nte were undertaken: Examples of "these items are: -

..... . • .

. ' :-. . --.:-,.... 7 •-•-• -. ...' -.- ' - - - .• . • •

. .

. . .

' dance:and control electronics redesign and repackaging.

u gently .4***uidance and control switching and s

'Unite • This redesign will update and consolidate'.

incorporated irk• Fee;. - • •• • .

..". 'esiagle unit - . • • . . .. •:. : •

- . 7 •

se

to reduce eparation. shock

fi% lea factor' of four •and

a ta

to proviae for containment e 

rOdUcts of- e-osive-separatiOas. •. . . • . . . . . . • . .. •

.„.::... ..„.....„... .. i,. c..4 cOnVerter. hie beea si.. ..shipect unit in Several .., •

, •i&flight.Pro eMS iiii.ade ie• circumstances has • been subjected to- '

......- ' - ' - esirible:.ftund uctua . Ii"ons . '" "' gro i n gro"' c h ck e oui. voltages.•• - • • -

•• • •••:"::,*:::'..::!::.7•;....*:•:'-;-,••:.:.....:••••:•:.,:-::-..;•-:•..;. ,..•••••.':: • • • . • '. ••••••- --- :.- " • 7 • • • ... -.

••••••:...... .. - --...4.-..: •:.,•,-7:;-.•,...•-7:'':: ....-4'- : .:.- .•••• -- • .- . •.• -•• ..- .: .• .. . • - • • .

-•-... .• 6.?..: (11),..As• a. result of the improved Quality Assurance Program. • ..

•• • instituted 44- outlined.1i previous reports, Many piece part PrOblemi : ."..

-have . iieen.164ight: te light. .These have.. caused serious perturbations

in..the:PrOdiictiiiii •-of Agenae.:* 48 . a:result,• the contractor failed- tie .:•:'

Meet: delivery iChedhlei- on seven vehicles: . ' Details of these probleins •

are covered ih.the attached • hiitoricalrpports. ••

. ...

:... (U).•,Viith few..MinOr exceptions, the Burner II Pro g ram has been •.

proceeding according to schedule.. .• . . . • • . "

.

• •

.

.

-• .. :

. .

.:. ; • •

- ..-:.. . coacept%haysin„n„......„,

..,,,......

••••• .,. . • :.....•...u:i,!....7:1T?;'''',#• ;!:?-:ifohldri t'i'ml:ii.val ;.41.f

tirtn-.:47,th .04.1.e.sAle.eia.tii...in..,strt is. a f. a. c,tOry. -to , P. ad .. .

la h' services: contract .. ... .

. •.• . .

sindaiii:Ciintracting41irectwit4....: 

„9.;fer•Most. of the launch .. . .

mmon- •

...:

'services ViTI gen& ''''• '''-- contract.. . "-- 'Will continue to ' ".'" • • • provide • • some co . . '.-..---,40,-.,*..-- •---vr4t- -4-1gPS `.5.,•,—• i•'''s •• n . 1 .1'; -- ••,:'.; . : 

• . • . .1 • . ' • . • . .• :,..••• • . . '• . . 

ons

, .

. • .... t - ort;:vz,Thietbrealtout -.,- • due• tiii timing `;-: haii. serious . cOmpliCati .... - • .. ,g,:,..,.....,,,-tt..,•tv..a.:14,- -....."0:1...7-411 • , :.:43,-,:-'46ePt..4,r, n ' -ov• • L *•-••• ' • " ,•'' •'.. ; • • • - • ..' • :. • sing

.

itheMestern :Test Ra.,:igeAgent . 1*inch Services • . •

d

..• ...--1 •.1,..-.4..:':;;!Plz:.::14,--•!..:-.....:..:.'..:;... ,....:-...-.---., --....-....;:.,,...• .:-.. -... • • • .

• .

. . .

"attached reports • contain detailed iiiiciimation on the:

••activities :each s on i the D rectora• • te. • : • • •

• - • • • • • • - • - • .

. •

• .

. • .

kiiiiipii11,11 MN!

TRW -

n I.

lu g Ia
•

• ; %et' •:18;. Oct6."•-.. -a .164 ! • ..;;: ;A" • 4

MIlission • M.* st'sal4scr to J iramilgassztea lbsegenem1 Division

(ANOWErtm apply tie methods or Cantlipiestlea 11 at to' the Ageaa

Space Vehicle Program with as tor &Pastime as feasible. =VAC also

sApports the Gemini Avow Thrgat Vehicle (GA V) program sad the 'burner U

program

Personnel - )10 James Menlo', formerly Chief of Thor Configuration

NaneRiarafice succeeded Mild Beall Ortolivo, who went to the Named

Orbiting Laboratory (Ma) program, as ehlefofiSVAC. Miss Jewels

Carlbloa Joined as, a second secretary. /Worm WillianNadth and eimeriee

Bradford left SSVAC as the GAIN program broke out of the'Agena Directorate.

3. Activities - SSVAC attended two First Article Configuration Inspections (FACI) at Cape Kennedy in support or the GATV . program The initial

Hanger FACI vas a failure on the part of the ecntractor. Later the

hanger cos reinspected and found to be marginally satisfactory. The

Mersa Island Launch Arms .(NELA) FACI was satisfactory once the squawks

were resolved. A Burner II FACI of the Reaction Control Subsist= Servicing Equipment was supported. The contractor had done a satisfactory

job. There were no standard Agena FACIs in this period. 03 Engineering

Change Proposals (ECPs) were acted on during the report period, 226

changes to the Agena specifications were accomplished. Negotiations Were

conducted on the Statement of Work for the AF 04(695)-722 follow-on

contract, and meetings were held to update and streamline the implementing

instructions.

4, Significant Events - The GATV program broke out of the Agena Directorate and formed'another Systems Program Office (SPO), SWAT. This event

decreased the workload on BSVAC but transferred two officers is the

process. A decision was made to buy the Mena rocket engines directly

from the engine builder. This created mealy problems-- educating another

contractor not familiar with Amscm 375-1, and becoming familiar with

yet another system of engineering management, specification "trace,

and drewtag structures. It 18 also being considered whether to buy

Lim velocity meter and horizon sensor directly also. This would give

SSVAC two more contractors and the previously mentioned attendant

problems.

•

JA4S. 6. - M6TIN, MUje;,-LISAF

Chief, Configuration Control Div.

Agana Directorate
OILINCHWIL UMW

u yard 31 11113111111111

121011MO MINIAGINNIC OPPIIZ

(SPAIFIND)

i. Manalaa Davaloamats.- Toward the and of the reporting period, it

became evident to the chief of the Engineering Division that a single

focal point was needed for the division's administration and engineering

management functions. On 10 December 1965, Lt Col Greenfield notilled

his personnel that he had assigned responsibility for the division's

collective administrative and engineering management responsibilities to

the newly-established position of "Engineering Nanagenent Officer" (ENO),

in order to "...permit each of you to concentrate your full effort and

attention to the sere immediate engineering demends of your position." He

appointed Capt. E4Einstela to the position Of HID. It Col Greenfield's

concept of operation for the ENO was that he would function. exclusively .

as a service organization, without commend authority; that he would be

at the disposal of each branch chief, section head, and equipment engineer

for assistance in common administrative and managerial matters; and that

the ENO would identified to external organisations as the division's point

of contact for all administrative and management matters not specifically

..•:.shin the purview of any one individual or group within the division.

Major Problems Encountered. - The first, and still the primary, major

problem confronting the ENO was the problem which lead to his establishment

in the first place: How to unclog the communicatioas channels between the

sources of management information and the decision-makers vho need that

data. Prior to the establishment of an DID Auction, decision-makers on

both technical and managerial level were characteristically being constrained

in their decision-making capabilities by data which was unavailable, much

too late, inadequate, unreliable, or mlechanneled. The first undertaking

of the DID, therefore, was to attempt to identify which informstional elements

were needed by whom, when, and in what form. The next step was to analyse

the procedures required to accelerate the transmission of required data to

its intended users, and to retard or divert the transmission of extrameous

redundant, or unusable data to division personnel. In electronic terms, the

t sk redv:ed . to the problem of simultaneous signal amplification and noisea

suppression. The techniques applied to that problem were basic systems

analysis and information theory methods, and still constituted the primary

activity of the DID at the close of the reporting period.

*Oar Accomplishments. • At the close of the present reporting period,

the majorshment which can be related to the DID fiction of this

division was(1)the

ccli

s (1 recognition of the need for better managerial controls

and (2) initiation of positive action to establish those controls. This

recognition, which is ackaovledged almost to the point of institutionalisation

in both industry and at directorate or SPO level, has not yet permeated the

LIND structure at divisional level.
•

•)c.,..e"7"

1

.1.M.22-Vetr. Nan

Zr.:. rtz$ • 31 December 29=5

Subwster CE

(SSVAZ-1/)

issassnal AND ORGANIZATION 

Subsystems C, Electrical Power, and H, Communications and Control,

merged on 27 November 1965, becoming Subsystem CH, Communications and Power

Systems; This followed the forty percent reduction in staff from seven engineers to four. Current status:

Auth Duty Req

Name Function Grade/Grade

R.L. Wars Sr. Project Officer $7ai 2621/2825

R.G. Bergmann* Project Officer lstLt/Capt 2825/2825

G.R. Pisarczyk Project Officer lstLt/Capt 2821/2825

L.M. Kikuta Project Officer 2ndLt/Capt 2821/2825

LOsses:

Name 

T.D. Tedrick

D.L. Hirst

R.L. Bush

Duty

Grade AFSC

Capt/2821

Capt/2821

lstLt/2895

Lost To 

"Return to Cockpit',

SSVT Directorate

AFIT, PCS

*At Air University Sep, Oct, Nov, Dec, 1965

GEMINI AMA TARGET VEHICLE (GATV) CONEUNICATIONS AND CON'T'ROL

EQUIPIONT 'MOVEMENTS 

(Reference: Preceding report, pare 5 through 8, covering the large

number of unanalyzed communications and control electronics failures, the

resulting phenomenal cost of scrap and rework as well as dubious reliability,

the informal investigation by AFSSD engineers, inertia and resistance by

company managemento . unsubstantiated charges against the investigators, the

top-level AF-IMSC meeting of 23 Fob 65, company promises of corrective action,

slow implementation, preoccupation with contractual coverage, eventual

formation of the task team, three separate engineering analyses and their

limitations, and lessons learned.)

a. TASK FORCE ACTIVITY - That sweaty little band of action-and-results

men had its hands full. Is was charged with, among other things: Procurement

expediting of the needed electronic parts, maintaining the flow of failedequipment processing, handling the resolution of the 833 squawks (discrepancy

forms) we had written on vehicle 5001, and incorporating the redesigns. In

the preceding report, we have indicated briefly how the Task Team leader,

J. S. Jaworski,. was being undercut in-house by giving him responlibility

without authority. .Perhaps it was felt that a success by his Task Team

would be an indictment of the company's past efforts and organizational
OW4

Seemeel esehimg omnatless, i. r..1.64 of essormemt maser obsolete dramdaEs,

epees, Mai test iroostares mosp

•

;ete aesemee o: test data,' umavatlVt4/1:7

a arson Atrial SomaCiASMs ) asd US Pbal RAperts incorrect or

zistabli =amts lists and eimeelhiy 'trees's incoeplate books (Whiled

Zquipment Reports, amd =OD. Ns had an exmelleetweecingemdatienship ulth

t entire Tick Team, so we went to thee.' Meg-heard our opinion of the

previous efforts, coniurred, and assured us this one would 'be done right.

1b stiffen their resolve, we made this announcement:

"We will ticket and book the entire FACI teen for the ten-thirty

flight. Lt GOldvall, our advance man, will arrive before nine

and take an hour to check the following (list similar to above).

Ifhe t s happy by ten, the team. will be up here and inspecting

by noon. If he's not happy by ten, he'll return, and we'll

noWy.you through channels you're not ready."

Thus galvanised,- they came through. Beat FACI we've seen so far.

Traceable corrective actions, readable documentation, applicable revisions,

full failure history, large-scale equipment tree, legible copies of troubleshooting logs, etc. Their efficiency did embarrass the company however,

since it tended to increase the total number of discrepancies accessible

to the inspection team. •

EQUIPHMT INCOWATIBILITIES - Sow' of the most dangerous discrepancies,

aside from unexplained failure reports, ere Incompitibilities between modulus

in the Command Programmer XVI *are the output eignal leiel and/Or duration

specified for a "driving" cedulo conflicted with the input signal level and/ .

or duration specified for the "driven" module. Theca wore first detected by

Lt. R. C. Borgmann who was disturbed by the lack of a top-level schematic

drawing tor this unit, and had started wondering what desio "crimes" night •

have been prevented with a top level schematic. On the FACI of vehicle

5001 to find a way to trace =duly interconnectiens, ho had to cross-rotor

to five levels or documentation, a system which discouraeos good design and

desigewhockinc. It took him two days but whoh he finished to had five

documented cages of incormatibility and estimated that perhaps another dmen

or ecru existed. tsetse ere identifiable in the AFPROOSC files by the

:arks up.265, Aqrvepac... CL*oretith l a electrical

eajnevrs have one '..e.. 6/1 SPLWRINVAt UAW acceptaneue

.u.d turned up spec two! C45•3.

The conpaNe yes as eirellei es we were tal jromioed to clear We

up quickly. Six months later. in Latm novieber, en acquaintance in the

company tipped us that the effort still was net finished.

WORST CASi► ARALMSIS PUBLISHED (Reference precedine, historical

report, perm 7.) This wee promised 3G June for BEAF review and action.

It was published 3 September as ?PSC Summar/ Repert C-E3-(6-2, and in our

hands still later. Ry that time any decision by us to redirect the company

would result in a schedule slippage affectlk: the entire Gemini pro'ran. WO realised .this, and the company knew we knew It. The report reads (sample

3
free Shit paragraph: *An ineasai4pAisawaa initiate: my DSC Awineurs...1

as it problems reeogatiza and actics calamated 64bamee (act so) ace

proceeded in calm, Intelligent enables (met se) to compictely salve Lbw

problem (not so). (Men time waits, we Imps to slam late the recort thv

curious story of the Ingle Mativibratorreltle.) Startly before publication,

a friend inside the company had bootlegged to es a copy of •ha working drart.

It had pages five and six snipped off. He said be tad scanned is and told

management to expect a "reaction,' from USAF if these portions were presented.

We asked him what they were, and no described them in this language, 'Page

five is a whitewash of the 2g2102 transistor, and page six says there haven't

been any misapplications or overstressing of parts in our designs."

g. MISCELLANY - By September our GATV Division had been augmented with

more engineers, separated from our directorate, and raised to directorate

status. We turned our attentions and energies to Agena Vehicle problems.

We hive . responded to requests for assistance since then, but have lost the

previous close contact with•GATV's day-to-day electronicd engineering problems.

The lessons learned cost millions of dollars, and. deserve recording. Their

first shot, GT-6 (Vehicle 5002), fell into the Atlantic before tens of

milliohs of. television viewers and radio listeners. At first, we thought

the Command System had done it. Telemetry indicated' Propulsion System

explosion.

TYPE XIV BATTUY 

A contract for the Type XIV Battery Phase I development was negotiated

in September 1965. The Type XIV battery is a high-enera zinc-oxy ben battery

systemwhich'will be installed as an optional kit in the • SS-018 vehicle. The

Phase I effort was limited to cell development. and testing, battery case design,

battery studies and systems integration studies which included integration,

accomodation and optimization.

The cells tested in the cell performance matrix failed to deliver the

capacity required by the specification. The problems seem to be in the

fabrication technique and the process control of the cells. The basic electrochemical design appears to be satisfactory. Cell test data indicate that

capacity greater than 825 ampere-hours can be achieved. Detailed fabrication

process variables'have been identified and proper control techniques are being

investigated.

TIPS IH PRWARY BATTERY

The program plan to modify the Type IF battery was approved on 30 September

1965. The IH battery will have the same performance characteristics as the

IF battery. The modification will enable the battery to be installed in the

side bay and as an optional UPA kit. Additional features include an internal

temperature sensor and mounting provisions for a current sensor.

4
!„. :TM :1 a camiz:Ea

The dcsildm andteveleiment was

ccmOsted in roves..her 19.15. The test results rehest a simdficant increase

in performance. :dualificaticn testisk, should be ccepleted 47 the wnd

February 1966. "Isis converter will replace the ;resent Type IX converter

on the guidance module by April 19u6.

6. BURNER II DESIGN REVIE:: •

On 30 June and 1 July, two of cur electrical en4neering officers

participated in a critical design review at Boeing Seattle, on the Airborne

Data System. for the Burner II Satellite; and reported that vendor qualification data and test results were not received by BAC in most Uses, not

available. for APSSD review in other cases, and incomplete. Vendors had

not been caused to submit their acceptance test procedures to BAC for

review - also unavailable for AFSSD review. The vendor quality control

procedures had not been submitted to BAC for review and BAC signoff, although

we were assured BAC will do this. No BAC in-house receiving inspection/

acceptance test procedures were established to date, with uncertainty as to

how thorough' and complete they might be when eventually produced. No BAC

plans or test procedures were presented• for items that require qualification

or partial qualification testing by Boeing. Blectroragnetic Interference

data on vendor item was incomplete, and BAC i s detailed Da testing plans

were not available for review. There appeared to be reluctance on the part

of BAC to commit to doing what we would consider proper engineering and

qualification testing cn BAC-built items such as Signal Conditioner and Antennas.

They concluded therefore that a follow-up design review would be necessary

when qualification data and -4.1 data was available and properly reviewed by

BAC. BAC should also present. for AFSSD review their acceptance testing plans/

procedures. They cenclude'i further that AFSSD is essentially constrained to

accept the "good faith" of BAC in delivering a qualified Airborne Data System,

since the cpecificaticns Lanese feu specific requirerents on Boeing.

•. FROGRAN PUTTS NOTES 

Significant cemple!ione.uneer this Study Contract include:

Development of a simplified and ruGgedized Command Destruct Receiver.

This included repackaging the antenna vaunt on the PS filter to eliminate miring

and reduce energy loss.

Requalificaticn of the Talene t ry Commutator after substituting a

Japanese ricremotor with revolvin:: ortho_cnal brushes for the American rotors

which tenaeu to stick or fail to start after hours of operation.

c. Junction Box ENI Investigation - A study of electromagnetic•

interference reducticn techniques were investigated for a typical junction box.
IsideVARICATION Ale= PASTS

In the past six months we've caught two of the largest U.S.

semiconductor menufacturers Lanes:

Manufacturer "A" replied to an IMSC inquiry on an integrated circuit

problem that themsocaspression ball bonding of leads had never given

difficulty. Disclaimed responsibility. His letter to LIM is dated 6

ally 65. Simultaneously the schedule for Session 16B of the IEEE Convention

was filling up with papers from Autonetics discussing just such a problem

with guess who's integrated circuits. His. Some frantic backpedalling

ensued.. Ref: Subsystem!! Report of 3 Sep 1965.

Manufacturer " B" , also a major power in semiconductor manufacture,

trapped his corporate self when he boldly but erroneously claimed

minimisation of moisture in. a N2 transistor capping chamber. In=his office

we interviewed one of his shop people and while covering the same ground

for the fourth time:were astounded to hear about a minimum level of

moisture - 75 parts per million. Seems the men in the shop were economizing

on nitrogen by allowing the moisture content to hover near the 120 parts

per million "danger" point, and minimizing the expenditure of N 2 for

chamber. flushing. Penny-wise. That's only the first half of the story.

Rest of it available on request. Reference Subsystem H Report of 3 Dec 1965.

MORAL: Don't believe everything you're told. Don't believe something

just because it's' been put into print. Don't believe something

just because everyone else does. If enough is at stake (dollars,

time, space equipment reliability) take the "Missouri" view of it.

Verify it. Make him bring out the data. Demand to see the

original scratchpad data. Go through it. Invest a little time .

and-effort. Two times out of ten you'll uncover a mess. Resign

yourself to looking foolish the other eight times. It's pert

of the job.

AGGRESSIVE RELIABILITY ENGINEERING 

Our idea of a really good electronics reliability program involves

much more than cautious design, piece-part estimates (they assume perfect

workmanship and full system compatibility) analysis of flight result, and

generation of reports. WO want each - we mean each- manufacturing failure

analyzed and corrective action taken. Preventive reliability efforts are

better than curative reliability efforts. Someone has reminded us that

such an effort is self-defeating since it involves heavy costs at first to

produce rather intingible'results, and after it has dropped the failure rate'

it looks still more expensive, even superfluous. That's true, but since

5002 swan dived on 25 October the preventive-measures approach is gaining

converts. Firemen have understood this thing for a long time.
One of the first questions always shoat/ be, is this (deflective)

item part of specesystem2 This is easier to ask than ensues. A

given sesdcanductor any be narkedted under tea or more mmtufacturer parts

numbers depending on variations in its performance curve, and each of

these say be bough under three or sore buyer's part numbers depending on

the screening specifications. You my think you have only sixteen dangefous

transistors in your system. The next day its three-hundred, retrofit

is needed, launches are imminent. Reference Subsystem H report of 30 Dec.

1965 on traceability; and how lack of it has hurt us.

ContractOrs if left unattended will spend too much time determining

the exact physics-of-failure; and not enough time laying out a course

lof action, parts substitution, selective retrofit, kluging-up some redundancy,.etc. Get in there and keep tab on his effbrt. Don't be hesitant

to say, "Yes, but what is your recomeendatioM for action?"

11. ON MORALITY AND COMBOVERST INSIDE = SPACE INDUSTRY

From time to time our experiences almost tempt us to the ' idea that

Aerospace contractors are less than scrupulously honest. Actually we take

view that if we were in the white shirt, sober tie, and contractual habit

of thought, and they in the blue unifors under the oath of office, the

situation might be such the same. We have made may &Unships at the

contractor's plant.. It's just that their motives differ fro. ours. We

have the money. They have the design staff and fabrication

Soon they will have the money, and we will have • exactly what

we wi l ave is the question every day.

•

There are indication that MC is not the only contractor with a loose

operation. Last July two of us reported on moths, contractor's design

review (paragraph six, above). Also, people have told us, "My Ood, you

should see things • . at (OD, Boeing, Martin, Douglas, llorihrop)."

A friend has cautioned us that we tell too much in our history and

activity reports. We don't think so. We want .to alert management and

provide some useful cress-talk to once and Alture colleagues.

The AMID Historian visited us last year and teXel us our section's

history was the only one in the entire Space Systems Division to admit and

describe controversy with a contractor.

That's incredible.

8
atsmarda, maw -

./a17 196, • 31 Deeelber 190

SOMEES1INI

1351/A1-12

Sew Conn! is - Contracts have been awarded to the Be/ocli Instrument

Corporation ftr the development of a "Soild State Sorison Scanning

Technique' and to Quaatic Industries fbr the development of a "Ugh

Accuracy Morison Sensor System."

Gre Electronics - In November LMOC submitted their proposal far the

Guido:nee Si Control alectronies Package. The GOIC Electronics consists of

the Plight Control Electronics Module, the Signal Integration, Mule and

the Program Module. These three units will replace the lligat Control

Electronics Package, the Plight Control J-Box and Batch Panel, the Guidance

J-Box and various Program J-Boxes. The new colbination will have approximately half the weight and volume of its predecessors and will be relocated on the rear of the Guidance Module, thus creating more than one

cubic foot of additional usable space in the forward rack. Preliminary

studies have begun under Proves Plan 253 with final contract negotiations

scheduled for the let Quarter of 1966. The first production units will

be available by the 3rd Quarter of 1967.

Inertial Reference Package 

The Massachusetts Institute of Technology has been contracted to

design, develop sad build a prototype of an improved low drift

Upon its completion a contract will be awarded for the production of the

units. The first units will be available by the 3rd Quarter of 1967.

DYM IIA,VelocityMeter

Bell Aerosystems Macaw has been chosen as prime contractor to develop

and produce the Bell Digital Velocity Meter (DMM) Mbd IIA. This system

will be a repackaged version of the DNM III, which has been successfelly

flown on six occasions by otheirinegrams. It is snaller, lighter and

more accurate than' the precut Mod II. Development is expected, to begin

in April 1966 with the first production unit scheduled to be available

by April 1967.

5. Sequence Timer

Redesign of the Sequence Timer begin in September with the design

of an *proved snitch. It was soon realised that the effort would cost

nearly as much as the development of &near electronic timer, and work

was stopped. MSC was then redirected to continue work only on the improved switch as an interim fix and to survey the industry for a manufacturer

capable of building a solid state timer to meet Agena requirements. To

date the new switch has demonstrated a lover contact resistance as desired,
but is too, has experienced the same type errand= failure as the

previous unit. The prime suspected cause is conta n ination, and since

the switch is not a sealed unit there is some doubt as to its possible

elimination. The switch is now abler study to determine the :type and

means of the contamination. Development of a solid state timer is

*expected to begin in the Aid or 3rd Quarter of 1966.

X--Ray Problem

During an audit of the Di/An Electronics facility, it was discovered that.a large number of the seed-conductor piece-part x-rays

were unreadable.. It was further found that some of the laboratories

performing the. x-ray eeryiesvirere not qualified by LMSC. Since, the

laboratories had been used by both Bell Aerosystems and .DI/An, four Aetna

components iamediatelybecame suspect. These were the Velocity Meter

Electronics and Electronic Engine Gate made by BAC, Buffalo.) plant; and •

the Velocity Meter Accelerometer made by BAC, Cleveland plant; and the

Di/An Velocity Meter Counter. The decision was made to retrofit where

possible, replace units which could not be retrofited, and to sweep and

screen stock immediately. Due to the completeness of piece-part records

kept by BAC Avionics Division, it ors possible to locate and replace.all

suspect parts of the V/K Electronics and Accelerometers. The Engine

Gates, of which there were five, were replaced. The Di/An Counter, being

of modular construction could not be retrofited and would have to be replaced. Because of the tine test and performance history of the unit it

was decided to fly the present units until replegesmnts were available.

The X-Ray laboratories in question have been either qualified by DISC

training or eliminated from future consideration.

Transistor Dew Point Problem

During the failure analpsis of an LS 8488 transistor it was found

that, at dew point temperatures, the collector to base leakage (Icbo)

was far above specification limits. Examination of similar parts in

stock revealed that the condition was widespread among &number of similar

transistors (Fairchild 211 1134 . 21 1132, and 211 722; all of mesa-type

construction). The decision was made to screen the stock and eliminate

all suspecttransistors, retrofit all components utilising the parts, and

to select and fall* a replacement part of the newer planer construction

with the same perfomence parameters. The imeediate interim fix was to

replace all suspect transistors with similar parts which had been screened.

The most logical explanation of the condition was a short resulting from

moisture within the transistor, although an inspection of the vendor's

facility did not support this belief. To prevent possible reoccurrence,

all future circuit designs will Incorporate planar type transistors which

will be thoroughly tested at the dew point temperatures.
•

•

•

•
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4

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•

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. r
EISIORICAL nem

1 July 1965 - 31 December 1965

Subsystem II

SSVAS-22

USAF 17.881-BA-11 Rocket Menet; - The AP 01(6)5)-766 contract, to procure

these engines directly from Bell Aerosystems Company, we negotiated. The

first engine (SA 09) was delivered as OM in July of 1965. At the end of

the year, 17 of the 55 engines to be produced on the contract had been delivered

to the government and subsequently furnished to MC. As yet, none of the

goverment-procured engine's have flown.

During the last half Or 1965, the /LR81-BA-11 engines maintained their excellent

flight record. Out of the•16 engines flown, (15 on Agana D's and one on an Agana

B)• one exhibited a minor performance anomaly; however, there were no elision

failures as a. result of any engine deficiencies. •

USAF XLR&L-BA-13 Rocket Refines - The last two of the six flight engines were

delivered on the AT 04(695)-766 contract during October of 1965.

The flight verification program was completed on the oxidizer gas generator solenoid

valve with satisfactory results.

•

Unfortunately, the first flight test of this engine, on Gemini Agana Target Vehicle

5002,. in October 1965, ended in total failure. The fuel lead into the thrust •

chamber at start-up (the )2 -BA-11 has an oxidiser lead due to a different valve

opening sequence) was blamed for causing an unexpectedly herd ignition, or ignition

upstream of. the injector. Resulting damage to the engine caused it to thutdown

with subsequent vehicle destruction due to main propellant tank ovezpressurisation

which occurred when the orfice controlled pressurisation systems blew-dam into

the full• tanks.

Project "Sure-Fire" we initiated, under direction of the Gentni-Agena. Target

Vehicle Directorate, to modify the IL1E61-BA-13 ;mine to an =Wiser lead at

start-up, and demonstrate the flight worthiness of the engine.

3. 8250 Secondary Propulsion System - Test programs were completed on the

nitrogen regulator with satisfactory results.

The Unit I thrust chambers opera. ted satisfactorily for 18 seconds during the

Modal Agena. Target Vehicle 5002 flight in October 1965.

J. Gas Ingestion Test Program on the tili81-BA-11 Rocket Amine - A test program

was initiated during November sad December of 1965 to ascertain the effects of

reorientation gas ingestion on the Ildel-BA-11 .Rocket Begins. Studies by LOC

have revealed that reorientation gas ingestion occurs when the engine is

restarted lifter propellents have had a chance to deorient in the main propellant

tanks. to results from tbm.prOgrem were mailable at the end of the year;

however, the programi is expected, to be caMplete in the first halt of 1966.
•

e, 5. szosalaat Few; WM. and - The development portion of thiffitegois to establish a trdilimigrialliallas enved-X tela•cepebility for the propellant fill .Oseplimig veal amplated. The oorrective action was to tefLon emit tai past. Ilia to 'eliminate the 'voltaic action between the diósindlar Betas. The repalitication of the valves was initiated avrias tbis period. • ' .

• .

. • . . •

• 6. Omar Ur. Pinnaler qualificatlisim of the redesigned Samos bar pinpuller •was completed anti the new desipm will be incorporated beginning with Stewing" Awns Vehicle 143. •

"

7.' Wel 813,3 •8iclast "wine - In NoveMber this /ear a development plan was • • submitted to St LW covering a . pmogran than wield devil%) a nelti-stert version LI • of the 11181.41A-11,. utilising Nitrogen Tetrozide and a 50-50 blend of un- •

sysmetrical Dinetkabydresine and hydresine as propellants. To date the

development programa his not been initiated.

2
"A •

=CM= vlECIED =NM Z:TtZen.

- UMW= Oat=

1 Jul 19t5 - 3► Dec 1941.

(U) The Z2R Lamb Capability ConUmr:L? 04695)-688, originally

negotiated for 44,761,500 CPI? on the basis of non-concurrent major

testing, had to be supplemented. to permit concurrent .testing during

June, July and August and to provide a limited second shift capability.

This increased effort was negotiated for $369,150. A second supplemental

agreement was negotiated to continue the second shift capability throughout

the reminder of the year at a price of $112,399. The ultimate target

price of the contract vas $5,243,09, as opposed to the original contractor

proposal of $6,833,042 to provide concurrent testing capability throughout

the year. It is estimated now that the actual cost of the contracted effort

closed out 31 December 1965 at $5,318,000. A $65,000 overrun on the

negotiated target price, but an approximate $1,500,000 saving When compared

to the contractor's proposal.

(U) The Follow-On ETR Launch Capability Contract was negotiated

December 1965 for $8,800,000. The Follow-On Contract includes concurrent

capabilityp . vith thirteen launches from three pads over a fifteen month

period. In 1965 there were four launches from three launch complexes

over a twelve-month period. If all programmed launches actually launch,

the cost per launch will be $675,000 as opposed to 1965 cost per launch of

$1,300,000. •

3. (U) The VTR Launch Capability Contract is tracking an underrun, the

potential amount of which is $2,000,000.

ly or . Crect ons as

the supporting functions still being provided by the Consolidated LatiOch •

Capability Contract.

5. (U) The AGE Division has been designated chairman of the Pad. Modification Integration Working Croup. The responsibilities of this grOup are

to integrate the planning and scheduling activities and to resolve problem

areas associated with pad modification work being done on launch complex

751, Pads 1 and 2 and Complex 75-301ads4 and 5. This work is mainly in

support of the Special Program Offices, but the NASA (LeEC) modification

Atch 5
effort on 75-1, Pat 1 Is Integrated late tbe total actletts. A timiLLN,

nark group has been formed al vandeaherg Ars sad moved 6595 ALA

to monitor and supervise facilities wort associated with Ms complex

conversion activity. An activation plan hes been prepazed and the integrated

milestone schedules are reviewed and updated monthly at the working group

meetings.

(U) An ATE/Test and Launch Operations Management Symposium was

established. between SSVA and MSC for the purpose of providing an envtromeent

for management decision process (definition and execution), identifying a

focal point from which to direct AGE.resources towards worthwhile efforts,

establishing a:forum for discussion of requirements for AGE/test and launch

operations improvement areas, improving communication channels, decreasing

response time, and establishing a concentrated workshop to rednce'travel

expenses. The broad objectives defined for this management group are as

follows: (a) to strive for better management control of AGE activities,.

(b) to strive for continued improvement of launch services (c) continue to

search out and implement improved test. philosophy, (d) explore new approaches

for providing major improvement of performance and/or countdown incentives,.

and (e) elevate the AGE subsystems within the total Agena system.

(U) The General Accounting Office (GAO) conducted en audit of the

utilization of System Test Complex C-10. A chronological sequence of

events and corresponding correspondence was provided the GAO by the Agena

Directorate. Other organizations involved in the utilization of this System'

Test Complex and in turn requested to provide the GAO with complimentary

information were the Gemini Target Vehicle Directorate (SSVT) and the

Secretary of the Air Force Special Programs (SAFSP).

(U) Because of many complaints by Agena users that Agana AGE was costing .

too much and many instances of late and/or inaccurate AGE engineering, an

agreement was reached between SSD, NASA and the AFRO to review the UGC AGE

operation in detail. An ad hoc team performed the review at both VAPB and

LKSC Sudnyvale during the period 6-16 DeceMber 1965. A number of recommendations were developed, for both DISC and AF/NASA action, which should lead to

a more responsive, less costly system.

(U) An agreement has been entered into with the START Program to

provide them with Agena Directorate support during the conversion of PAIL-1,

Stand 2 to the START configuration. This assistance will consist of technical

reviews of all Agena associated equipment modifications including support of

contract negotiations with LKSC. Agena equipment being made available to -

START includes the umbilical retract mechanism, vehicle sir conditioning

system, and Agena telemetry ground station.. IMSC manpower support will be

provided, as required, under the UTR Launch Capability Contract.

'.•••• - • • •

2
11.401 Technieal and activation amassment assistance has be provided

to Program 1161 during the conversion of EALC-1 Stead 2 to that prognoses

use. This conversion be completed during sApril 1966.

(0) Continuing concern over the high cost of modifying and maintaining.

the present Agena transporters prompted us to investigate an alternate

means of safely transporting the Agena vehicles betveen Sunnyvale and the

launch bases. Investigation of currently available special commercial

vans resulted in finding one that could probably do the job. We instrumented

this van and ran dynamic, vibration and shock tests. The results. of the

test were sufficiently favorable to warrant a continued investigation of

these commercial vans. In April of 1965, Three Way Van Line, a subsidiary

of Mite& Van Lines developed a new version of the previously tested van.

This new van had a better shock isolation system and promised to be superior

to the pieviousvai. The van was tested and the results proved conclusively

l • that commercial:equipment was now available for transporting the Agena.

Furthermore, subsequent tests on existing DISC vehicle transporters, with

identical instrumentation, showed that these new commercial vans are as

good as DISC transporters.

(U)• A microwave system will be installed at Vandenberg APB to support

all programs using the Agena vehicle. The system will be capable of .

providing real time telemetry from any launch complex (supporting Agena

vehicles) to the DISC VADE Computer/Analog GroundStation ) located at

Building 8310; also from the VandedbersTracking Station to the AGS. The

system provides three distinct advantages over the present open loop method:

Simultaneous testing on two or more Agena vehicles Vithout frequency

interference prOblems.

The possibility of ground testing interference with vehicles on

orbit will also be eliminated.

c. The telemetry data at the ground, station will be of better quality

than the present AGE configuration can provide.

The Agena Directorate has the responsibility for identifying this requirement

to all using programs and of coordinating the necessary interface design

work and installation to support the microwave system.

et r

•

• •

3
In% Procurement & Production Division

Historical Data

1 .7!sly 1965 to 31 December 1965

During the period the Procurement and Production Division (SSVAK)

supported the Agena Directorate by issuance of 8 new contracts, definitization

of 1 letter contract and administration of 49 active contracts. Total estimated

value of these contracts is approximately $340,260,000i

During the period it was determined to further breakout Subsystems from the

basic Agena procurement and place require:emits for horizon sensors and velocity

meters with Barnes Engineering and Bell Aerosystems respectively. These

procurements will be effected on the next procurement.

Upon the completion of negotiation of the AF 04(695)-766 , contract with Bell

Aerosystems for the direct procurement of 57 Agena engines a cost savings of

$1,421,954 was realized. A cost savings was submitted to the SSD Comptroller,

but has not yet been verified.

Letter Contract AF 04(695)-722 with DISC was definitized during the period

for $32,230,000, but was not distributed prior to the end of the reporting period.

The contract was for 57 Agena vehicles leas engines.

During the period Contracts AF 04(695)-129 and AF 04(695)-545 both Gemini

contracts, were transferred to the Gemini Target Vehicle Directorate.

During the period contract AF 04(695)-936 for launch services at ETR was

nettled on a fixed price incentive basis. This is the first fixed price launch

contract issued by SSD.

7. During the period 9 orders were made against BOA AF 04(695)-589. They are

here listed:

1. Prep Round V 5. Sequence Timer 9. Logistics Support

2. Type XIV Battery 7. Prep Round VI 10. Cas Injestion

3. Type IX Converter 8. Zipeord 13. Thorad

Total estimated amount of the above orders ' 42,600,000.

During the period a spares rotation system was established whereby spares

are rotated as OFS to the current production contract. This system precludes

unnecessary ageing and retrofit of states and thereby reduces costs.

During the period proposal for additional 3 vehicles on the Burner II

Program was requested from Boeing Aircraft. Negotiations are scheduled for

February 1966 the additional vehicles will be . added to contract AF 04(695)-754

by supplemental agreement.

10. During the period RFPs were issued to Bell and DISC for follow Agena

production. These two RFPs will result in letter contracts AF 04(695)-938 and

‘00 AF 04(695)-939 with Bell Aerosystems and Lockheed Space Systems respectively.

Ateh 6
-CONRDENTIALPequircmczte And Itacramidn MAUL=

listorimat Newt

1 JalY 1965 - 33. December 19•.15

1. _40rAgens Flight Sammy

Ca 30 September 1965, SSVA distributed the Agena Flight Summary

Report to program and staff offices within SSD, Eq AFSC and Eq USAF.

This report described and assessed all Agena flights through 30 June 1965.

During the period 1 July 1965 to 31 Decedber 1965, 17 Agena vehicles were

flown, making a total of 186 flights. Of these 17 flights, 16 were of the

current Agena D configuration. The remaining flight meg the RASA ISIS X

Agem B vehicle. The overall Ascent Success ratio of the Aaena•D now stands

at -92.3%.

.2. (U) Production Reliability Evaluation Program 

During this period the Production Reliability Evaluation Program -

(PREP) testing of Agent& components continued. The fifth series of tests

(Round V) vas completed duribg December. Round VI was started in September

.and. by 31 December vas about 50% completed. Planning for Round VII was

initiated in November and proceeded satisfactorily toward a scheduled start

. date of 1 April 1966.

(U) Agena Component Screening

. As a result of the Agena Spares Screening Program, which eliminated

questionable spare hirdware from flight status, a continuing screening program

is being implemented. This program will impose tighter accept/reject criteria

on the technical evaluation of flightvorthiness of all Agana components and

will provide greater assurance of vehicle quality and reliability to using

programs.

(U) On 19 November 1965, SSVA received.DDR&E approVal for a follow-on

buy of 36 vehieleses follows:

-939 Contract delivery schedule:

1967 1968

F MAMJJASONDJFM A

3 2 3 2 3 2 3 2 3 2 3 2 3 2 1

5. (U) LMSC Operating Schedule 

IM SC Official Operating Schedule 'Issue ge, was distributed to

the ProgramOfficeson 2 December 1965. ihe Lockheed Schedule depicts the

milestones, systems test and launch stand loading for all programs using

the Awns vehicle. SSVAR acts as the SSD central point of contact for

LMSC in coordinating and obtaining approval for the information presented in

this document.

..;; .E.f) AT 3 . Yr.4:e ::.TERVALS

EARS.

!.%.73 C

Atch 7
aNFIDENTIAr_

r") 6. (U) Work Stateronts 

During this time period the following work statements were

prepared and submitted to SSVAK for contractual implementation:

Type• X DC/DC Converter

Sequence Timer Redesign

PREP Round VI (Vehicles 121 through 144)

MOD IIA Velocity Meter

c. Zip cord Study

arts Repair and Logistics Services

Cam Ingestion Testing

h.. TUORAD Support

i. PREP Round VII (Vehicles 3A5 throu3h 166)

J. -939 Contract (t ono Production).

k. -938 Contract (Engine Production).

7. (U) THORAD/Agena Bungee Test Support and Compatibility Study

In December 1965, at the direction of SSVA, LMSC Standard Agena

began preparations for support of the THORAD/Agena Bungee Teat Program

which is to be conducted by the Douglas Aircraft Company at Santa Monica

in April 1966. The =RAD, designed and produced by the Douglas Aircraft

Company, is essentially , a Thrust Augmented THOR with additional propellant

capacity and greater payload capdbility. one of the Air Force Using Programs

will begin THORNlaunches in 1966. LMSC support of the Bungee Test consists

mainly in supplying a development test vehicle (DTV 0102) for the test and

providing Agony. D technical data to D.C. The Bungee Test consists of

suspending the THORAD/Agena DTV Vehicle by elastic connections (2 points)

in a horizontal position. The vehicle will be vibrated to verify: (1)

the structural simulations used in computing theoretical body bending modes,

and (2) the rate gyros mounting structure. LMBC ions also directed to

prepare, for submittal to SSVA in January 1966, a list of those tasks

necessary to define THORAD/Agena interface parameters and insure TNORAD/

Agena ecogetibility.

Cm)
(u) Tnereate Mew =Nut:ma eb,a1.11%,

In December 1965 LMSC was directed to prepare as MT to provide

for increased akin thickness om the Agana aft task skirt and the booster

adapter. Tbis direction was prompted/gam of the using: program's

requirements for increased structural capability far dog-leg missions.

This beef-up will provide apprxdoatelY 30% greater structural capability

at a net payload penalty of approximately 7 to 9 pounds. /he effectivity

of the EClo is planned for Vehicle AD-166.

(U) Agana Long-Range Improvement Program (Phase II) 

The MSC Mena Long-Range improvement Program (Phase II) Proposal

was received in 88VA in February 1965. The objective of the proposal vas

to increase the orbital reliability of the Agana vehicle through hardware

changes. 88VA's final evaluation of the proposal was submitted to LYSC

in October 1965. Of the approximately 20 changes proposed, SSVA has

indicated a definite interest in the following:

a. New Main Electrical Uribilical and Increased Vehicle Checkout

Capability.

N, b. P-700 and P-701 Pullaway Connector Changes

c. Vehicle Electrical Connector Improvement

a. MD 380 taring

Propellant Vent Coupling Redesign

Guidance and Control Electronic.

Items a and f arc being covered under a BOA -589 Order, while the remaining,

items are still in -695 Program Plan Status.

10. (U) This report is classified CONFIDENTIAL because of PeragraPh 1,

which reveals Agana flight success ratio.

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is stibsitted as reques

onel, USAF 10 Atchnents

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11SVA Report 1:4 1

SMARFAl Report

SSVAX-2 Report(( '

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siniol► Report

MAC Report

8. MAO Report rd)

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10. SWAP Report

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DOD DIR 5200.10
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Col Wilharn Nielsen

It Cul Cecil Riddle . i

Hefty Niilndir.

I Ione Zimmer 

•

Engineering Division

SSVAE • 31nli)

LI Col William Greenfield

Nettie Mum.

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(U) The Agena Directorate is responsible fbr the management and

tedhnical direction of contractors' efforts for thedefinition, design,

production, modification, storage, logistic support, test and launch

suppOrt,oithe Agena . space vehicle for all using programs. This includes

certain engineering and procurement support to specific programs. The

Directorate pihvides Aerospace Ground Equipment engineering support and

facilities activation for all using programs and is responsible far'

managing and directing the . Agana launch services contracts for the Eastern

andyestern Test. Ranges.. The Burner II Space Vehicle responsibilities

were broken cut fros the Agena Directorate, and the Burner II division

became a . directorate on 15 June 1966. On this same date, the Agana Directorate was reorganized. The Aerospace Ground:Equipment Division became

the OperatiOns Division and the Requirements and Programming Division

became.the'PrommtControl Division. The ConfiguratimManagement Div

Won' the. Procurement-Division, and the Engineering Division remained

unchanged, although there was some transfer of personnel between divisions and an internal reorganisation in the Engineering Division.

Colonel VillissiC. lielseols the Apia Program Director and Lt Colonel

Cecil E. Riddle is the Deputy Director. (See attached organizational

chert.)

401 During the period of 1 Januaz7 1966 to 30 June 1966, twenty

(20) Agena Vehicles were flown, making a total of 206 flights. Of

these 20 flights, 18 were of the current Agena D Configuration. The

other two were last of the Agena B Configuration. The overall ascent

success ratio of Agena D Space Vehicles now stands at 91.714

3. (U) During this period, twelve new contracts were issued and two

letter contracts were definitized. Including 22 active contracts, the

total estimated contracts value is 535 million dollars. On the date

that the Darner II Division became a separate Directorate, contract

AP 0 ► 695)4511 and related record* were transferred to that Directorate.

Four orders were mode against the DOA contract. Virtually all new contracts are fixed price or fixed price incentive rather than cost rein

burnable.

b. (U) The Configuration Management Engineering Change Proposal (KCP)

workload was heavier than normal during this period (76 PCPs). Consequently, new procedures were initiated to more effectivalrprocess •

1CPs and to facilitate inputs to the Configuration Control Board Meetings.

DOWNGRADED AT 3 YEAR INTERW,L,I;

DELLASS;KED AFTER 12 YEARS.

- DOD DR 5200.10
-CONFIDBIBAL--

One such procedure used.was to have the contractor send PCPs, direct to

thellational Aeronautics and Space Administration (ENBA), lantern Test

Range, and Western Test Range.. Time COnfigustion Management Division

also evaluated numerous program plans and work statements.

•

(U) When theAerospace Ground Equipment Division was designated

the Operations Division, it was given responsibility for the Agena

interface with the • using programs, for contract AF 04(695)-761,•the

Banta Cr= Test Base BustaininaContract, and the EadloGuidance.

PUnctions with the contracts associated with this effort.

(U) Discussions continued with SAC and ADC concerning turnover and

utilisation of armed Guidance Station (OW Mo. 6. SAC will vacate'

this station early in 1T67. The present plan is to move from OGE Me. 4

and consolidate 80.operations in GOB Mo. 6-1 and NO. 6-2 late in n 67.

ADC will then occupy GOB Ito. 4. Firm approval of the plan is expected

from ADC during July 1966.

(U) Our program to qualify special "Air Ride" vans for Agena road

shipments is complete. Special "Air Ride" vans provide shock and vi.

biation protection required by the Agena; in addition, an increased margin

of envirOcunntal protection is provided. •

-(C) Technical and activation management assistance was provided

to Program 206-II during the activation period of the conversion of

PALO 2, Stand 3 from an Atlas/Agena configuration to a Titan IIIB/Agena

configuration. Technical and activation management assistance was provided to Program b61 during the conversion of PALO 1, Stand 2 to their

UM.

(V) In accordance with the direction given WC by 8SVA letter,

subject: Standard Agena Slave Plan, dated 29 June 1966, and CCN 108,

/48C-3252, dated 2I June 1966, Standard Agena item of hardware, currently

not being used by using programs, will be slaved during the Standard •

Menasystem test cycle. It is currently planned to continue this slave

system (except those items of hardware to be replaced by the new Guidance

Control Electronics (OCR) Configuration at AD-P03), through the -939

contract. • This total effort vill be accomplished without the benefit of

changing engineering drawings, and vial be scheduled slid controlled by

the Standard Apia Program Office in accordance with Implementation Plan.

The hardware to be used for slave units will be !Un gifted LYBC as government !Welshed Property (OPP) and painted red tor ready identification

and will be identified with the contract end item, component part number

and unit serial numbers. The estimated savings that vill be realised by

this slaving, starting with Vehicle effectivity AD-160 and subsequent,

will be $1,500,000 through the 939 Contract.

(U) . On 9 June 1966; the Agana Directorata, in conjunction with the

AFRO and MC, .conducted the first in a Aimed series of Agena vehicle

2.
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VI IDantriael NOM Parts

Approanately 31 ape XX DO/DC Canyurbers mere saved because of a

defontive napotttor. !be capacitors ((z lypes 29,3410( and 29F34XX)

lacked a true hermetic seal and were subject to integral aborting.

VII Riginaering Change Proposals

The 1pactroilas Brands has . been delnged with a large number of

Paginsering Chiles proposals (XCP). Most of the. PCPs were difficult to

evaluate due to incomplete cost data and lack of supporting technical data.

Continuing' disciesions with USC thrOugh SIP/th have resulted in some

liprovenent in cost data..

. . Cceteend Destruct trete*

. . . . .

A. rather serious problem arose last March vixen the Range Ilefety

Office at irat disepproied the StandardlAgena Compd. Destruct :Wotan,

even though the sane' system has flown in the past. The disapproval case

after .conducted a nor review• of the system, and it 111 based on the

. interrelationship of the battery, receiver, and destruct unit. The.

destruct unit (a 1 olo device) . thews a very large current when activated:

The sure current causes the battery terminal voltage to drop to 9 volts.

The receiver, designed to operate with at least 22 volts; can't continue

tO operate at 9 volts. After 10-20 milliseconds, the receiver vulgate

relays .deactivate, removing 'power from the destruct unit. Tests and

calculations by um indicate that the destruct unit viii always detonate

before the relays dropout. But RR mo s t accept statistical detonator

sure-•fire times; they insist that the destruct relays remain activated

unison the commend is removed. .

I is reluctant to define minima 'yet= requirements. INC is

reluctant to work aggressively on the problem since they do not at

there is. a probles.: This has slowed resolution of the problem.

As of 30 Jun*, a progrio plan for a aininun system redesign has

been prepared by DOC at Al= direction. The plan is now being evaluated

by ATM.

IX Type XIV Zinc Oxygen Batter,

•

' The first three months of 1966 were spent investigating and

identifying, plating bath parameters which required positive 'control

to ensure quality and repeatibilliv Of producing acceptable sine anodes.

Those parameters vhich had the greatest affect on the quality of sine .

plated mere found. to be the zinc ion . cancentration, pi of the solution,

and current density. At Air Force 'direction, quality control and plating

3

;

• a

CONRDENIAL--

garairtea. twat - asommasa somma (area-e3

*star iblinsarlIE Breath Organization

2. Engineering Nenegemmt

- • . .

.3. (2.) Agena.1,110t &marl - Pert It (C)

. . •

4. (o) ite3.1.abtlity D11100esitration Requirements

5• (IQ Agena Vehicle Audit

(In Production Reliability Evaluation Program'

•

(U) Work Statements

DOWNGRADED AT 3 YEAR INTERVALS;

DECLASSIFIED AFTER 12 YEARS.

DOD DR 5200.10

L. .
111111111111illan

M bele= TOdmeallog RASde ONSIMEnatiam

The Systems anglemeriall k vas lboesd on 1 April 3366 as a

part of the *ma Oirestseate reorgemleatlas. la addition to the spites

segtesering leas the responsibilities of the Sum* imelede essiasierimg

11.111.01111Sts xe1tal littys mainteinshility, quelity assurances vehicle interfaces, and preparation of wort stateneuts.

2. (V) gist llsoaam^eat

As mentioned in the previous report, the intended !Unction of

the recently activated Engineering Management Office NS) is simply this:

To shorten (and. to unclog) the caremications channels between the sources

of mslagement information and the decision-makers (both managerial and

technical) who need that informatics.

At the closing date of this report some small inroads had been

made'into- the tangled comonications 'Innate which had, over the years,

overgrown paths.of co nuisication /aid out in earlier periods. Three (of •

the many readily apparent) problem areas which were engaged during this

period included the problems of works' simplication„ time dissipation, and

informatics disseminations. •

Attachment A is an example of a Wiest multiple-user, minimumeffort form developed and put into general usage during the period in

order to reduce and simplify administrative workload in connection with

processing developmental engineering -"Program Plans".

Attachment 11 was developed for several reasons; among these were

to "screen out" unwanted. (and time-dissipating) agenda items 'which . had

begun to make covert appearances during technical direction meetings, and

to give the chief of the engineering division an advance opportunity to

not only acquaint himself. with the background information on decision requirements he vould shortly be confronted with, but also assure that appropriate

technical. people would be on hind during contractor "pitches."

Attachment C and D are typical of the information-dissemination tones

put into use during, the period.

• Other major areas of managerial concern which were being dealt with

by the ENO. as this period closed included. cost controls over budgeted

contractor developmental engineering efforts; tighter administration over

the innumerable "suspense" caananiCations processed by this division; and

the reducitice of our enginserie . ethos through both elimination of duplicate

efforts, and through better dochmentation of "solved" (but recurrent) problems. •

. leach progress in .coping with all of these areas still lies ahead, unfortunately,

DOVII4GRA....:... 3 YE !I • CRVALS:

DECLASS': EC 12 1

. 1
--CONRDENfikrather Item behlad as the period elands

limaDi, airing this period me "battle ens ineght Ord last) by

the Standard Agana Office is behalf of the am. Despite the inersesingly

obvious need to men the am Meth* b awe and in the Attire

with an incumbent trained in nenageria1 disciplines, our attempt to recast the NW. Nome pee' card description to reflect less part eigineering

and more smmegerial training *ere totally unsuccessibl. As a result, the

IMO function goes an under the 11W disguise of an electronic engineering

"slot and will, in all probability, disappear without a ripple when the

preite4 incumbent is reassigned.

3. (10 Aliens Flight . flusarary (FoLlaring item is Confidential)

-(C)- On 30 *rah 1966, SSVA distributed the Agana Flight Sammary

Report to program and stet: offices within SSD, Ng mac sod HI USAF.

This report sumeariled the results of all Agana Flights through 33. Dec 65.

During the . period 1 January 1966 to 30 June 1966, twenty *pea vehicles

were flown making a total of 206 flights. Of these 20 flights, • 18 air, of the

current Apina'D Configuration. The other two were the last of the Agana

Configuration and were the NASA Nimbus and 000-5 flights. The overall

ascent success ratio of the Agana D space vehicle nor stands at 91.7%.

(U) Reliability Demonstration Requiremetts. . .

. • On 8 June, the Agana Directorate successfully negotiated a contract

with Bell Aerosystems Co. which contained a requirement for statistical

demonstration of a reliability requirement. This is the first instance

in the Agena directorate in which a =shined development and production

contract, containing a realistic reliability demonstration requirement.

has been negotiated on a fixed price basis.

5. Mena Vehicle Audit.

On 9 June 1966, the Agana Directorate, iicoojunction with the

AFPRO and. Lig3C, conducted the first in a planned series of Aisne, .Vehicle

audits. the audit consited of a detailed inspection of Agena • AD-3.50 .

and review of selected vehicle documentation. The purpose of these audits .

is to insure that vehicles ecotone to specified requirements and meet

acceptable levels of quality and reliability. Annaber of manufacturing .

and documentation problems were detected and corrective action is in process.

6. (U) Production Reliability Evaluation Proem

Airing this period the Production Reliability Evaluation Program

(PREP) testing.of Amos components and selected Program Peculiar components

couttined. PUP Rotmd VI was started in September 1965 antras of yraikoo

1966, it was about 95% completed. Round VII was started in April 1966 and

as of 30 June it was about 30% completed. 'Planning for Round VIII was initiated.

in February 1966 and proceeded satisfactorily toward a scheduled start data

of 1 September 1966. •

IS%

2.
,1.

410

T. (u) wort stat•iimats 

Daring this time palm& the following nark statements sere prepared

sad/or sabmitted to the Contracts Division ONDME) far contractual action:

Production Reliability Evaluation Program Round VIII (Vehicles

166 through 186) •

. -

Agana Technical Assistance Program

a. Electronic Event Timer Phase I

Ouidence end. Control Electronics Design and Production •

. . •• • . • • . .

;Main Electrical. Umbilical Redesign

• • . Engineering Support Maltreat

Booster Discrete/Destruct J-Ika Improvement

Morison Sensor Dirict Procurement •

Mod X Digital Veilocity Meter System Direct Procurement

Sas Ingestion Program •

Thorad Test Support

Type 111 Batter/ Cell Testing

MOM Brazed Plumbing System

3.
---CONFIDENtbr

121111111101. SOW

1 Jammer/ 66 • y) are 66

subsystem 0 (Gaidasee) SISWAH•3

DINELOHOWS

1.1 New Horizon Sensor Concepts

1.1.1 The BelockInstruennt Corporation began their development of a

"Solid State Horizon Scanning Technique" under Contract Al 014695)-92k

The objective of the program is to develop end demonstrate a photoconductive . detector suitable. for use with the Belock Solid State light

berm *coiner. The development is progressing on schedule and should

be completed by January 1967.

(C) 1.1.2 The (pantie Industries deve.lopment of a "Nigh Accuracy Horizon

Sensor System continued during this period under Contract A? 04(695)-

918. The objective of this development is to achleire a light weight

sensor having an accuracy of better than 0.1° (including horizon

variations) 'vith only one moving part. The moving element in the system

16 a mirror which is deflected by heating thermostatic, bimetal elements

electrically. These bimetal elements also support the mirror, and so •

no bearings, sliding surfacea l lubrication, or hermetic seals are needed

for operation in a vacuum. A preliminary tracker was fabricated which

denonstrated the feasibility of this program. The development is onemonth behind schedule but it should be completed by November 1966.

1.2 Guidance and Control Electronics (GCB) 

IMSC continued development work on the GCE package under Contract AF

01(695)-695 . The GCB consists of a Flight Control Electronics Nodule, a

Switching and Instrumentation Nodule and a Test Program Module. These three

nodules vill replace the Flight Control Electronics.Packsge, the Flight

Control J-Box and Patch Panel, the Goildance J-Box and various Program

J-Boxes. All drawings necessary for the fabrication and assembly of the GCE

.nodules were released. MSC delivered to SWATS a reliability demonstration

plan and began work on a Failure Mode Analysis. The production of the Design

Proof Units was started about'aid-Hey. An RIP was issued to MC in May for

one design proof unit, two preproduction units, and 25 production units.

Delivery of first units is scheduled for Septenbes 1967.

1.3 Inertial Reference Package

1.3.1 HIT continued the design of I three-axisystraPd01111 Inertial Reference

Package(IRP)for use in the Guidance System of the Agena. • In additioi theylbegan

fabrication of a. prototype single axis of the three axis design to demonstrate the

performance and reliability of. the Selected Gyro and its associated electronics.

lar also conducted a Gyro Industry Survey and selected the Kearfott Alpha Series

Gyro for the single-axis configuration since it came closest to meeting ,the

requirements.

-CONMENTIAL-00VINGRAD:r.) AT 3 Yr.:a irtIERVAL4

DECLASS.r:ED AiTER 12 YEARS.

1.700 NR 5200.10

ale-LS
*4014.000-"-C 4,F ''' i7

1.3.2 Ile pastel peekegiag agpronali Ismessed said* constenttlea

testarlas emep.meat mad replinn nmslt of gawk lire throe 'pro elmemele

be IsekegPrl as laortica/ emit faterokelyearle electrical sechamical

asinlas to simplify testis( and than* analysis. A thermostatic piston

controller has been designed to amintaim the &gyro block throe* an ambient

range of 600 to 1350.

1.3.3 The clevelopasst_of the flight configured single as mit has

. progressed with a • view towards ultimatay fabricating a. three-ands

. strapdown 1RIE for . the Agana based upon the experience of the present study..

If this materializes the first production units will be available by

4th Quarter of 1967.

1.4 DVX Hodl Velocity Meter System

. Hell Aerosystasks Co. has been chosen as prime contractor to develop and

produce thellell Digital Velocity Meter (DVM) System Mod X. Negotiations were

completed in JuneSa contract will be issued in July. The Nod X System will be

mailer, lighter and sore accurate than the present Nod II velocity aster. Work

begot 'in June 1966 and delivery of the first production unit is expected in

3rd Quarter 1967.

1.5 Sequence Timer

1.5.1 Solid State Timer Survey. WIC conducted an Electronic Timer Survey

of Industry sad issued a feasibility study report. The conclusion reached

is that an electronic timer with increased reliability and perfonmesee is

entirely feasible for the Agora system. Several contractors have the

capability to design and produce a timer to meet our requirements using

already developed techniques and building blocks. Developmsat of • new

timer is expected to begin soon with delivery scheduled for 4th Quarter 1967.

1.5.2 Improved Timer Switch. Efforts to improve the present switch are

continuing. The problem is switch contamination of two types; (3.) foreign

material and (2) aigrettes of silver contact material through the gold

plating which fours • silver sulfide contamination. LICOW, the switch

manufacturer, has received samples of new contacts *la use • nickel

barrier between the silver contact material and thi gold plating. Testing

to date is not conclusive, but samples of those my contacts have bees shipped

to INISO for Anther analyses. To control foreign material eartimdmation,

LWOW proposes to establish a separate high quality 'seedily line for

menufeeturing the DEC switch. Significant improvement can be expected from

this action since all switches smoutactured to date have been assembled on a

camera:1a type liae. MSC has been instructed to vigorously pursue all

switch improvement efforts without delay.

•

•

2
topilifirdep.Tiet.7101!..

.0tft4. 1.CV%1'..Pai lAti

' • Li W..

90.6 299 lkerhaa IhmaMe aratak

A &ab1 s sib to preseme the Veit IBC iselman S—its eystAnt (IM)

direst teas Ike wrier walker Ikea presume Om* DISC as la the .paat. The .

dumb** ems bawd se the savings lila could be manned bi eadasting the

Usebecuttractheg Ate. A mistreat vas asgstiated In Noy 1966 awl the first

production GIPP BIB units will be delivered to DEC In Catcher 1966.

2. WOE ISIODIANS

2.1 U.S. Swear Capacitor

• Teiresilgeilon of Sescor capacitors used in the Velocity Meter Counter and

Flight . Control Junction Box indicated a serious material deficiency. The

elastamer. seal in the capacitor allowed electrolyte leakage wand the tantabm

anode • lead.. The resulting chemical reaction with the nickel lead and end-seal

Metal allowed both laternal and external corrosion and high DC leabrnie paths.

The failure mode of the capernitors is excess current leekage which in actress

cases results in it dead, short. Corrective action requires the replacement of

suspect..espeelters. . Retrofit and in-line incorporation actions have been initiated.

•

3. PERSOIDEL

3.1 1 The 'Guidance and Control •Subaystea became the Guidance Breach as a result of

the Agana Directorate reorganisation. Ow additional guidance slot 281$511 vas

added for BBL and GE Guider es Support;hovwer, the officer who ewe with this

slot has since departed. la addition, Copt Dempsey use transferred PCS during -

this period. This leaves the Guidance Branch only 51% manned (3 of the 6 .

authorised positions are vacant) at a time when a number of new developments and

direct procuremeits which viU require close waitoring are scheduled to begin.

Alt

•
Mewleal. been

1 karma L966 • p Jame 19(16

fIKlaaLaal !crag

=VASA

84hr:steak. .

Titan III BiAgens

Allot the static structural tests of the booster adapter !Or this

vehicle:have been Completed. These tests showed that the adapter will

withstand, the predicted flight loads with adequate merging of safety.

BAsed. on acoustic and vibration tests, it vas found that the

adapter self destrUct system components could eucceestn14 survive the

Predicted flight Ociustic levels.. It was originally thought that

shock *mating of. these coppooents would be necessary' since the acoustic

tests indicated that.the.eystas would be exposed to vibrations fir in

excess of the ' existing qualification levels. Later. tests proved that

the components would operate satisfactorily under flight cauditions.

However, to provide additional assuranwthat the destriact/discrete

IT-box would function in flight as required, its mounting position

• i.echanged. Mil involved relocating the unit from the adapter skim

to the truss Structure, which is subjected to a lower leirel . of flight

induced vibrations.

At the end of this report period, this booster adapter will be .

taken over from BP-14 and produced by Standard Agen ► as an optional

kit. The first units are beingsammaXdxwedbythe using program and

the first flight of this vehicle is scheduled to take place early

during the next repoit period.

Booster Adapter Bquineent Vibration Tests 

During the last repoftperiod, a/km/Atka, booster ~arias

subjected to an acoustic field. The results showed that the destruct

system woad be exposed, during Titan III, B meant flights, to

vibration 'levels considerably above those to which the components

had been qualified. Action was taken in January. 1966 to design

shoik mounts for each component to provide attenuation'of the

acoustic inhummiiribrations. % The self destruct battery end discrete/

destriuMa.i.box were then vibration tested to determine how such

dumping the..shOck mounts Would provide, These tests demonstrated

that.thailbration-levels'were reduced but were still sheive those .

applied during qualification. Bovever, it was also found . that these

new levels did not adversely. effect the performance of each unit.

te 6

11
•

Additional tests were then made to determine what level of vibration

each component could withstand and still fUnction properly. These

tests led to the conclusion that 'the self destruct system (including

the • charge/initiator, better', discrete/destruct J-box, sod separation

switches) would operate satisfactorily in flight with no codification

to the existing mounting design. As a result, the positioning of the

components in the Tbor/Atlas adapter was not changed. As noted in

it 1, the mounting of the discrete/destruct J-box in the Titan

III B/Agena booster adapter was chpnged to provide additional

confidence in its operation during flight. No other changes to the

self destruct system of this unit were made or !hand to be necessary

by the tests.

Retrorocket Igniter.

Due to several acceptance test failures, the most recently

manufactured lot of these igniters was rejected. The cause of these

failures could not be determlosd• in time to support existing.flight

schedules so action was taken to utilise another igniter fbr the

retrorockets. The igniter selected has been tested and flown, and

is considered to be a significant improvement over the existing

design. The electrical changes and tests necessary to qualify this

igniter for use on the Agene are presently being determined. The

first retrorockets using the new igniter are scheduled to be delivered

in September 1966.

Strengthened Booster Adapter

Saar in the reporting period, redesign of the vehicle aft tank

skirt and for/Atlas boOster adapter were initiated to increase their

structural capability. The aft tank skirt thickness was increased

from .110 to .125 in. while the adapter skin thickness was changed

from .143 to .160 in. Both of these design changes have now been

completed. The aft skirt change will occur at AD-166. The existing

booster adapter will be deleted from the vehicle at AD-166 and will

subsequently be manufactured as an optional kit. All of the optional

kits will contain the new .160 in. thick skin adapter.

The PACT of the new booster adapter optional kit was conducted

during June 1966. The only serious discrepancy discovered involved

the material whit* was used to fabricate the first unit. It was

found that this material contained inclusions of • flux used in the

manufacture Odi sagmesium. We to improper process control, the flux

was pusitted.t0 flow into the magnesium ingot. This produced, voids

in the ingot Which later appeared as lamination is the rolled

magnesium sheet. Obese laminations were later discovered in other

booster adapters which had been manufactured subsequent to the first

unit, and in some of the sheet stock which bad been obtained from

the vendor. Action was taken by the contractor to determine the

Condition of all of the suspect magnesium and place a new order for

2
shoot astoriol nos orothore wopplier. A stnerawssol mastpato of Um

.aseptero wowoMiamos iwritootodi mot um* its we

matistootiory for flight on. podia orafileiest, adopters

mitt' oddilti000l cases ems be mamitmetmerd nom tooter as lot or material.

Ripcord Program

The effort on this program wan initiated is early 1966. The

objective is to provide a vehicle separation system which, produces

less particle contamination and lower shock levels than the existing

primacord system. It is intended to accomplish this goal by using

the ripcord concept, in which the vehicle separation joint, is

severed by igniting mild detonating !Use (NW inside an elastic

tube.

The main emphasis during this report period. has been on the •

development of a satisfactory joint configuration. Several joint

geceetries, jacket materials, and charge (RDIP) weights have been tested,

using flat and curved panels, in order to accomplish this goal.

Difficulty was encountered in obtaining a joint which was not too

sensitive to charge weight and reliable shock measurements. Near the

end of the report period a joint utilizing a centered fracture notch

and a hybrid (dual materiel) 'jacket was found which would separate

reliably with sufficiently small charge weights and shock levels. This

design will be incorporated into a full ring assembly during the next

report period. A separation test of this joint and one simulating

the strengthened Thor/Atlas booster adapter will then be conducted.

These tests will determine if the separation, containment, and shock

reduction requirements of the program vill be met by the new design.

Separation Roller Redesign 

The design of * the separation rollers was changed.at vehicle

AD-132 in order to accomodate the increased separation loads of the

Titan III B/Agena. It was then determined by simulated separation

tests of this vehicle that the friction coefficient had been. greatly

increased by changing the roller design. An increase had been expected;

however* its magnitude was not. and no tests had been made to anticipate

such an inorease. When additional Titan booster tail-off data became

available, SP-lit determined that Titan III B/Agena separation would be

marginal with the new roller if one retrorocket failed to fire. SP-7

also conducted a simulated TO separation test with one retrorocket out.

This test showed that, under these conditions, satisfactory vehicle

separation test could not be achieved. As -41. result, a second redesign

of the separation rollers has been initiated. It is expected that the

design, test, and incorporation of the new roller assemblies will be

completed during the next repOrt period.

3
.!

7• Lockalloy Study 

Vith the goal.of realizing a significant increase in structural

efficiency and a corresponding decrease in vehicle inert weight, the

Lockheed Missiles-ant Space Company (Sunnyvale) has undertaken the

development of a beryllium - aluminum alloy-- Lockalioy. Research

conducted to date has produced a material possessing the favorable

compressive strength characteristics of-beryllium in addition to the

ductility and formability of aluminum. The task of elevating. Lockalloy

to.thi status of a usable engineering material has not, however, been

carried to completion.. Such a procedural effort, necessary to

sapplement all prior laboratory work, has. not received serious

consideration by any . appropriate government agency. The reasoning

offered thus far has been unclear although the absense of a specific

operational requirement may be of significance.

• During the historical period of this report, the Aerospace

Corporation under the recommendation. of the Agena Directorate has

completed a study aimed at, a timely evaluation of lockalic p, from a

metallurgical and a structural standpoint. The results of this study

have been recently documented and are reviewed herewith:

A meaningful set of sill specifications covering both chemical

composition and processing are required to assure material reliability.

Additional' data is necessary regarding fatigue, weld metal,

creep, and corrosion properties.

The two areas showing great promise through Lockalloy

application are those of welded structures and fastener development.

In possessing a very high modulus to density ratio, the

material is predicted to achieve a 66 to 75 per cent weight reduction

over a comparable aluminum structure. In comparison with beryllium

the advantage offered by Lockalloy would be in the area of greater

utilization under complex stress.

Ia assessing the results of the independent Aerospace study and

considering the development knowledge presently available, it appears

that an operational vehicle system such as the Agana can with

preparation incorporate Lockalloy advantageously. The future development of this material will be carefully.pursued.

8. Chem-Milling of the Agana Oxidiser Barrel Section 

In undertaking to reduce production cost wherever possible, the

Awns Direetoratje approved a process change which adopted the use of

diem-milling for the final fabrication of the propellant teak

oxidizer barrel section. The latter is a 60 inch cylinder approximate-1y 55 inches in length with a tapered skin-thick:was. The

4
original seiratacturing prOcedure consisted or rolling seed machining

two (2) (463.44 aleminum all sheets which were then jollied by

two (2) longitodimal madden welds. This task as described was

costly is terms of execution time and the subsequent rework effort

which occurred frequently. Specified contour compliance was also

very difficult to achieve on a continuing basis.

After a thorough review of the state of the art of cos-milling

it was concluded that certain vendors could, indeed, perform a

quality etching of the oaldissr barrel section within acceptable

tolerance limits. An engineering change was subsequently approved

.whiehlacluded a contract cost savings of approximately $46,900

as comparid.to that of the original machine design. Regirdless of

certain QC procedural errors which'have been encounteredo.the .

technique ofchem-millingsa applied to the Agena propellent tank

is considered to be an efficient use of manufacturing technology..

9. Agana flight► re

In'the early part of May 1966, Agena vehicle f106 failed to

separate as programed from a Thor booster during its launch sequence

at W. Reither vehicle, or portions thereof•were ever recovered.

An investigation was Immediately undertaken by the Contractor .

(Lockheed Missiles and Space Congan ►) and shortly thereafter an

Air Force biliesile Incident Investigation Board was convened to determine

the cause °failure and establish corrective measures. The primary

area of suspect was the pyrotechnic separation system of the Agena -

vehidle which consists essentially of a circumferential length of

MDF (E1 charge) which is contained within a mechanical joint and

terminates at a separation detonator and detonator block assembly.

A single electrical connector is secured to the separation detonator

and directs current from either one or two sources to two electric

detonators within the separation' detoiator. Zither detonator provides

a Sufficient blast wave to ignite. the respective terminal end of the

cord. The latter • in turn brake a circumferential joint portion •

of the booster adapter forward section which is notamed to facilitate

.separation. Flight data revealed no indication of partial or

complete separation.

. •

The subsequent investigation carried out by the Contractor

(Lockheed Missiles and Space Company) andthe Air Force covered every

conceivable failure mode associated with the 'separation system.

Several electrical and mechanicel iompatabilitytests were conducted

as well as individual component verification tests. It. was not possible

to determine either from flight data or subsequent analyses, a single,

most probable failure mode. Nevertheless, numerous items of a.

corrective . nature were recommended and incorporated so•as to reduce •

any possibility of a fUtureseparationanomaly. The official findings

of the Air Force Missile Incident Investigation Board were documented

is a classified report to Raj. General Ala, Rq. Space Systems Division.

5
ID. netesmimatiom of Asymmetrical lisstime ISThets am Standard Alma

Vehicles

A program of research has been progressing through this period

to develop an accurate method of determining the effects of

asymmetrical heating as experienced by the Agana during the execution

of a dog-leg trajectory.. The work undertaken to date . has been

varied yet complementary and is described.as

. a. A. series of wind-tunnel tests have been conducted at AFDC

to measure the beat trensfer.rate and coefficients as a function of

angle of attac•and angle of roll for two vehicle configurations.

This work and associated analysis . are in progress. 20% of the test

effort remains..

• A test effort is also presently in progress to measure the

thermal stress distribution around a theoretical equivalent of the

Agena booster adopter. The temperature and stress distributions

throughout the shell will be experimentally determined for various

load and thermal conditiOns.

• A computer program has been develOped using general cylindrical

shell theory in order to analyse thermal stress effects on structural

buckling capability. This program is presently being "debugged."

d.• As an empirical check a buckling test program is soon to

commence at the Contractor's Palo Alto research facility. These tests

will determine the failure load of the shell specimens when subjected

to various asymmetric temperature environments. The technique

of buckling-capture to be used in this phase of testing will insure

repeatability of data and accordingly, accurate results.

•

The • period of this report has, theiefore, been devoted to the

gathering of basic data and the. setting up of equipment for structural

testing. The•period till the end of the year will be devoted to the

collection of all test data and the analysis of saws Due to funding

restrictions, however, the latter will not be carried out as planned

but rather delayed somewhat in its completion. The achievement

of all objectives will permit the determination of mission versatility

of existing designs and the efficient structural design of new.

configurations.

11. Thorad-Agena 

A new booster design has been developed by Douglas Aircraft and

consists basically of a SLY-2A with increased propellant .capacity.

The Thoradl l performance will be significantly. improved over that of

the SLY-2A in terms of having the capability to orbit epproximatalg

450 additional pounds of payload- into a 100-400 NM circular orbit.

6 •
To date eagleeering elitist ass bees eapeeksa to astablisa the

eametability of the Agent war stage with this see boaster. Of

cowers to this office has bees the analysis of the predicted

Inagatudinal oscillatory effect, referred_ to as P000. This

resonant comditioa between the.vehicles first structural-node and

that of the propulsion feed system has been predicted by Lockheed

(Sunnyvale) to exceed the *stabil:batman:Wm environment (total

acceleration). for' the SLV-21 booster. As shah the margins of safety

fOr high stress,trajectories are largely negative. Initial flights

of this configuration will therefore be normal and extensive

instrumentation will be installed so that actual flight data can be

subsequently used to revise as necessary the rathematical analysis

for P000. The comrdination . of several contractors will be involved.

In the future it is hoped that a strengthened vehicle and aware

accurate mathematical model will relieve any hesitation regarding

structural capability for a given mission.

12. Planing Improvement Program (Flared. Joints) .

With the objective of significantly reducing.plumbing leakage

aboard the Agana vehicle, several steps have been taken to improve

both the comment quality and the installation procedures as

related' to the hydraulic and pneumatic systems. The following

is a brief review of individual" improvements that have been taken

to date:

A complete series of qualification tests were conducted to

determine the capability of the Wiggins "DL" connector as compared

to the existing "enut design. The results of this program have been

documented; however, as the design was susceptible to fretting

corrosion together with a high level of stress concentration at the

base of the flare, several failures were experienced.. The design.

was, therefore considered not qualified for flight. It is noted

though that the torqhe retention characteristics of the lubricated

design were very good and under static conditions, it is judged to

be better than the existing nut and sleeve design.

The Contractor's purchasing specifications for both

aluminum and MSS tubing have,been rewritten to insure the procurement of a high quality product in each case. The helium quality

CRES tubing and. the hydraulic quality aluminize tubing result in a

good finished part with little scrams.

The Lockheed Missiles and Space Company has, with MA

assistance, developed a method of producingavery clean and •

geometrically. perfect tube flaring process. The orbital flaring

technique'is now in produdtMxiuse:

All existing AN amilekplumbing fittings are being replaced

with high-quality MC parts.
; •

•

•

•

1 • •

c. Other significant improvements have been in the areas of

I 

•

handling, inspection, and acceptance testing of plumbing components.

The Introduction of these improvements to the 'thumbing system of the

• Agena . vehicle has done such to relieve the launch base personnel of

continually correcting leaking joints. Moreover, longer life capability

for orbiting vehicles has been inproved.

13. Incorporation -of Permanent Joints on the Standard Agena Vehicle 

In acknowledging the deficiencies of separable connector design;

the Standard Agena Directorate has initiated a development program to

incorporate permanent joints into the vehicle's plumbing system. The

induction•brazing method as developed • by McDonnell Aircraft and

subsequently licensed to the Aeroquip Corporation bait been in

operational use and was judged to be best suitable for Agana application.

The talks carried out to date have been preparatory in nature and

are described as follows:

a. The Air Force bas procured an assembly of. induCtiOn brazing

equipment at a cost of approximately 450,000 for Agana production use.

This equipment • has been delivered. to Lockheed (Sunnyvale) and is

presently being used for training. purposes.

b. Work is near completion to update an Ageea mock-up vehicle

to a future, structural configuration, AD-178. 'This vehicle will

then be used to Perform an accurate and an acceptable mock-up of all

Agana tubing so that either • a permanent joint may be brazed in place

or an orbital flare may be produced. without interference on all

remaining separable . joints. The adoption of either one or the other

design has been based on maintaining component qualification status

initially. As such it is predicted that approximately thirty (30)

joints will be braied it . first.

c.. Engineering work is now proceeding to finalize the design

drawings, .the development test plan; and appropriate Preferred Parts

pages for each required fitting. • "A specification has also been

written for the induction brazing of tubing and. fittings.

•

d. • 52 insure design adequacy several conceptual design reviews

have been conducted to date. - Using program compatibility has been:

achieved and all requirements ' coordinated.
.; -",:t• •

•

• , • `...; • • !.

:: •Ltr'•i:

$1003043.11144

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•
81absystai 

Ageaa Prepaid= Performance - Daring the period :of this report 20

Age= labia's were 'aoudad. .3lighteen of these used the USAF ILI 81-

BA-11 Rocket Engine and two were ceased-dgena Target Vehicles (GATV)

using. the USAF ELS 81-BA-13 Rocket Engine. Out of the 18 Agates ehich

used' the MR 8141A-11 Engine, six were dual burn configuration sod 32

were single burn. Of these 18 vehicles, there were two failures, neither

of which was attributable to the engine. • In addition, two of the 18

were the last Agena B configuration which will be flown. Oat of the two

GATIPs, one was a failure which was caused by the SLV-3 launch vehicle.

USAF UR 8143A-11 Rocket Rogues - As indicated above these engines

continued their excellent performance record. Performance during

this period was imot.witimout anomalies, however, and efforts contemn to

further refine the reliability and predictability of this. engine.. Payload

requirements have progressed to the point were it is now necessary to predict

propellant .utilisaticii to within 30 patinae, end one program has demonstrated

a ready-for-fire-time capability in excess of three months.

Daring this period, the first government procured engine flew. While

the flight was a mission success, the engine exhibited an anomaly which

has been seen on two previous flights. Effort has been initiated to

determine the cause of this anomaly.

A follow-on contract was negotiated !Or 36 more of these engines.

Deliveries will continue through November of 1968. under this contract.

3. USAF ]III 81-BA-13 Rocket Engines - Project "Sure-Fire" vas completed

during this period, culminating with the flight of GAIT 5003.. On this

mission, the primary propulsion system was successfully restarted 8 times.

TwO more ELR-8143A-13 Engines were procured to take the place of those

used by Project "Sure-Fire".

8250 Secondary Propulsion System - The secondpry propulsion system on

GATT 5003 was operated9 times with the Unit I, and twice with the Unit II

thrust chambers. Performance in all cases was nominal. •

8133 Rocket-'Engine - Preparation of the resubmission of the developmentn, based on revised Ainding for this projectors. begun. .

Gas Injestion Test Program on the YLR 81-BA-11 Rocket Engine Effort

on this program was completed although the final report vill not be submitted

until the next reportingrperiod. . Preliminary results indicate: •

a. While performenoe is degraded during gas ingestion, the engine

• shows • remarkable tolerance to harmful effects cussed by

ingesting gas and performance will recover when the gas ingestion

has ceased. •

10.
Q..

• b. Tibratioscaused ism cavitation semis to be the 'nest

offset of sustained MO gas laistior rates.

•

T. Psilialessii

the

• Leas and Pressarisstica *votes - Zffort vas oceplatal •

'...oirthelmedesign: of. propeLlant fill conpliag to give it a 15 di g, as-.wt

4..:,ActiOn- vas taken to isplemsat the redesigned coupling onto

• •

feilitre ids caused by the failure of .the 'repellant isolation •

•. valies•-•(PITle)f to close between first sad ?scald burn on nos vehicle. At

preimints,the failure Is blamed on the ciroultry which contrail the PIVes.

. •

The. -

Th pyro.'opersted halm control valve vas redestiped as the result.

of a *struetural failwe 'hick. occurred during a production reliability test.

The falai* vas ittributed to stress corrosion and the heat treat on the

body of the valve vas changed to eliminate the problem on Attar* units.

•

•

S.

11.

•

-••

.. .

. .

. '• .

„ .

. . .

. . .

••• •. .•

es, .•; •

r . • . • ••

"•

.• •• •

. •. •
1

111111011111111. 11111411Mk I al 204 • le Ali UN 

1. 301113:011 - The alaslos of ike Apes Costkoratloa iliassamot Division

(11111ETWto apply the methods of Comfiguratioa Mmegemeat, as described

3r5-1, to the Agana Space Vehicle Program with as few deviations

as possible.

• 2: -i1610111111L Capt James line.= retired due to medical disabilitcr..

Captain's Carl. Miller and Craig Bowser, recent graduates of AlTr's Graduate Systems Program Nonagement course Joined 88VAC's- staff. Capt Miller

.is in charge of Configuration: Control and Capt ingser is in charge of •

.Configuration Identification.'

3. ACTIVIT±18 processed ering Change Proposal actions

169 specificatim Changes, and evaluated numerous program plans and statement of work. 115VAC personnel assisted in three (3) vehicle acceptances

inspections and the '.160 Rooster Adapter Kit PACI.

•

4. • • 8101111,20112 INNS -Actions were taken to insure that the 6595th and

6555th-Aerospace.Sest Wings at the two launch bales plus the two range •safety

offload at ANN and AMR were brought into the RCP coordination cycle in

order to preclude range safety problems. The contractors have been directed

to forward copied all RCN to the 6595th MV and 6555th AIV. Copies

of all RCP affecting range safety will be forwarded directly to the range

safety offices at AMR and ANN. Actions were also taken to insure

that MA's Levis Research Center at Cleveland, Chic, is promptly supplied

with D:P's directly from the contractor's and sufficient back-up material

is attached, to alloy that to ask, timely coMents on proposed ICPs.

Buying Agsna cosoponta:ts directly from contractor's and turning them over

to Lockheed as ON is creating new problem: coordinating documentation

between various ccestractor!s; integrating configuration senagesent reports

. that are fragment.ed by contract and by . contraator; in general, attempting

to indoctrinate additional contractor's in configuration management requirements.

til• • %--•-`-

/ -

4:0 • 7/ •

C. NOMW 8 WAY

Chief, Configuration ManagementDiv.

Agana Directorate

•

•

a-it/kJ 7
-•"'?"?.• •

--CONFIDENThr

.

AEROSPACE GROINS) ZQUIDIENf• DIVISION

1 January 30 June 1966 . SR YF-74-

•

1. JO During the'reporting period • the Agena Directorate vas

reorganized. As pert of the reorganliation, the Aerospace Ground •

EqUitatent Division was designated the "Agana Operations Division."

Aapart'of the change, the Division picked up responsibility for the

Agana interface with the using programs for Contract AF 04(695)-761,

the Santa Cruz That Base Sustaining Contract, and the Radio Guidance

Functions. With the contracts associated with this effort. Such contracts are with Western Electric Company and UNIVAC Corporation. •

2. (U) The ETR Launch Capability Contract AF 04(695)-936 was

definitized•uring the reporting period. The contract is'for the

period 1 Jan 66 thru 31 Mar 67, and covers launches fraeOomplexes 12,

13 and 14 at Cepe . Nennedy. 'The r ceding launch contract A? 04(695)4688

ended with a reported estimated 7,000 net overrun. Inasmuch as the

rates have not been settled for the -688, it is not possible to state • with certainty the final cost of the effort purchased.

(U) The VTR Contract AZ 0425)-689 ran to completion 31 Mar 66

with a total estimated cost of ,929,999, a net underrun of $1,757,000.

(v) The, follow-on WTR Launch Capability Contract AP 04(695)-968

was detinitlied for $30,997,000. The .968 contract covers the period

from 1 Apr 66 - 30 Sep 67.

(U) Contract At 04(695)-1054 was negotiated with Univac for

approxismtely $2,050,000. This is the follow-on to the VMS Operations

andiesistemence Contract s -706. It provides for Athena and 6428 computer

programming and operations VT 67 and 68 in support of Programs 241, 770,

2o6-n, Agana end ASA Delta.

(U) Discussions continued with SAC and ADC concerning turnover and

utilisation of Ground Guidance Station COGS) No. 6. SAC will vacate

this station early in PI 67. The present plan is to move from OGS No. 4

and consolidate SSD operations in GOO No. 6-1 and lb. 6-2 late in FY 67.

ADO will then occupy OGS No, h. Firm approval of the plan is expected

iron ADC during Atly 1966.

7. (U) Agena Road Shipments. •

a. Our program to qualify special "Air Ride" vans for Agana road

shipments is complete. Special !Air Ride" vans provide shock and vibration

protection required by the Awns; in addition, an increased.margin of

environmental protection is provided.

-MAREPAL-- C. . •

brtf:•

a til. 47
OM WC Ismloped ilmtermet is air emannumEmil i eitlintietSue

~MI as a Mitt le ties imearldilkr 111111tory AMU% Onmasil

moppet at domm Ihipmmets. A somplete oat at idea, slog vitt oar

fladisgs, yes famelsbed to provide them tie soesked lasts Oar reed

Alpena of Avow to NM

The qmaliflestion of Commercial Vans for As road shipments

negates the requirement tor building nev transporter In the event the

present transporters become =serviceable as a result at veasnot or

chomps in .Agene. configiration.

8. (U) The Pad modification Integration Working Group (DIM) has

supervised the modifications to the 72 area complexes during the past

six months. This activity has been priserikv associated with Mewed

lodifications on launch Stands 75-3, 4 and 75-3, 5, as yell as Thor

ACS Improvement Program modifications and long run cables replacement

on all four pads.. The bulk of the work in these areas has been completed

and chairemnship of the BM has been transferred to the 6595th AM

(0)- Technical and activatiminenagement assistance was provided

to Program 461 during the conversion of PAW 1, Stand 2 to their use.

(.1) . Continuing support is being provided to the STAKE Program

in their activities concerning PALO 1, Stand 2. IMSC support is being

provided under the WTR Launch Capability Contract.

12. (U) An AGE Improvement Plan was developed joint* with the l ► Wdymmk

Missiles and Space Co. The goals of `the plan are to generally reduce

AGE cost and increase efficiency.' The . plan is based an use of 1IL4-1000

documentation requirementsvmore complete systems engineering by the IMSC

program offices, and . the transfer of ACE engineering responsibility

Systems Operations (Dept 76-7X). Coordination and approval was received

from all affectedArand NASA program offices. The milestone actions

of the plan were closed out with the exception of Item 2, Equipment

Definition. Action an this item was delayed until revised launch base

procedures were defined. Many of the items were picked up as•overall

company improvement directives.

GROW' 4

Dtgrndee

re,nr !ntervn1::

--eONFIDENTIAL
•

•

7t.

'4)

trassrwail a IlWamilwa MOSMI

01126

I AMU" US I is JO auks 190,

Dirk* the puts& the humanist Division Olilran seaportedi Om Aims

Direstimate blenmeNt Or 12 um eastracts,, deflattliation at 2 letter

cent acts asadaadatiossems or 82 active contracts. °Dana emanated value

of these contracts is apiscsdnate33 0358000,000.

latter contract AF 04690422 with 1MSC vas distributed on 17 February

1.966. The contract vas for 57 Agent vehicles.

3.. Letter contract Al . 014695)-766 with Bell Aerosystens for 57 Agena Engines

vas distributed on 5 January 1966. . •

.• : . • . - .

Letter contract AF. 014695) -938 with Bell Aerosyetens for 36 Agena. Engines

vas definitimed 'during the Period for E ►,700,000 (TIP) but is not yet distributed.

%.• • Letter contract AF 014695).j939 with MSC for Agena vehicles became overage

as of 30 June 1966. The proposal from LMSC seems unrealistically high and there

seemed to be no negotiation flexibility,

During the period contract AF 04(695)-754 and related records were transferred

to the Burner II Program Office. •

•

.7. During the period 4 orders were made against BOA AF 04(695)-589 with IMSC.

They are here listed:Z.

11. Main Elec. Umbilical Redesign

12. Prep Round #vxx

15. Type III Battery Cell Test

17. Preliminary Improvement

Total estimated amount of the above orders is $1,385,607.

On 1 April 1966 the BM Radio Guidance System procurement was assigned when

the Subsystems Directorate was phased out. One PCO, two buyers, and two clerks

vole transferred in with related contracts.

The launch contracts at ETH and BTR have been successfully negotiated as

Fixed Price Incentive contracts. In fact, virtually all new contracts in SSVAK

.are fixed price or fixed price incentive instead of cost reimbursable.

EDWIN K. ELOGUS, Major, USAF

Chief, Procurement Division

Agana Program Office

•
(Xt

•

Frogram °Mara Diviatme

Efaterical Data

1 Jam 66 - p Jeri 66

•

1. Program Office Reorganisation

a. The recent reorganization within the Directorate, effective

17 June 1966, Changed the "Requirements and Progressing Division" to

the Program Control Division. As aresult, several fUnctions were

transferred to other Divisions and some were added. The Reliability

unctions.includiag PREP andqUaLttrAssurance were transferred with

RAJ Crivford and Lt Straton to the Engineering Division. The•preparation

of. Stateminta oework was also.transfarreato the Engineering Division.

with Lt Tdbbesing. Capt O'Rourke took with him to the Operations Division

theAystems Integration andinterface.Control functions.. Financial

controlandlunding to support Agena•launch - servions and BTL guidance .

equipment and services,. and Production Management functions were added

: as a result of the reorganisation. -

b. 'Personnel Changes 

• . •

(1)- Mr. Gene E. Stewart, Industrial Specialist, assigned to

the Division on 2 June 1966.

(2) •Mr. Dale C. Harrison, Industrial Specialist, assigned to

the Division on 2 June 1966. .

. •

Lt Col William T. Jones was . reassigned 15 June 1966.

Ra William R. Bell-assumed duties as Chief of the Division

on 15 June 1966j

2. MSC Operating Schedule 

'MSC Official Operating Schedule, Issue p% was distributed on

28 April 1966. The Lockheed schedule depicts the milestones, systems

test and launch stand loading for all programs using the Agena vehicle.

SSVAP acts as SSD central point of contact for DISC in coordinating and

obtaining approval for the information presented in this document.

..-

3. Non-Flight Hardware 

. • An ofaon-flieht• haredere is maintained at LNSC•to provide

test programs, which are conduited !Or various reasons, maximum support

at mania= cost.- A.fei reasons for these tests are:

SimUlate in flight failure conditions.

Simulate perturbationi noted during vehicle .

.

w.f.-. I it)

• •

kmi

•

•
*,i es!* &sips.

4. *alai siewelsopmrat tests for proubet lapsynemeat.

e. Pan ressards.

This nom-flight_equipment is also loomed to other DOD and to USA

agencies, thereby obtaining maximum utilization of the hardware and

precluding necissity of additional DOD/ZASA. fluids being expended to

duplicate-existing capability.

.• .

it. Standard Agent - Slave Plan

'A. • In accOrdance with the direction given UGC by SSVA letter, sane

subject,.•lated 29 June 1966, and CCU 108, HSI-3252, dated a June 1966,

Standard Agin* item of hardware, currently nOt being used by. using

programa). will , be slaved during- the'Standard Rena system test cycle.

It currently plinned to 'continde this slave system (except those items of

hardwire to be replaced by the new OCIS.Configuration at AD-205), through

the -939 contrpct. • This total effort* vill be accomplished . without the

benefit of chengingengineering drawings, and will be scheduled and-. .

controlled • by the Staadard . Agena Program Office in accordance with the

implementation Plan.

•

b. The harftere to be used fqr slave units will be furnished LIISC

as OP and painted red for ready identification and will be identified

with the contract end item, component part number and unit aerial welters.

•

c.. The estimated savings that will be realised by this slaving,

starting with Vehicle effectivity AD-160 and subsequent, will be.

$1,500,000 through the -939 Contract.
or.• NM*

•

eieff

AgemiCoilloree Sell CAROM istesystem Drees ifa)

SIM Wes leasitia) '

1. AG) la July PAS, followieg study and analysis of foam develop-

:neat requissmeate. we ''lied the develop:mat of an knPional

widens: and coating electrode. (C.CZ) subsystem for the bask Assad.

'The GCZ 'pads's. is designed to replace the mdetieg flight ceetrol.

sublime and flight control electronics .1-boses. The proposed program

wtiiieUtlined to potential users is year organisation at duo time, and

oataippiroya.1 •spree:ed. Subsequent to .11dy IVA... ether related •

. :s dwielopments also have bee* initiated to prOVIIIII an improved •

skl %meter cuted-Oystirn sad a now inertial isle:ease package.

.!sur47:ishry o, at the pada statiul for these divelopmeats is attache& - '

I. , Since you are becoming the sole user of the Ages% I request

that yâ. advise me of year isteottone. U program peculiar replacements

of .tsaI,ad items are to be used on a prepeadermvse of Awes vekieles,

than In the beet interest of the government all 1511, develoymoot sod

orodiCtion efforts oft GCE. Velocity Cutoff Itystiovn X. sail the MTr

Inertial Referees* Package should be MrmAnated. However, I mould

be reluctant to take this step because of its impact on the improved

Agora. A. you know, these guidance and control Improves:matt, when

coupled with the sew engine, will provide the Mr Tome with a now

standard Ageaa. Paeans final resolutlea of the apparent inplicatles.

we have Lockheed In a virtual •top-work status is our subsystem

developments.

SIGNED

.1. I.. . :*r.;o:441. ULA,t'

pu2 y i * . • .:.• . itliC iseib

I Mete

SSV Age na GC roadies Summery

• 1 •

ti eVi 14

rnO I At.ilta,AAT:t.ALt Y

lECI.ASS:•;CD. DOu 400.10

•
AIST.. AGE.WA GUIDATICE & COKIWOL SUDS7b3EM 

.$1. 725M0

.013M . I42M

Guidance is Control Electronics

Velocity Cutoff System X

MIT Inertial Reference Package

•

Work

Started

Jul 65

Jun 66

Nov 65

Development &

Produotion

IncorpOratica

25-Program. Mot,al r

Kits

• Development E.

Production.

Incorporatich

invested Anticipated

To Date

SI. 35M $1. 7 • $5. D.!.*

$.63944

.455M .440M Development

is* Production

Incorporasie..

$3. 543M $6.417%! plus IRP !')•)•

duction & IncorporatIe. , .

* Presently being negotiated. Figures represent offered vs proposed price.

**, Estimate S. 500M for Qualification and Incorporation costs.

Incl•tdes 25 production units.

. #.• • Sl..164M anticipated for Electronic Event Timer not listed.
••n••••••••••n•

storical Report.

CECIL

Depn

• Dep

LE. Col. a SAF

r.. Agena

unch Vehicles

I Atch • r

Historical Rpt (S) q fere t3d

c.

TO

Attached is one co

StIn: • • •

• •

CLASSIFIED

DOWNGRADED AT .1:

DECLASSISED AFTER i2 YEA. DOD DR 500.10

-

f 71C

evaivireeN

as toot

•••n•••••Igos smut swimppawAreeftimovip

or ewe sew etsvite.. tea awItea.les cemonsona mew

I a 5

NMI Illb VA

sts^er: Historical Report- 1 lid 66 to 31 Dec 66 3 Feb 67

SSV
5 p 'LE, Col:-TJSAE rATCT•

r, Agena Historical Rpt (5) .7 1. •

unch Vehicles

I: •

:

CECIL

Depu

Dep

irec

for L

SCR • to ssvA ateli O.

t1f *1.*Tt' ,:a"Pict4 se. w .:rove

11. • n :* 1 to : 4 . • • • 1

t . . ; 'Jr • • I s 4.1. • II .o.r:

TOW eCT Historical Report- i Jul to to 31 Dec 3 Feb 67

SSV

TO:

Attached is one copy of SSV ,Historical Report.

UNCLASSIFIED

. DOWNCroLi, . . • •

ALS;

;• :

.5s114- /744
AGENA PROGRAM OFFICE

Historical Data

1 Jul 66 to 31 Dec 66

Col A. J. Gardner assumed duties as Program Director on

1 Aug 66. Col William Nielsen departed on terminal leave 15 Jul 66

pending retirement on 30 Sep 66.

During this period 24 Agena vehicles were delivered to the Air

Force. Twenty-one vehicles were launched with all being successful.

•
•

••••n ••••••

•

DVat:SNIN

Data

. t Dcircrr.b.cf 1•te

I% 01'6

Supp:craezta: Agreement Nu:T.:be: 2 to the Santa Cruz Test

Base Sustaining Contract AF 04(o95)-761 was negotiated in an effort

to reduce the sustaining costs. Test Stand Number 2 was closed and

Test Stand Number I was placed in a 30 day standby condition of

maintenance. The net result was a reduction in the contract price of

S237, 000.

ment for Agenait'

(U) Inasmuch as there appeared to be no further Air Force require-

. launch capability at the Eastern Test Range (ETR), i

was the intention of SSVA, at the beginning of calendar year 1966, in

the absence of direction from higher headquarters, to close Launch

Complex 14 after the last Gemini Target' Vehicle launch and to turn

the responsibility for providing the Agena launch capability at the

Air Force Eaitern Test Range (AFETR) over to the Agena Project Office,

NASA Lewis Research Center (LeRC) at the close of Contract AF 04(695)-

936. An informal agreement between SSVAO and the. Agena Project

Office (LeRC) to the effect that the Agena Project Office (LeRC) would

develop a procurement schedule designed to provide the Agena Launch

capability at AFETR during the period 1 Api 67 - 31 Mar 68. The

reservation of the right of the Air Force to retain the procurement

responsibility if an Air Force launch requirement subsequently developed

was recognized by both parties. The NASA LeRC Agena Project Office,

in accordance with the agreement, established a procurement schedule

and proceeded to prepare for the procurement. Meetings were held

between the contractor and LeRC, and between SSVAO and LeRC;

work statement discussions were held in which all interested offices

..jparticipated including SSVAO. The NASA LeRC Agena Project Office

:\ • ultimately completed a procurement package which was sent through

V.\ NASA channels for approval. Before approval was granted for the

procurement by NASA Headquarters, an Air Force requirement was

announced. NASA was notified of the AF requirements and told that SSVA

would proceed with the procurement of the Agena Launch Capability.

SSVA had anticipated an Air Force requirement, so SSVAO and SSVAK

had Veen developing, in parallel with NASA's effort, an Air Force

procurement package, so that when the Air Force requirement was made

known the last week in October, SSVA was prepared, and RFP 04695-

67-R-0063 was issued on 2 Nov 66. On 20 Dec 66, the Air Force

received the contractor's proposal. It is anticipated that a definitive

Agena launch contract will be issued by 1 April 1967.

r.r. • •

Cy 1 of 4 copies DECLAS:liEED :2 YEARS.

i.nn••••,rrr

Lt=1:=

COD DM 5203.10

Ss**- /7.ze

t47
411111:1110b ilir. 01101n11P

4.411111101111""1".

UI Th. 6401,i).44.3 got beer. resolved.

rtow appears the c• • crr...a.. la;43 be call abc•-: half the amount originally

reported.

4. (U) &TVA° has been operating at 70% of authorized strength

since 1 Jul 66. Major Elmer T. Davis. Jr. has been Acting Chief

of the. Division since Lt Col Edwin Senk,beil retired 30 Jun 66.

S. (U) During the past year numerous problems were encountered

as a result of poor quality of WECo waveguides. We reviewed the

contractor's waveguide manufacturing process and recommended

changes. WECo incorporated essentially all the changes that were

recommended in the quality control of dip braze salt 'condition, process

water acidity and handling time between sulfuric acid quench and

Allodine treating. This resulted in a decrease from 30% to less than

Z% in-plant rejection and no subsequent waveguide problems.

6. (C) (Gp-4) A Cbtnplex Modification Working Croup was established

under the chairmanship of SSVA/SSVX to supervise and control the

modification of SLC- i. West to a Thorad/Agena capability. The group

was established by S.SVA At the request of the $.16 Program Office on

16 Nov 66. The present schedule calls for a complex access date of

IC April. with all drmunbtratium. cumple•tr by 24 Aug 67.

•

Z Z 4.* .44 4'

•

V./

*4137::"'''

*et OM IMP • • ewe • JfieN•ete0

110/Wibtititailiagibtorrimekosill tamag.. •Au. .-Qiwww4mr6s iks=;
4G The SSD/ADC agreement provides that ADC (SNI.A-MA) will

provide an updated 1230 computer in exchange for the 642D, which is

to be left in GGS 4 for ADC. This arrangement was necessary in order

to keep GGS 4 operational while a surplus IOC radar and the 1230

computer were being installed and checked out in GGS 6. A program,

which is scheduled to fly on the TIIID, requires the capability of the

1230 computer due to the short reaction time.

(U) The radar system in GGS 4 was designed and manufactured

in 1958 for a Titan ballistics mission. There has never been an

opportunity to put the system down in order to refurbish and replace

obsolete wiring and components and also remove unused circuitry and

components. Considering the present known usage, into the 1970's,

a significant reliability problem could result. The radar system to

be installed in GCS 6 will be refurbished and modified to the required

SSD configuration which will avoid this potential problem.

d. (U) It had previously been established that SSD required two

guidance stations due to the operational load. This was the basis for

GCS 6 being turned over to SSD.

8. (U) Significant activities and problems associated with the move

into GGS 6 are as follows:

(U) Surplus Titan radar systems were received at VAFB from

Larson, Ellsworth and Lowry AF Bases. A number of critical components

are missing which were apparently lost when several classified units

were removed by SMAMA. A requisition for the missing items was

forwarded to SMAMA.

(U) Agreement was reached with SMAMA for procurement

of the 1230 computer.

(U) The required facilities were identified and a schedule

established with SSN for implementation. The facility modifications

and additions will be critical in meeting the overall schedule.

(U) The capability to support Program 846 from GGS 6-2,

the south half of the station, was established in October using the

existing radar and Athena computer.

Vrt

,,J .;;;; • ..

- 6_ a . •

•

SSPN- /A?g,
VolillOrm•n•••n•

(U) Bell Telephone Laboratories, Western Electric Co and

Aerospace/Univac accomplished separate validations of the TIIIB

guidance program on the Univac 642B computer in GGS 4. .

(U) The first two TIIIB launches were automatically aborted

within 10 seconds of launch, by a malfunction in the guidance computer.

In both instances,. the second countdown and launch were completely

successful. After an intensive technical review, a number of improv'ements were made in the 642B computer and the radar interface unit,

both of which are provided by Univac.

(U) The Guided Missile Test Station, which will repla.ce a

laboratory model on SLC-4, West and the. Missile Guidance Simulator,

which is used in Titan production testing, were given First Article

Configuration Inspections in support of the TIIIB program.

(U) Agreement was reached with the Western Electric Co, the

Martin Co and SSB on format for Personnel Equipment Data for launch

pad, radio guidance maintenance and operations. This is required in

support of the blue-suit operation to be implemented for the TIIIB.

13. (U) Activities in support of this proposed THID were as follows:

The GFP (WECo) hardware and data requirements have been

negotiated with the Martin Co and SSB to include GFP equipment to be

shared with TIIIB.

Preliminary Interface Specification and Interface Control

Drawings for TIIID/Radio Guidance have been defined by Martin Co

and WECo.

WECo was provided contractual coverage to support Project

Seethru, which is an experiment to measure attenuation of S and X

band frequencies by solid rocket motors.

WECo (BTL) was provided contractual coverage to provide a

radio guidance Error Analysis and Injection Accuracy Report.

e. SSVAO prepared a Work Statement for the procurement of

the Radio Guidance and Targeting equation for the Titan 1IID launch

vehicle. The Work Statement was to investigate, develop, and validate

in detail accurate and flexible guidance and targeting software.

• VI • ti

ousiosso•••n••‘.

wo•n••""Tal""".": •

1;-==111k.
will . vv . ,...... 4. 4b.v•

i ,

I .. • •

11) Tlas etiort oanad te. a allessamual tkauwe froce she p.ry swot

1%TL eqUill3011*. The present *car "a•OILS a I* pec%Lartilifti 012, a spte:tic

%eh:Lie and rely hea‘il • apon a predereramzed emenseal trajectory.

The new software would include' rapid targeting•capabilities.

little reliance on the nominal trajectory, explicit steering techniques.

a dynamic thrust model, and an optimum noise filtering technique.

As a consequence of these improvements, the guidance computer

storage capacity requirements would be reduced.

The Statement of Work has been completed and may be

submitted to the contractor when funds are provided for the Titan

effort.

(U) The implementation of the program to provide back-up range

safety data to the range was delayed due to the failure of the WTR to -

validate the data link between the guidance station and range operations

(Bldg 300) at the WTR.

(U) The responsibility for the WECo and Univac radio guidance

operations and maintenance contracts at the Eastern Test Range was

formally transferred to Goddard Space Flight Center (NASA).

(U) The request for proposal for a follow-on buy of radio guidance

hardware specified uniform configuration management requirements

which would be implemented in support of all using programs. Most

of the specifications developed under the -811 contract in support of

TIIIB will be used as is. The program will be based on each using

system (Titan, Thor or Agena) maintaining responsibility for the

booster/guidance interface documentation.

(U) Completely successful WECo/Univac radio guidance operations

were conducted in support of twelve 846. 110, 770 and NASA Delta

missions.

18. (U) The Aerospace Ground Equipment development activity

continued at a low level due to:

•

No new activations or major modifications.

The remaining Agena using programs have acquired experienced

personnel and also have Aerospace Corporation on contract for Systems

Engineering and Technical Development. These programs are also-

. using established test and launch facilities • whi,ch, ally require only

flight-to-flight configuration changes.

.5409 -/Nd
rrneturnmovoillall•SINIIIIIS 23*14.t.sa

griStilnag

2 JILUI Oki is 31 inenntIce 14lio

Daring the period the Procurement Division (MAK) supported the Agana

Program Office by issuance of 7 new contracts, dafinitization of 1 letter

contract and administration of 87 active contracts and 17 Basic Ordering

Agreement Orders. Total estimated value of these contracts plus actions in

process is approximately $590,000,000. Major contracts are Lockheed Missiles

and Space Company, Bell Aerosystems Company, Barnes Engineering Company,

Western Electric Company, and Univac Division of Sperry Band. Other contractors

are Massachusetts Institute of Technology, Belock. Instrument Corporation,

Quantic Industries, Inc., and Autonetics Division of North American Aviation.

One Contracting Officer also is the Procuring Contracting Officer on AF04(695)-

754, the Burner II Program with Boeing.

During the period 10 contracts (which were complete and all final

documentation received) were transferred to records storage.

Letter contract AF 04(695)-938 with Bell Acrosystems for 36 Agena Engines

was distributed on 30 September 1966.

Letter contract AF 04(695)-939 with LMSC for'Agens Vehicles has been

overage since 30 June 1966. Negotiations were held from 2 November 1966 to

16 December 1966 but no agreement was reached. The Air Force awaits

Lockheed's response to the Air Force offer.

Letter contract ,0695-674-0077 with LMSC for 25 Agena Vehicles was

issued in December 1966 but is not yet distributed.

During the period, 1 orders were made against DOA m04(695)-09 with MAC.

Tao are here listed:

16. Ilectreale greet Weer

Production Qualification Premiss

Logistics Support end Repair

Total estimated seam of the above orders is $2,14A000.

7. Older OP to -try* with Poll for roptir on an 8096 eagle, for $49,000

root was also issued.

O. illmeh effect was eserted to reduce the ommer of overage Ceis with eon,

seeress. It October 1466 the sere oven. point wss reached but some in

Mier costraft 0014690-90 are now overage and can't be definitised until

the eostract is defieltiaed.
9. One buyer retired for *salmi disability and is being replaced soon by

a buyer from the Gemini Target Vehicle Program Office. The Division will

be completely staffed with a Division Chief, two Contracting Officers, seven

Buyers, four Proeuremest Clerks and one Clerk Typist.

EDWIN R. la01211113, Major, USAF

Chief, Procurement Division

Agena Program Office

2
Prm;irmaamMLest IMetsCzt

Blatertmal OVAL

1 July 1 to 11 December Mr

Program Requirements

a. During the reporting period NASA Levis Research Center cancelled

their requirement for the second PAGDOS mission and ordered an Agena

vehicle for the SEAT-II program.

Personnel Changes

Capt G. Sloan was reassigned 7 November 1966.

Helen D. Shalita, Secretary-Steno, assigned to the Division on

5 December 1966.

LMSC Operating Schedule

MSC Official Operating Schedule, Issue #30, was distributed in October 1966. The Lockheed schedule depicts the milestones, systems test and

launch stand loading for all programs using the Agana vehicle. SSW acts

as SSD central point of contact for LMSC in coordinating and obtaining

approval for the information presented in this document.

Cost Reduction

a. Reduction of Santa Cruz Test Base Facilities

The Santa Cruz Test Base consists of laboratories, ordnance

testing facilities, and three engine test stands. Two of the test stands

are operated for the Agena program by LMSC under Contract A.104 (695)-761.

Ite current contract period of performance is from 1 July 1965 through

30 June 1967 and calls for Test Stand #1 to be in a fully operational

status and Test Stand #2 to be in a thirty day standby status. This opera,-

tion was Justified based on the existing and anticipated vorklosds at the

time of contract negotiations.

Present conditions no longer Justify the maintenance of

both stands. Termination action has been taken to deactivate Test Stand

#2 and to place Test Stand #1 in a thirty day standby status. There are

no plans to reactivate Test Stand #2.

(3) The contractor has submitted a credit cost proposal on the

• -761 contract in the amount of $237,217.
5. Aims Production Authority

Om November 1966, SSVA received DINNE. approval to procure 'an additional 25 Agena' Vehicles for the period April 68 through April 1969. This

is $ follow-on buy to contract AP* (695)-939.
23q3. 1:101:4 7!. .4 RUPW", • AtI:39,0 eji =paw:

2. 1tISaIGS. :be sassipt Cr to Agana Ccel7g-zratzon Mrdagamen rAvIsLon

(SSVIErino supporttte Propose Mrectcx, Agens Program =ice to ampule:

adequate centractcr smnacecent by mcnit4rleg and eaferving the 375 discipline.

PERSONNEL. The Configuration Management Division continues to operate

with a shortage of personnel. In August Captain Carl Miler was recalled

to the cockpit with no replacement being supplied. Du:Lag this,period

the Chief of the Configuration Management Division, Major James Martin,

retired and was replaced by Major Binaries Bradford. 'Mrs. Vera Wells a

secretary, took two months sick leave and then retired with no replacement being found.

MAJOR EFFORT AND ACCOMPUSSMINTS

A. LMSC Contracts

Program Status Report. Upon becoming Chief, Major Bradford

immediately analyzed the LMSC configuration status and side several Air

Pbrce presentations depicting his evaluation and recommendations for

necessary' action to insure effective contractor implementation of Configuration Management precepts.

and 695 Contracts. The 1964 version of 375-1 vas required

On all new specifications being prepared under these contracts.

722 and 939 Contracts. The 722 contract was generally limited

to routine monitoring during delivery of the last vehicle. The 939 contract required extensive effort in support of the fact finding and negotiations. An incremental FACI was held on the Brased Plumbing incorporated

at the beginning of this contract.

Guidance and Control Electronics Contract. This contract

required major effort to defies and redefine the requirements of the

proposal; support the numerate tact findings required; and to participate

In the extended negotiations. The contract is attempting to impose full

configuration management requirements on the contractor.

B. 'heroes Contract. The Morison Sensor FACI was held in October

and the 115conoWargrianagement office made a thorough audit of the total

configuration management structure in order to assure correct implementation

of this new direct buy. A satisfactory configuration plan has been established and the Part II of the specification has been approved.
C 1412 Cntirmms

766 mad 04 Tripe 7AV closed CUM and toe first deliveries

were made. The Part 11 of the cease specificities was finally delivered

tar review. The four specificaticos Mer • tra Start Kits are being prepared.

The engine configuration management plan is still unapproved.

1044 Contract. The development and production contract for

the Mod X Velocity liMIM Systemless negotiated during this period. A

configuration management plan is being prepared to show full compliance

with the contract requirements for a configuration management system.

Western Rlectric•Contracts. In order to provide a uniform purchasing policy the Western Electric contracts are being brought under one

contract and the configuration division is taking an active part to

insure full configuration compliance across the board.

General

Interface. With the diversification of contracts, and the

increasing amount of Government FUrnished Equipment being supplied LM3C,

the need for more formal interface procedures and working groups is becoming obvious. The configuration management division is taking action

to establish such procedures and organizations.

4. MAJOR PROBLEMS 

Change Proposals. The quality or the engineering change proposals

continued to lower during the last half or 1966. During the early thirdquarter the contractor supplemented these inadequate submittals by long

presentations before the Configuration Control Board. In order to assure

more efficient functioning of the CCB the contractor has been excluded

from attendance and Mo s which do not contain sufficient data to be

fully evaluated are being returned to the contractor. TO assure more

standardization in Air Porte re• uests for PCPs, an SOP "Request for ECP6"

has been prepared.

Waivers. The number or waivers per vehicle coatimaes to Increase,

reaching-1ring of eight for vehicle 172. Bo vehicle daring the list six

months has been bought by the Air Porte without a waiver. In order to

reduce waiver processing time and immure a common understanding between

MOD, AIM, and DOC, Major Dradford wrote • Supplement to USAF Bpsciti.

cation Palette 515. In conjuaction with this, the contractor bas been

required to subnit waivers for one vehicle at a time and filly substantiate

the problem In order to provide eveplrte file for f4ture action.
t. ilpecifleattams. 1.leC mas bees prey:slag a ars specification to

the JIII30 1964 375-1 for the first time. Elie to the lack of any Configuration

Control of the Specification Section the submittals have been aimcat

totally inadequate and have required mama= revisions, thus increasing

cost substantially. The lack of proper internal procedures and coordination is vividly reflected within the specification group where numerous

specifications and USCN's have been released without Air Force approval

and in direct violation of 375-1 and the contract.

D. Organization. The LMSC Agena Programs Office has no configuration

manager. Instead the configuration functions have been split up between

three different individuals working four levels removed from the program

manager. This isolation of the configuration !Unctions from the managing

level of the program has resulted in total unawareness of proper configuration management compliance within the program office.

B. Trkvel. The restriction on travel funds is hampering the effectiveness of Mi configuration management activities due to the fact that

effective configuration management requires continual contact with the

contractor. This is necessary in view of thi continual need to perform

periodic audits of the contractor's engineering release system.

F. Status Accounting. The contractors status accounting reports

following the 375-1 format have long proved inadequate. This office has

therefore submitted a revised FOrm 9 to AFSC. Approval of this revised

format will provide more adequately the needed information.
1 Manning

tux: POVICS BRANCH. AGE NA E:LaGEL:EERING

Historical Data

1JuleotoHDec eb

Authorized Engineers 3

Assigned Engineers (as of 31 Dec 66) 4

Estimate for Jun 67 3

Capt Bergmann is a projected loss in May 67.

2. The following outlines principal efforts since June 1966.

a. Command Destruct System

Late in June, LMSC, at Air Force direction, • submitted a

program plan to modify the destruct system. The modification was to

consist of limiting the current surge by the use of a high resistance

wiring in the receiver-to-destruct-unit wire harness. Limiting the

surge current to a lower level limits the drop of battery terminal

voltage. Several fixes were considered possible: Design a new battery,

use separate batteries for the receiver and for the destruct unit, redesign the receiver to operate at 9 volts, or limit current tvith a discrete

resistor. The current limiting wire harness was chosen because it had

the least impact on the overall system design and flight qualification

status.

Design and qualification information was presented to ETR oil

30 Sep. ETR approved the design concept, but insisted that the battery

and receiver specifications be made compatible with respect to terminal

voltage/input voltage.

b.. SGLS (Space Ground Link Subsystem) 
V

SSD has been developing SGLS as the Standard Tracking, Telemetry and Command System. It was flight tested satisfactorily in 1966.

SSVAE and LMSC have been coordinating with using programs

to integrate SGLS into the Standard Agena. The using programs have

indicated that they do nut desire to procure SGLS as Standard Agena

equipment.

Babcock Relays - Cracked Contact Springs

All latching and some lots of non-latching 10 ampere relays

subjected to 30g sinusoidal receiving acceptance screening test at LMSC

between 14 Feb 66 and 16 Aug 66 were suspected of being over-stressed

due to excessive 0-loading. The failure mode that was exhibited was

cracked and broken contact springs. It was determined that the test

shaker was not under control and was overshaking the relays in worst

case conditions in excess of 60 gs. Corrective action was to discontinue

the sinusoidal acceptance screening test at LMSC and impound all suspect

relays in receiving, stock and stores, and to retrofit Standard Agena

black boxes that contained the overstressed relays. A program plan

has been generated to qualify a 10 ampere latching and non-latching

relay to the requirements of MIL-R-39016. LMSC has sent out request

for quotes to six relay vendors.

Primary Batteries - Reduced Capacity

Type 1-H Batteries have exhibited lower than normal voltages

while undergoing load checks performed during vehicle checkout. It

appears that the batteries are losing the capacity normally associated

with the peroxide region. In the case of the 1-H battery this amounts

te 3 to 30 Ampere Hours. This same problem was reflected with Type

1-C batteries in the form of failing voltage spread requirements and

surge tests requirements. An investigation of the vendor quality
control procedures was conducted resulting in seteral recommendations

for corrective action; however. no specific cause could be determined

which would explain the reduced capacity of the batteries. Investigation

is continuing.

Type 1-H Battery

Cell testing was. initiated 30 Aug 66, using excess electrolyte

over a range of high and low temperatures to investigate the possibility

of cell capacity improvements. Thermal capacity and heat generation

tests also were run on one battery to gain additional information on

the thermal characteristics of the battery. The final report has not

been submitted at this date.

• Battery Developments 

(I) Type XIV High Energy Battery - This development was

terminated due to the failure of cells to meet the minimum requirements

delivering 825 ampere-hours while undergoing specified discharge load

profiles over the temperature range of 30°F - 100°F. The most probably cause of failure was anode passivation.

High Energy Lithium Chloride Battery - An unsolicited

proposal was evaluated on a high energy capacity medium , to low rate

lithium-cupric chloride battery employing non-aqueous organic electrolytes.

Fuel Cells - A 550 watt-hr per pound fuel cell for unmanned

Air Force orbiting vehicles is under development through R&TD with

SSVA funding and systems requirements support. It has completed the

study phase and is proceeding into design.

•

•

•
=MUG= AMR:

1A16 • la Demelbe Laie.

Bystams Brmacm

33274•2

--(-0 Agena Flight Summary.

As of 31 December 1966, there vere 227 lean es of the Agena Space

Vehicle. Of this total,. 13 1. have been of the current Agena D or Standard

Agena configuration. The • overall ascent success ratio of the Agena D

vehicle now stands at 93%. en

Production Reliability Evaluation Program.

During this period the Production Reliability Evaluation Program (PREP)

testing of Agena components and selected program peculiar components con- .j

tinued. PREP Round VI was started in September 1965 and as of 31 December •

es,

1966, it was about 99% completed. Round VII was started in April 1966

and as of 31 December it was about 73% completed. Planning for Round VIII

was initiated in February 1966 and was terminated 21 July 1966 when it was

decided to re-orient PREP toward a Production Qualification Program (PQP).

PQP Round I should begin in early 1967. t3. Statement of Work Preparation.

4 4,1

prepared

'•Q

action: 40

CA ..) 13

During this time period, the following work statements were

and submitted to the Agena Contracts Division (SSVAK) for contractual

Agena Electrical Event Timer Ab

N4 AS

N. :›

Autonetics Technical Assistance Program 1b c

:3 ,.,-

Agena Engineering Support Contract (Follow-On) \I

Agena (Bell) Engine Production Contract (Follow-On) P--4.1,

..) . 0

,.11... . • .

.1, •.; e,

. 4. 't ‘ ...2 , ,

Agena Production Contract (Follow-On) f *.. 41/4 C

Horizon Sensor Production Contract

4

....)

•-"1

1

n

.? ,...

I r . ' -.1 s t

1

L.i I i i I e ...

nN
Barnes Engineering Company Repair and Engineering Services Contract.

MiT Technical Assistance Contract.

Agana Coupling Improvement Program

Agena Propulsion System Three. Start Kit r- •

0 k. Production Qualification Program.

During this reporting period a new technique was originated in the

preparation of Work Statements. This technique consists of utilizing standard phraseology previously approved by the cognizant SSD Staff Organization

and the incorporation of a standard format to facilitate review of work

statements by both the contractors and Air Force offices. This office has

also aiupted the policy , r preparing all work statements segments except

the actual detail procedures and tasks reel:sired by every individual effort.

This requirement section is f► raisned by the respective Peoponsible Engineer and to theft natiol Leto a ream/sows or aseociated work statement

roviroarate aemseas, t., mow, proper e ‘mpletiva or the task..

Proposal avaluatt4a and Cuatract Bezetiation.

This office nos 0.414 4.141tagot Um, respomaibtlity or evaluatiag contractor

proposals aat Wawa alim• 414. parttItpattka to AiatraZt badutiatibiS. Tam*s

perfume.* uabru ltats hossals4 La.:L.odr:

totalled east tropcsal AA.0J.sis

*fact Ftallag" ActivItto41

c. AFF110 C*4144114 Ws

4. Learning Curve Analysis

e. Preparation of Alr Force Position.

In this reporting period we assisted is negotiation of the following contracts:

Agana Production Pollow-Oa Contract

Severil BOA (AF01► (G95)-51,9) orders.

I
ibeSSZCABIS

!2111 OFVNUMIS ?OM Ware firleitaste Ise Me throe paohlim WM* al

immmAledie smears to tbe fogimeerbnglimmigemamaWitce (SD): Murk

simplification, time dissipation, mod the dissemination of information.

During this reporting period, due in large measure to the increasing

acceptance by the "technical people" in the division of the services

offered by the EMO, considerable progress has been noted in all of

these problem areas through the active participation and cooperation

of our technical personnel. At the close of the reporting period, the

activity receiving the closest attention by the EMO was the bi-weekly

Support Engineering Contract Technical Direction Meeting. These

meetings represent the condensed culmination of the bulk of the time

(and effort) being invested by both Air Force and contractor Agana

managers and technical people. It has become evident that positive

control exercised over these meetings -- particularly with respect to

agenda topics accepted prior to the meeting anethe vording . of official

minutes thereafter -- yields tangible managerial, contractual and

notary rewards for the Air Force.
. rImIRWAti Wont

.0114 Nia. • lemellidess" .0016

Nalterlitieft Ultainatose 1. ';:t8. gs.1

. Immummon

Z.1 new Boris= Sensor COOMIRS

i.1.1 The Delock Instrumenttorpormtion comummet war developneat at a

"Solid State Horizon ScamaingTechnique" easier Contract A? 04(695)-•:k.

The objective was to develop and demonstrateaspecific photo comductive detector far use with the Belock Solid State Light Beam

Scanner. However, Delods has experienced difficulty in meeting

this objective and may not achieve it. The development is behind

schedule. Contract completion may be delayed until March 1967.

1.1.2 The Quantic Industries development of a "High Accuracy Horizon

Sensor System" continued during this period under Contract AF

04(695)-918. Tbe technical objectives of this development will be

attained; however the program is six months behind schedule. This

is due to the technical problems and piece part delivery prOblems

encountered during the developient phase. Quantic is presently

assembling a three-tracker horizon sensor system and fabricating

a hoiison simulator. These tasks and final system testing should

be completed by March 1967. Tests results and final reports .

.

should be available in April 1967.

1.2 Guidance and Control Electronics (GCE)

The work effort on the GCE Package under way at LMSC was drastically

reduced during the period of 11 July 66 to 26 Sept 66. This was due to

a shortage of !Lads on the Contract AF 04(695)-695. After the "Go-/head"

was given it was found that the team originally working on the GO Package

had been scattered to other projects and over half would not return. This

delay cost approximately four months inschedule alone. The third version

of the OCR proposal was delivered. to AF in early October. This proposal

reflected the removal of the reliability demonstration. Thió tentatively

recouped some of the lost time but not all, hence, the planned vehicle

effectivity incorporation was delayed. The year closed with the AF and

IMSC negotiating on the contract with a planned start work date of •

1 January 1967.

1.3 Inertial Reference Package (IRP) 

MIT.continued the design of a three-axis, Strapdown IRP for use in the

Agana Guidance System. During this period NIT completed the Single-Axis

prototype and began fabrication of a three-axis deal. proof unit (DPU).

Emphasis in the DPU development has been towards closer coordination of

the interdependent activities which effect initial fabrication. Such

activities include circuit optimazation, procurement, reliability and

packaging. One major objective in . this respect has been to establish

veld schedules for each material, combinations of different materials and

thickness combinations in advance of IRP parts welding. Additionally,

precautionary measures were instituted to assure maximum reliability

throughout the fabrication procedure. Present schedule calls for completion

of DPU fabrication and fOnctional testing by July 1967.

?!... *gm

:L.
C" 9- 1 • t 3

• b•

Mus I Velocity est-Off Systeme

Tomely the Digital Velocity Meter Sr.tos, lied I, this slates mas renamed

to prevent my possible conitsion vitae Its individual eamposents or the

mit it succeeds. The development portion of this program is nearing •

vith the Preliminary Design Review scheduled for early January

1967 and Qualification Tests in July. lbe first production unit viii be

available in August 196T.

1.5 Electronic Event Timer

On Rev 9 IIISC presented their Mr concept in accordance with AF BOA.

It was immediately evident that their concept was dictated by short

schedule rather than good engineering practice. All*further effort

was stopped and the S.O.W. was revised to include a thorough study

phase. A new RFP was issued in late December. Barring any further

compli'mtion the first production units should be available by - 1968.

MAJOR PROBLEMS

2.1 Sequence Timer

2.1.1 Improved L1CON Switch. The first 100 new switches went into test

in October. Early test results indicate a definite improvement

over the present switch. A change in the plating process and

case material have seemingly overcome the two major switch problems

of silver migration and foreign material contamination. None of

the switches tested experienced a short or open circuit as was

common with the previous swath. An ECP to incorporate the new

switch has been stibmitted.

2.1.2 Time "Skippage". A major problem encountered during manufacturing

testing of the Sequeace Timer Assembly has been that of event timer

"skippage". The time of event actuation is changed by decade

increments (usually 10 seconds) from nominal because of pinion

gears slipping in between or riding over the transfer teeth on the

counter wheels, rather than advancing the next counter wheel one

increment. When this occurs, counter wheels maybe damaged, the

cam rollover shaft bends and the switch actuating pins may not

operate correctly. The following changes are now in progress to

eliminate this problem:

Redesign can to require-less,torque for switch actuation. •

Install stiffening rings to prevent flexing of pinion gear and

cm follower shafts thus providing a better gear mesh.

c. Redesign counter wheels to provide better mesh with pinion gears.

These changes along with the improved L100ff switch represent an

interim fix being made pending Incorporation of the Electronic Event

Timer now under study.

2.2 Nitrogen Regulator

An in-flight anomaly occurred in October when a Sterer Nitrogen Regulator

failed while being switched from low to high mode of operation. Re-creation

of the flight events in the laboratory showed that a eboaltmeous firing

of silage rockets caused a high demand on the system while the mode switching

COMM/Eli
vas Is progress. This led to a WWI of pram= IA the d cavity

and failure of the main poppet somata* ans. A retrofit Immo ass

in progress involves installation of a by pass line across the failure

point to prevent uneven pressure build-up. The lever ass *lab failed

mill also be strengthened. Waller tests canduetea an the ithitteher

Nitrogen Regulator showed that it was not susceptible to this nalfUnction.

3. PEROONERL

The Guidance and Control Branch is now operating with four of its six authorised

officers. Two of these joined us in the past six months chile Lt Col Gallop,

the branch chief, departed to return to flying duty. Mai T. W. More arrived

in August after a one year "training with industry (Honeywell)" tour. Mai Moore

has previous RAD experience. Ind t J.D. Wood arrived in September fray

college and civilise life. At present each officer in this breath is managing

at least one major development contract in addition to his regular equipment

and progrmi support responsibilities.
IORICRICIIL WPM

I July 1966 • 3i ansikar IWO

isechesd,eal lkinech

ISSUR-11

3

8absystai A

Titan III B/Akana

The qualification tests of the booster adapter for this vehicle were

successfully completed during the last report period. In the last half

of 1966, the vehicle made its first flight. The adapter performed

satisfactorily during this mission and on subsequent flights which vars

completed during 1966.

Retrorocket Igniter

As noted in the last report, acceptance test failures of the existing

retrorocket igniter made it necessary to use another igniter. The wiring,

documentation, and hardware changes required to use this igniter on the

Agena were initiated during this report period. Although the. selected

igniter had been previously tested and used on flight vehicles; igniter

and igniter/retrorocket assembly tests were conducted to verity the

performance of the igniter. These tests were successfully completed

during the report period.

Retrorockets 'using the nev igniter have been retrofitted on existing

vehicles to meet flight requirements. The first of these vehicles is
animikelma tar lemma owl, Le Wks east timpewl,gmsimet. SaLlarliam preassilSam

elm/ems .1 made to taaerperatm ahe sow Li:Alter to Ohe lehmeihtlas hipster

adapter kit.

3. Strangthmeed Booster Adapter

The Thor/Atlas booster adapter van redesigned during the last report

period. The primary change consisted of increasing the skin thickness irks

.143 in. to .160 in. to provide greater strength. This new adapter vas

made part of en optional kit so that either the Thor/Atlas or Titan III B

adapter could. be used with the Agana vehicle.

Action was taken to insure that the laminations which were found in

the first group of the new booster adapters 'would be minimized in future

units. Production of the adapters was stopped until new material could

be ordered and inspected. Manufacture was resumed as soon is suitable

magnesium alloy was available. No further production delays have occurred;

however, critical inspection of the magoesium alloy sheet and vendor audits

are continuing in order to avoid a repetition of the problem.

Early in the report period separation tests of panels simulating the

booster adapter separation. joint were successfully completed. These were

necessary because the magnesium alloy previously discussed was not used

in the older booster adapter.

Late in report period the first flight of one of the new strengthened

adapters was successfully completed. Vehicle separation was normal.

Additional flights are scheduled in the near future. Nigh angle of

attack (dog-leg) mission vill not be attempted until the static structural

tests of the rev adapter We completed. The planning and test set-up for

2

---e0t9DEfiriAt
those tests was completed in December and the first teatime completed

Just Ware the end of the report period.

?be first phase of the structural test program hill consist of heating

the adapter asymmetrically and measuring the resulting thermal stresses.

The adapter will then be successively loaded with the smolmom expected flight

airlosde and acceleration loads. The latter test will be accomplished with

the adapter heated to the temperatures predicted on a mission with no

dog-leg muneuvers. In the final phase of the test program the strengthened

booster adapter will be heated asymmetrically and loaded until failure

occurs.

The previous adapter was not designed to perfontdog-leg trajectories..

One purpose of thi.tests on the redesigned adapter is to determine its

capability to withstand such flights. They tests at uniform temperature

will permit the strength increase of the new adapter to be determined

experimentally.. This can be accomplished by comparing the test results

to those obtained from a similar test on the previous booster adapter.

The tests with the adapter heated asymmetrically will simulate the aerodynamic

heating effects of docaegamneuvers on the adapter. The temperatures to be

applied to the adapter in these tests were obtained treat wind tunnel model

tests of the Awns vehicle. Thermal and load tests of models simulating

the Agana structure have also been conducted recently. The results of

these tests will be used to predict and/or verify the stresses in the

adapter during the various structural tests. Preliminary analyses indicate

that the adapter can withstand the highest angle of attack flights presently.

planned.

3
4. %boort Promo

The first three full ring asemehly tests of the selected Joint

coafigmrstioa were compleWidWring the report period. A 3olat simnlmtimg

the existing Thor/Atlas booster adapter confignratiam was also tested.

A comparison of these tests Showed that the sipeord design provides

satisfactory separation end produces shock levels which are significent4

less than those of.the existing separation system. However, a significant

problem was revealed by the tests of the ripcord system. In eabb full

ring assembly test the outer jacket of the rubber tubing split open utter

the joint structure bad been severed. Large loops of the inner jacket

tubing escaped through the splits. Since these could became entangled in

the vehicle during separation, the existing ripcord jacket comalgurations

is considered unacceptable. Pressure is produced inside the jacket by

the detonation of an explosive time which expands the tubing sufficiently

to break the vehicle separation joint. A preliminar3r analysis and test

indicates that the outer jacket is unable to contain the pressure which

is present in the tubing atter the structure of the joint is severed.

Near the end of report period the sipcori program contractor, DEC,

submitted a plan to analyse the cause of the jacket failures, redaiign

the sipcord joint, and percent separation tests to determine it the jacket

failure problem can be elisdnated. This plan is presently being evaluated

and a decision to continue or cancel the program will be made in January

1967.

4

CONFIDENTIA.:
5

5- Smearaties Itadestga

'She redesigs ot the vehicle separatism roLlers was completed daring.

this report period. .This effort vas necessary became tests revealed

that the friction coefficient of the previous design was boo high to

permit proper vehicle separation if one retrorocket failed to ignite.

Load tests of the new design verified that it would withstand the

SIOZIERSA vehicle separation loads. The friction coefficient of the

roller assembly was also determined. Separation analyses, using this

information, revealed that vehicle separation could be achieved in the

time required even if one retrorocket failed. Late in the report period,

a successful flight separation of the first vehicle equipped with the

redesigned rollers vas achieved.

6. Agana Propellant Tank Discrepancies

Several tank problems have occurred during the reporting period to

warrant a brief description of each. In no case, however, has a flight

failure ever been attributed to a structural failure of the tank assembly.

Manufacturing discrepancies have been noted. as follows:

Soon after the adoption of ahem-milling as applied to the

oxidizer barrel section of the tank, it was discovered that some pitting

of material was evident as well as the appearance of cracks in the Mld.

The latter was attributed to failing to mask the weld during the preliminary

•cleaning operation which involves somewhat of a caustic solution. Maskant

was thereafter applied to the weld and the thickness of the normal exterior

surface :askant was increased to .* in. to preclude a breakthrough and

localized chemical attack.

An order of 6061-T4 aluminua material were received by MSC

from a supplier with tensile properties approaching those or aged 6061 T-6

IP. •

1L .‘
t. b 2 i

coalition. Seceivimg isepeetica detersimed the material acceptable to

Malan Tat Federal Standards mod released the material to amaufactoring.

In two eases welded barrel assemblies fractured on an loweasaltb tbdrositing

..

-a

•

 dds, due to the incompatibility of yield strengths between the hat-effected

sone and that of the parent material. Final corrective action has involved

the additional processing of solution heat treat and qtanching prior to

hydrosising. This essentially l'reeses" the alloyed material and renders

it yew workable for a short tine. This technique has been judged -

acceptable in terms of the end product structural capability and the associated

cost.

During the processing of the tank structure prior to' final vehicle

assembly, it vas evident that greater care would have to be exercised in

order to preclude surface discrepancies. As the latter sere frequently

the subject of numerous KM discussions and reflected in part a relaxation

of workmanship quality. Acceptance criteria for pits, geogbes, and scratches

based on tank section strength margins has become part of the bardiare

specification. In addition the applicable drawings now reflect the

general surface quality of the individual sections to conform to Air Force

requirements. Action has also been taken by manufacturing in the form of

applying a protective vinyl coating to the tank sections to reduce the number

of discrepanCies.

Since Vehicle AD-150 the appearance of crack indications adjacent

to the sell has caused several tank assemblies to be scrutinised by

contractor/Air Force personnel to determine flight performance acceptability.

The sectioning of Tank So. 150 revealed the indications to be surface cracks

•

6

COPIFICF74 71 "
•

adClrarti'tnilt U. lairtablilly et Us Memel& Fel 1114S emelmais

vso4 mmerbmat the parent 61411 asteriat *West to the vela awes awl

mulezequant aging mold Um*, come the crackling appearance. Additiosal

effort is at present being ands to analyze this eanditioa amid improve the

moieties of the melding process.

7. Deterednation of Ammetrical Heating Effects on Standard Alma Vehicles

As previously reported a proven of research and development vas

initiated in the early part of this year to study the affects of asymmetrical

beating on the structural capability of the Agana vehicle.

During this report period, the following has been accomplished:

The computer program to determine thermal stresses in a

ring-stiffened cylindrical shell under an asymmetrical temperature

distribution has been completed. This work is presently being documented

and upgraded based on structural test data.

The vied-tumsel teat program conducted at AMC vas completed

in this time period. Some discrepant data was taken and certain tests

had to be rerun. Hoverer, final reduction of data has been completed

in the following three areas:

Correlation cf experimental pressure and heat-transfer

distributions at sero angle of attack with theoretically predicted

distributions.

Evaluation of the effect of the test parameters

on windward streamline heating of loads at angle of attack.

(3) Evaluation of the effect of the test parameter Cu

circumferential distributions of heating at angle of attack.

7
both aesedymmede and themmodjusede onalymes mill soma be smaliable.

One ocnaluion is that the minima heating location was at the 120° streamline

not lee.

The structural test program' at MSC Palo Alto Facility has

consisted of subjecting two altsminua cylinders to asymmetrical heating and

measuring resultant temperature distributions and thermel strains. This work

has been completed and results are plausible and vary satisfactory.

The Palo Alto Duckling Test Program has not been entirely concluded.

The study in buckling phenomena bps been retarding in that the loads have

been repeatable from which accurate Conclusions can be drawn.

The theival-buckling tests connoted at Stanford University

have been continuing on as part of a Doctorate Study. The results to date,

however, have been wet encouraging in that through a study of lateral

deflections it has been possible to predict the actual buckling load. This

technique will soon be applied during • structural qualification test of the

.160 is. Aiwa booster adapter. The actual test Mill also verify the

accuracy at the cossouter program previously meatless&

This total program has produced awy worthwhile results that v111 advance the

state-of.tbs.art of thermal•bucklieg asel ►ees, moreover the work has

proceeded under effective nanagmment *lab is reflected in aintormance to

. . origiaal cost estimates.

8. Plun rIst Imeroverst Peeples Glared Joists) 

It has teem proviemely reported that the technique of flaring MB sad

AL tubing on a IINJAMIBC developed orbital nosing machine had been

stiecessfully concluded. In effect the eastractar has bad this capability

8
to min high finality' production flame since September 1965.

An investigation conducted daring this report period revealed,

however, that the contractor never revised his manufacturing specification,

LAC 0942, to reflect this upgraded capability nor has the actual product

quality ever been determined in view of the requirements of NASA

specification LC 146. The latter, with its revisions, reflects the highest

level of flare quality that exists in industry today.

As separable commector problems have continually plagued launch base

operations it is necessar7 that the Agana vehicle.. contain orbital flares

in all remaining threaded joints. To achieve this objective UM has .been

directed to submit an engineering program plan delineating those tasks

necessary to revise the flaring specification, LAC 0942. This document

has been submitted to the Air Force outlinin g an adequate Program of

cork including the recommendation to incorporate higher quality ND

threaded fittings and prelubricated B-Nuts and sleeves.

9. Incorporation of Parlament Joints on the Standard Agena Vehicle

DarPing this report period the objective of incorporating Permanent

brazed fittings in the production vehicle pneumatic systems has been

realized. The first such standard vehicle has successfully completed its

helium leak check verification but as of this date no launch base

experience has been gathered.

The tasks of developing and qualifying the Aeroquip Brazing technique

for applications to the Agents system accomplished the foil owing:

a. An Aeroquip induction brazing unit Was Procured and installed

in the Standeed Agents final assembly area at Li6C. Work as started to

9
geissists docsemstatias that would be reqzind for controlling all phases

at this effort. A test plan for the development mu* as complied, and

general qualification requirements were established.

The Stand rd. Agena mock-srp vehicle was structural?' reworked

to the AD-178 configuration for purposes of redesigning the plumbing system

to accept brazed joints.

A USW training program was initiated to quality individuals

in the proper use of the equipment.

d. The separate plumbing systems were analyzed to determine

the number of brazed joints that could be incorporated without requiring'

any component requalification. The final design has included eight (8)

brazed fitting in the helium pressurization system and nine (9) in the

nitrogen attitude control. system. Certain optional hardware kits have also

adopted brazed fittings, as have program peculiar installations.

The total effort accomplished under Program' Plan 273 required 6,423

ass-hours costing 09,112. At this time ECPs to contract Alf 04(405)•939

were also submitted by INBC requesting support in ordering probation

hardware. The cost associated solel,y with Standard Agena incorporation

has been approximately *303,000 including support of an Air Force

progressive inspection.

7!be for portion of effort has continued in time and work sequence under

BOA order #17. Significant accomplishments and associated problems are

noted es follows:

a. The development test program consisted of brazing two (2)

complete sets of brazed fittings including rebrszements and repair joints

on a development test vehicle. The object of this effort was that of training

personnel in a production environment and determining through visual. and

10
radimpepSda imspeetilme et lam awesome lam sr tee emmmmemMes

sellimmtit correlated With leali-free secospesese ertlesta. Demaltm

althoegbmot final sevesIedvergfemr(less thesta) visual rejectLase Sad

no leeks. The ippearemce of smite= =Weal filleting concluded

to ba a wad indication of an acceptable joint. Production procedtues,

hammer, vill requireahallun leak test limier pressure and the application

of a radiographic ezmminatica subject to semplingl*mtddroction.

The qualification testipmammtves documented in general specification LMBC 1419175 and involved a third set of DTV brazed joints vbich

mere incorporated without incident and later subjected to structural

and dynemic • tests. Corrosion characteristics are at this time being

determined. The structural capability of these fittings has been based

on a proof and burst pressure ratings at 1.5 and 3.0 respectively vbich

are indeed greater than the 1.2 and 1.6 design ratings for the pressure

vessels.

Problems of significance in adopting this process to

satiety Agent vehicle requirements have ,included the certification

of certain size tool heads and the availability or effective cutting tools.

.Care end maintenance of the equipment has also required concentrated attention

as his cleanliness requirements.

11

CONFIDENTIM
a

se suss i • •4°•

1 • MOM ?Impulsion Performance

During the period of this report 21 Alpena vehicles were lazieihed.

18 of these used the WAIP 11281-BA-11 rocket engine and three were

Gemini Target Vehicles using the UR-81-BA-13 engine. Of the 18 vehicles

using the -11 engine, all were successful. Ten were single burn and

eight were dual burn. Of the three Gemini flights, two were total successes

with multiple firings of the -13 engine and the third was a partial success

achieving orbit but a chamber pressure anomaly (P c Dip) on the ascent burn

caused 1112A to go to an alternate mission plan. A restart was attempted

after a five-day coast period and the engine shut down from a turbine

overspeed due to a slow acting pilot operated solenoid valve. Deering

this time period both the -11 and -13 engines exhibited the Pc dip anomaly

on tour occasions. flume were -11 engines and one was the -13 Ostia m

target vehicle. A rapid effort is now underway to determine the canoe of

the anomaly. Present schedules call for a =xis= effort program with a 90

dry target completion. All concerned agencies are agreed on this approach.

2. IMP 11J1-81-11A-11 Docket Ingines

As indicated, the aegis's costlier to perform reliably with the

exception or the Pe Dip problem. Occurrences are now distributed about

equally between MC and Oevesement procured engines so the problem

appears sot to be earesiatad with a relaxation or quality on the part of

DAC duo to the 01? approach to baying engines.

A requirement has bees levied by • user to develop • three start

capabLlity for this engine sines it is considerably lighter than the

matt start -13 engine. Procurement and development have bets initiated

and work is underway.

12
S• 184114.1 Oneent linr.ame

Si Let Woe fkmdmi tow! valcielem Isere ennueseratlp _an meant Aortae

this time period. These were time Lot flishts se the -13 engine withia

bum requirements. The Oemini 121 'Apse 041101 Serial Bo. 810 exhibited

& P Dip during the first burn utdch canoed LOA to decide a/Pelmet a

docked burn of the Aeon with the Astronauts. The alternate mission plan

included maneuvering with the secondary propulsion system and other activities.

After spacecraft splash down, an attempt was nada to start the -13 engine

after five days of coast, the vehicle . uss tuoplin,g slightly and no attitude

control gas was available. The engine spun iv normally but reached a turbine

overspend condition due to a sloe opening pilot operated solenoid valve.. The

automatic overspend device shut the engine down as the main clamber ignition

was beginning. The valve failure was blamed on some form of contamination.

No future requirements are born for this engine but the design is proven

and the capability demonstrated.

8250 Secondary Propulsion System

. Six modules ism flown on the final three °mini Target Vehicles. All

performed flawlessly providing ullage orientation and orbit adjustments

as required. Many burns were performed by both the 16 lb thrusters and the

200 lb thrusters and all performance was within limits. This 'design is also

proven although no further requirements for the wets§ are loom.

8133 Rocket Begins and Integral Secondary Propulsion System

The revised development plan was submitted to ATSC. During later planning

sessions it was decided to initiate the augmented program which includes the

vehicle changes along with the engine and WS work. A preliminary work

statement was drafted for a modified definition phase which would define

13

CONFIDENT1Ai
delrelegenet mak robe done sea Weal spates elseues Maki Will mesa

vies the says engine and intepsted asearbay prapaleina vitas (MO

are Segasanneag.

6. Paesonsisation System

Work eras initiated idalch will incorporate the gas fill ant propellant

vent cowlings' into the brazed plumbing system. In addition, a longer

psd-hold =Debility will be designed into the axidiser propellant vent

=slain& The pyro heal= control valve vas redesigned to provide a

capability for longer propellant exposure.