UAW-446240V

14

1111•11111111P•

DISCOVElaR XIII

(Arno 10V/Thar 231)

SYSTEM TEST EVALUATION

AND

PERFORMANCE ANALYSIS REPORT

• (35 •De7 R•Per6

. Cuomo AF 04(647)-=

Pfltaild by

SYSTEMS INTEGRATION. 62-44

STC TECHNICAL OPERATIONS AND EVALUATION. 61-44

by

J

SOWNORADED AT S YEAR INTERVALS/

DECLASSIFIED AFTER 12 )2ARS.

DOD DIR 5200.10

APPROVED:

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Roo maim of the Espispoop Lows. Tiro III. U. S. C. Soo. 70 owl 714. Ns froosologoo or

the rovoloNs. .f Ns somisoN erri atooloor to am owoothorimil perm Is prolAhltod by low.

LOCKHEED AIIRCRAPT CORPORATION MMUS ool SPACE DIVISION
This document is the final system test evaluation and

performance analysis report for the launch of Discoverer

XIII from Vandenberg AFB on 29 June 1960. It has been

prepared for the Air Force Ballistic Missile Division

(AFBMD) to meet a requirement of Contract AF 04(647)-558

in accordance with Paragraph 1.4. 1 of LMSD-445158-B,

Discoverer Program.

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
•

L.MSD -446240-57

iii

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
Discoverer XIII (Thor 231/Agena 1057) was launched on the first attempt

from Vandenberg AFB Complex 75-3-5 on 10 August 1960. All primary,

secondary, and tertiary test objectives were met, including the achievement

of a significant "first" in world-wide space technology: recovery of a

capsule ejected from an orbiting satellite. The capsule was recovered

from the ocean northwest of Hawaii by a helicopter operating from the

USNS Haiti Victory, after, visual acquisition by C-119 aircraft.

Launch countdown commenced at 0600 PDT. Liftoff occurred 7 hours and

38 minutes later, at 1337:54:40 PDT. Separation of the Agena from the

Thor was completed at the prescribed time and altitude. Aisne engine

ignition, signalled by the Agenats D-timer, was followed by 118 seconds

of engine operation. The engine was shut down by integrator command

after the required inertial injection velocity had been attained.

Satisfactory Agana injection altitude and velocity resulted in an orbital

perigee of 137 nautical miles, an apogee of 379 nautical miles, and a

period of 94 minutes. Orbital lifetime of the satellite is calculated to

be 84 days.

All commands transmitted to the orbiting Agena were successfully received,

executed, and verified. Additionally, orbital timer operation was accurate,

and all programmed events, including initiation of the recovery sequence

on Pass 17, took place as specified.

LOCKHEED AIRCRAFT CORPORATION

SUMMARY

LMSD.446240-57

vii

SECRET MISSILE mid SPACE DIVISION
LMSD-446240-57

FOREWORD

SUMMARY

NOMENCLATURE

Pais

XV

SECTION 1 INTRODUCTION

Background 1-1

Scope of This Report • 1-3

TEST DESCRIPTION

SECTION 2 DESCRIPTION OF FLIGHT ELEMENTS

Combined Vehicles 2-1

Recoverable Capsule 2-1

Agana. Satellite 2-7

SECTION 3 DESCRIPTION OF GROUND ELEMENTS 3-1

SECTION 4 CHRONOLOGICAL DESCRIPTION OF TEST

Prelaunch Operations 4-1

Launch and Ascent 4-1

Orbit Operations 4-4

Capsule Re-entry and Recovery 4-11

TEST EVALUATION

SECTION 5 TEST OBJECTIVES AND RESULTS

Primary Objectives 5-1

Secondary Objectives 5-3

C. Tertiary Objectives 5-4

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LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
LMSD-446240-57

CONTENTS (Continued)

Page

SECTION 6 GENERAL EVALUATION OF DISCOVERER XIII

INSTRUMENTATION

Agena and Capsule Instrumentation 6-1

Instrumentation Discrepancies 6-3

Thor Instrumentation 6-3

SECTION 7 VEHICLE PERFORMANCE EVALUATION

Thor/Agana Launch and Ascent 7-1

Separation and the Coast Phase 7-7

Orbital Boost 7-7

Orbital Status 7-8

SECTION 8 CAPSULE, PERFORMANCE EVALUATION

Separation 8-1

Retro Phase 8-2 I

Re-entry Phase • 8-8

Parachute Deployment 8-23

I

SECTION 9 CAPSULE TRACKING AND RECOVERY FORCE

EVALUATION

Pre-Recovery Procedures 9-1 111

Capsule Re-entry Tracking 9-1

Capsule Telemetry Data Acquisition 9-5

Operation of Recovery Force Aircraft 9-5

Recovery Aircraft Communications 9-7

Payload Recovery 9-7

Operation of Surface Recovery Units 9-7

Weather Conditions During Recovery 9-8

Operation of Hawaii Control Center 9-8

SECTION 10 GROUND SYSTEMS EVALUATION II

Satellite Test Center 10-1

Synchronous Operations Analysis 10-2

Palo Alto Computer Center 10-2

Human Factors 10-3

Tracking Stations 10-3

Ground Support Equipment 10-13

SECTION 11 OPERATIONS SUPPORT EVALUATION 11-1

APPENDIX A TABULAR DATA A-1

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LMSD-446240-57

ILLUSTRAT1015

Figure Page 

Frontispiece

1 Agena 1057/Thor 231 Configuration 2-2

2 Agena Inboard Profile 2-3

3 Discoverer XIII Diagnostic Payload Undergoing

Postflight Inspection at LMSD . 2-4

4 Discoverer XIII Diagnostic Payload Postflight

Inspection: Several Components Were Removed 2-5

5 Recovery Force Deployment at ETPD 4-13

6 Altitude vs Time During Agena Boost 7-3

7 Crossrange vs Downrange Following Thor Main

Engine Cutoff . •7-4

8 Velocity vs Time •During Thor Boost 7-5

9 Velocity vs Time During Agena Orbital Boost 7-6

10 Agena Orbit Tracks, Passes 1 and 2 7-10

11 Agena Orbit Tracks, Passes 16 and 17 7-11

12 Attitude Control Performance 7-14

13 Control Gas Expenditure vs Time 7-15

14 Pitchdown Prior to Capsule Separation 8-3

15 Capsule Retro Phase Roll, Pitch, and Yaw Rates 8-6

16 Capsule Ratio Phase Longitudinal Acceleration 8-7

17 Capsule Trajectory Parameters in Relation to Time 8-9

18 Roll, Pitch, and Yaw Rates During Capsule Re-entry 8-11

19 Variation of Lateral Acceleration in Relation to . Capsule Center of Gravity 8-13

20 Capsule Angle of Attack Envelope 8-14

21 Capsule Re-entry Motion 8-15

22 Capsule Temperature Sensor Locations 8-16

xi

LOCICHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
MISSILES and SPACE DIVISION LOCKHEED AIRCRAFT CORPORATION

L.MSD-446240-57

ILLUSTRATIONS (Costissue.i)

Same tape_

23 Capsule Heat Shield Skirt Temperatures 8-17

• 24 Cipsule Temperatures Recorded by ResiStance •

Thermometer . 848

25 Capsule Bucket Temperatures 8-21

26 Capsule Equipment Temperatures 8-22

27 Capsule Pressures During Parachute Descent 8-24

28 Parachute Rate of Descent 8-25

29 Capsule Impact Points and Dispersion Areas 8 -26

30 . VERLORT Radar and Telemetry Coverage, Launch

and Ascent Phases 10.-4

31 Tracking Station Coverage 10-6

32 Effects of Synchronisation and Interference on

Radar Beacon During Launch 10-7

33 Azimuth vs Elevation at Time of Capsule Separation,

KTS, Pass 17 10-10

34 HTS TLM-18 Capsule Track 10-12

35 WV-2 Signal Strength Records, Pass 17 10-14
Lamp-446240-57

TABLES

Table page

1 Discoverer Program Flight Test Summary 1-2

2 Countdown Chronology 4-2

3 Launch Sequence of Events 4-5

4 Trajectory and Initial Orbital Parameters 4-7

5 Propulsion Performance 7-9

6 Recovery Sequence 8-4

7 Capsule Temperature Sensor Locations • 8-19

A.1 Agana 1057 Weight Statement A-1

A. 2 Centers of Gravity and Moments of Inertia A-2

A. 3 Capsule Acquisition Information A- 3

A.4 Summary of Critical Data A-4

A. 5 Equipment Temperatures A- 7

A. 6 Power Supply Voltages and Temperatures A-8

A. 7 Communication Malfunctions A-9

A. 8 Orbital Timer Events A-10

A. 9 Orbital Command Summary A-12

A. 10 Tracking Station Positional Data Quality A-13

A. 11 Orbital Contact Summary A-14

. LOCKHEED AIRCRAFT CORPORATION SEC-RET-- MISSILES mid SPACE DIVISION
SECRET LMSD-446240-57

NOMENCLATURE

AZT ' Advanced Engineering Test

BSTS Barking Sands Tracking Station

Blossom Time Time of capsule parachute deployment

Chaff Metallic radar target scattered at the time of capsule

parachute deployment

Countdown Step-by-step process leading to a missile launching

Countdown Reduction in response of radar-beacon to interrogations

caused by =synchronised multiple-active tracking by

two or more ground radars or 'by improper spacing

between the command and interrogation pulses

CWAT Continuous-wave acquisition transmitter

DAC Douglas Aircraft Corporation

ETPD Estimated time of parachute deployment

GE General Electric Company

AAFB Hickam Air Force Base

HCC Hawaii Control Center

HTS Hawaii Tracking Station

HATS High Altitude Temperature Simulator

KTS Kodiak Tracking Station

Lock-on Automatic training of the radar antenna on the target,

following initial acquisition, accomplished by a servocontrol system which nulls-out error signals

MTS Pt. Mugu Tracking Station

NBTS New Boston Tracking Station

On-line Instantaneous or near real-time data

PACC Palo Alto Computer Center

PAM/FM Pulse-amplitude-modulated subcarrier; frequency

modulated carrier

PRF Pulse-repetition-frequency

xv

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
LMSD-446240-57

NOMENCLATURE (Cadianad)

RADARC A sonobuoy marker device equipped with radio beacon

and tracking lights

r-f Radio frequency

System time Time in seconds measured from 2400 Greenwich Mean

Time (GMT); recycles every 24 hours

TLM-18 A high-gain, narrow-beam, VHF, automatic tracking

antenna

TOC Time-of-crossing of a satellite over a tracking station

Tri-helix A medium-gain, wide-beam, manually steerable or

slavable VHF antenna

VERLORT Very-Long-Range-Tracking radar

VTS Vandenberg Tracking Station

xvi

LOCKHEED AIRCRAFT CORPORATION -SECRET- m1SSILES and SPACE DIVISION
LMSD-446240-57

SECTION 1

INTRODUCTION

BACKGROUND

In the Discoverer Programa& total of 13 flights have been launched from

Vandenberg AFB. Eight Agena Satellites have been successfully injected

into orbit (see Table 1). Present plans call for the launching of 17 additional

vehicles before the program is concluded.

The principal objectives of the Discoverer Flights are the development of

Thor-boosted Agena satellites capable of functioning as carrier vehicles

for scientific material and the recovery of capsules ejected from these

satellites while on orbit.

Additional Discoverer objectives are the perfecting of equipment, techniques,

and procedures for launching Thor-boosted Agena satellites; attaining orbit;

and acquiring, recording, transmitting, receiving, and processing satellite

functional and environmental data, as well as geophysical data. Section 5

of this report lists the objectives of Discoverer 3MT. In addition to these

specific goals, it is also expected that the ground system operational

techniques and procedures at the tracking stations, control center, and

launch-base will be refined as the program progresses. Specialized tests,

including aero-medical research, will be executed during the series. A

propulsion system capability for single restart and extended-duration

operation will also be tested.

Finsllyfan important long-range objective of the Discoverer Program is the

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

1 -1

LOCKHEED AIRCRAFT CORPORATION SECRET-- MISSILES and SPACE DIVISION
LMSD-446240-57

• Table 1

DISCOVERER PROGRAM FLIGHT TEST SUMMARY 1

oNIC0VIROR

VINICLOS

ASIII41711011

If CONPLIOt,

TM MO OATS

ODINTOOIONS

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1-2

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
LMSD-446240-57

Table 1 (Continued)

,

DISCOVIIIIR

VIMICLIS

AIMMA/THOR

LAUNCH CONPLIX,

TIME. AND DM

COUNTDOWNS

IIROUIROD

•

PAYLOAD

DISCRIPTION RESULTS

4

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1

SCOPE OF THIS REPORT

This document contains the detailed evaluation of all data relating to the

Discoverer ma flight. Included are the results of investigations into problem areas; and, if indicated, racoramendations. This report amplifies the

information given in LMSD-445905-57, Discoverer XIII Preliminary System

Test Report (7- to 10-Day Report), and supersedes the earlier document in

any instance where the data is at variance.

Organization of this report is in three parts. The first part, 'Test Description, describes the configuration of Discoverer xm, and gives a chronological history of the flight. The second part, Test Evaluation, analyzes performance of important elements. The third part is the Appendix, which

includes additional data to support the discussions in text.

1 1-3

LOCKHEED AIRCRAFT CORPORATION MISSILES ad SPACE DIVISION
Notice of Page Substitution

Test Description

For the purposes of electronic archiving, this page is a substitute for an

unscannable page.
LMSD-446240-57

SECTION 2

DESCRIPTION OF FLIGHT ELEMENTS

The system configuration for Discoverer XIII consisted of a DAC Thor firststage booster (Figure 1) and an LMSD Agena second-stage satellite vehicle

(Figure 2) with the necessary first- and second-stage support equipment,

launch complex, command and communication system, and capsule Recovery

Force. The configuration was similar to that of previous Discoverer Flights,

with the exception of flight and ground system elements related to capsule

recovery. The notable configuration differences for the flight elements are

given in this section; those for the ground elements are given in Section 3.

COMBINED VEHICLES

The Agana satellite vehicle Model 2205, Serial 1057, was mated by a structural adapter section (supplied by LMSD) to a modified IOC Thor booster

SM-75, Serial 231, utilising an MB-3 Block I engine. The length of Discoverer Ian was approximately 79 feet, and its total weight at liftoff was

117,260 (*250) pounds. The Agana weight statement and the Discoverer cg

and moment of inertia are presented in Appendix A.

RECOVERABLE CAPSULE

The recoverable capsule payload (Figures 3 and 4) for this, flight was a special "diagnostic" configuration which contained a five-channel FM/FM telemetry system to transmit separation, re-entry, and recovery equipment

operations data to ground stations. The additional equipment permits a

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LOCKHEED AIRCRAFT CORPORATION EGRET MISSILES and SPACE DIVISION
LAM-446240-57

I

I

5

A

I

1

1

1

1

MISSILE and SPACE DIVISION

S RE -T--

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LOCKHEED AIRCRAFT CORPORATION
SECRET LMSD -446 Z40-57

LOCKHEED AIRCRAFT CORPORATION

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.SEC-RET- MISSILES and SPACE DIVISION
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LOCICHED AIRCRAFT CORPORATION SECRET MISSILES and SPACE DIVISION

LMSD -446240-57
LOOCHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION

LMSD-446240-57

•

Figaro 4 Dhownwer XIII Diaptostie Payload Postflight lospoction: Several Compoosots was Relimpid

2-5
74 Is &fiend as eiegarked itseesetet free the Apnea power rept*

2,6

LOCKHEED AIRCRAFT CORPORATION MISSILE and SPACE DIVISION

SECRET LIASD-446240-57

more complete postflight qualititive analysis of the recovery operations than

has been possible on previous flights.

An 8-watt transmitter replaced the 1.2-watt transmitter normally installed

to relay the following data: gyro, ' accelerometer, battery voltage, temperature, pressure, and brealcwire telltale functions from capsule separation until parachute deployment. A continuous-tape recorder was installed

to record the capsule re-entry and recovery functions in real-time and to

play back through the transmitter with a 2-minute time delay so that telemetry data. during capsule descent through the ionisation layer would not be

•

lost.

In addition to the instrumentation and the capsule VHF beacon, a transistorised S-band beacon transponder and its power supply were installed on

the capsule thrust cone so that computer determinations of the re-entry

trajectory and impact location could be made.

A cold gas manifold system replaced the separate spin-up and de-spin

rocket system. Following ejection of the capsule from the satellite, the

required impulse to spin and de-spin the capsule was provided from 3000-psi

pressurised cold gas (Freon-nitrogen) spheres (one for each system), activated by squib valves.

To ensure pod separation prior to spin-up, the thrust-cone programmer

times were changed as follows:

Function Time (sec)*

Pod Separation T + 1.5

Spin-up T + 3.4

Retro-rocket Fire T + 4.65

De-spin . T + 15.40

Thrust-Cone Separation T + 16.9
1

SECRET LMSD-446240-57

To enhance the possibility of recovery in the event of extended surface

search, an additiOnal battery was installed to power the VHF beacon after

impact for approximately 20 hours, rather than 10 hours. The watersoluble plug installed to initiate capsule submersion after 30 hours was

removed from this capsule.

AGENA SATELLITE

A principal difference in the Agena vehicle for this flight was brought about

by a weight reduction program. In order to accommodate the required

capsule instrumentation and to achieve the required performance margin, it

was necessary to remove all AET equipment, the MU/APL Doppler beacon,

and optical tracking lights.

The 5.0-degree yaw program (left) for realigning velocity vectors during the

ascent coast period was removed on this flight so that the desired orbital

path on Pass 17 could be achieved. The D-timer PAYLOAD-EJECT command

was changed from 93.4 to 94.5 seconds after D-timer restart. To achieve

a higher orbit, the nominal D-timer hold was increased from 20 seconds to

39 seconds, to delay Agena ignition an additional 19 seconds. For improved

low-rate capabilities, the rate gyro telemetry sensitivities were increased

from *10 to *2 deg/sec. Control gas loading was reduced from 40 to 37

pounds as part of the general weight reduction effort. The horizon scanner

was modified to reduce transient susceptibility, and the rubber gasket between the case and cover was replaced with a beryllium-copper gasket to

shield against r-f radiation.

To ensure that the Agena engine would operate to propellant exhaustion prior

to integrator cutoff (in the case of a minimum Command 6), the maximum

integrator setting was changed from 13,800 to 14,200 (*30) ft/sec.

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LOCKHEED AIRCRAFT CORPORATION MISSILES sod SPACE DIVISION
T LMSD-446240-57

SECTION 3

DESCRIPTION OF GROUND ELEMENTS

Configuration of the ground elements of the Discoverer XIII flight was

essentially the same as that for previous flights. The nominal capsule

impact point was moved from that of previous tests to latitude 240 N. This

change was to provide HTS with telemetry coverage of the parachute deployment sequence at the nominal latitude for all orbit periods within 1

minute of nominal. This impact latitude also provided KTS coverage of the

complete separation and retro sequence.

The launch telemetry ship MS King County was replaced by the FS Ship

AO-161. The replacement ship was equipped with . a quad-helix antenna in

addition to a single helix. There was no Doppler receiving or recording

capability on board the vessel. Otherwise, the configuration of the ship was

basically the same as that of the King County.

The Recovery Force and recovery tracking system consisted of the following:

Six C-119J and two RC-121 aircraft and the Haiti Victory were dispersed in

the primary recovery area; and the Dalton Victory, three C-119J, two

RC-121, one WV-2, four JC-54 telemetry receiving, one C-130 recovery

aircraft, and the Pvt. Joe E. Mann telemetry ship were deployed to provide

capsule detection and telemetry reception capabilities from the recovery

area extending 1800 nautical miles downrange. The facilities at Barking

Sands, Kauai, and South Point, Hawaii, were used to determine the approximate capsule trajectory. A temporary telemetry receiving station was installed on Christmas Island to extend further the capsule detection and

telemetry receiving range.

The newly activated New Boston Tracking Station (not yet operational) participated in tracking operations to check out equipment and to train personnel.

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LMSD -446240 57

SECTION 4

CHRONOLOGICAL DESCRIPTION OF TEST

PRELAUNCH OPERATIONS

After pre-launch system tests were completed, all stations were evaluated

as being fully operational with the exception of Vandenberg Tracking Station.

That station's Doppler coder remained inoperative throughout the launch.

New Boston Tracking Station was not an operational station for this flight,

but it was active for checkout and training purposes.

The one countdown required to launch Discoverer XIII began at 0600 PDT on

10 August 1960 and proceeded smoothly to a successful liftoff 7 hours and

38 minutes later. A countdown chronology is presented in Table 2.

LAUNCH AND ASCENT

Liftoff was successfully accomplished at 1337:54:40 PDT with a clean

umbilical separation and only minor pad damage.

The vehicle was launched vertically and then rolled to a departure azimuth

of 174° (172° predicted). All programmed events occurred in proper sequence. The ascent, as determined by VTS and MTS real-time data, appeared to be slightly high• and west of the nominal flight path. Thor mainengine cutoff was approximately 1. 5 seconds sooner than expected, but

within required tolerance. Separation was successfully completed at the

prescribed. time.

Data received and utilised by the Reeves computer at MTS during vehicle

ascent and coast resulted in the transmission of 49.27 seconds of Command

5 (which extended D-timer hold to 51.60 seconds) and 13.03 seconds of

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Table 2

COUNTDOWN CHRONOLOGY

j Time Scheduled. Actual Countdown Time

Start

Time

(min)

Duration

(min)

Start

Time

PDT

Start

Time

(111.21)

Duration

(1114)

1. Pre-Countdown Operations

and Countdown Initiation

T-375 10 T-375 14

2. Shelter Removal T-365 35 0614 5-361 29

Vehicle Erection

R-F Checkout T-350 40 0643 T-332 93

Lanyard Connection and T-330 35 0812 T-243 26

Ftel Truck Activation

Destruct Test T-295 30 0838 T-217 52

Orbital Stage Arm T-265 35 0930 T-165 33.

Connect First Stage T-265 35 0930 T-165 39

Destruct System

Hold 1* 0945 T-150 76

Propellant Line FLU T-230 50 1009 T-150 54

Couitdown 'Valuation T-180 30 1101 5-150

Electronics Warm-up T-150 90 1105 T-3.116 3.5

11. Range R-F Checks T-145 30 1107 T-1k4 15

12. Propellant Tanking T-115 30 1126 T-125 4o

Secure Propellant Trucks T-85 25 1206 T-85 26

Guidance and Flight T-60 30 1232 T-76 30

Control Checkout

Pressurisation T-60 30 1232 T-59 30

Countdown braluation T-30 171315s 12146 T-45 17 '

Hold 2** 1303 T-15

17. Terminal Countdown T-12m 2a458 1316 T-13 22

45s

Hair** 1317 T-3.2 6

Raid 4**** 1333 T-2 3

Liftoff T-0 1337:54

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1
LIOD- 446240- 57

Table '2 (Continued)

HOLD SUMMARY

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LoaaiED matApr CORPORATION

4-3

SECRET MISSILIS and SPACE DIVISION
--S-E-C-RET-- LMSD-446240-57 1

1

Command 6 (controls velocity-integrator setting). Both commands were 1.

received by the vehicle and were executed.'

Agena engine start (90 percent thrust) occurred at T + 302.45, and nominal

thrust was obtained. The duration of.engine burning was 118.99 seconds

as compared to 121.93 seconds nominal. However, engine shutdown was by

integrator command and was not due to fuel depletion.

Telemetry contact was maintained until T + 784 -seconds (downrange

telemetry ship fade).

Table 3 compares the predicted times of launch events with the actual

times these events occurred. . Table 4 tabulates the trajectory and

initial orbit parameters. I ORBIT OPERATIONS

Prior to launch, nominal acquisition messages were sent to all stations.

On the basis of launch tracking data received by the PACC from MTS and VTS,

initial orbit elements were calculated and a new acquisition message generated and sent to KTS for Pass 1. Acquisitions messages were also sent to

the other tracking stations (HTS, VTS, and MTS) for use during Pass 1.

Pass 1 

Pass 1 acquisition of the Agonies CWAT by KTS was made 88 seconds later

than predicted by the PACC. KTS also tracked the vehicle on radar and

recorded Agena telemetry. Since beacon acquisition was later than predicted,

a RESET command was sent at System Time 79799. The 65°N and 60°N

reference latitude crossings were 123 seconds later than the computer

acquisition message had predicted for KTS. An INCREASE command was 111

sent and verified and four STEP commands were sent, which established an

orbital timer period of 5655 seconds. No difficulty was experienced in

verifying RESET, INCREASE, DECREASE and STEP commands.

4-4

LOCKHEED AIRCRAFT CORPORATION IECRET MISSILES and SPACE DIVISION
•

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION

LMSD-446240-57

Table 3'

LAUNCH SEQUENCE OF EVENTS

Predicted

Time (sec)

Acrbusl

TintiLec)

Liftoff * 0 0

*In Engine Cutoff *164.5 163.0

Vernier Engine Cutoff 43.5 172.47

Start Fairchild Timer 179.0 179.28

Emp.losIve Bolts Fire 180.3 180.91

Pneumatics ON 3.80.5 180.91

Retrorockets Pyre 181.0 181.41

Messend -454)/airarbe Pitch Rate :192.0 192.112

Start D-timer Hold 221.0 221.31

(D.timer Bold Duration) 37.78 51.60

Command -2°/minute Pitch Rate 221.0 221.31

Command 5 ON 223.0 223.64

Command 5 0PF 258.78 272.91

(Duration) 35.78 51.60

Ccamand 6 Off 258.78 272.91

Command 6 077 274.60 285.94

(Duration.) 15.82 13.03

Fire Inlege Rockets 288.611* 288.97

Preactivate Hydraulics 288.6** 288.97

Helium Bypass Valve Open 300.6** 300.96

Thrust Attainment (90% Pc) 302.1** 302.45

Engine Burnout (70% Pc) 424.0311* 421.42

(Duration) 121.93 118.97

Caimand 409/minute Yaw Rate 431.6** 431.92

Fire Vent Valves 431:6** 433..92

Hydras lice OFF 431.6 131.92

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4-5
LIM-446240-57

Table.33Continued)

Predicted Actual

Event Time Time

VT8 TIM Fade 500.0

NTS TM Fade MIMED 476.0

Reererve -40°A.Innte Yaw Bate 701.6 701.9

TIM Ship Fade ' IIMOM• 784.0

4-6

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
1

A

1 4 9

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&EGRET LMSD-44624057

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LOCICHEED AIRCRAFT CORPORATION

4-?

SECRET MISSILES and SPACE DIVISION
LMSD-446240-57

VTS, HTS and the USNS Joe E. Mann were able to acquire on Pass 1 for

approximately 1 minute, but because the pass was low on the horizon, contact was marginal. The CWAT signal was reported by KTS and VTS to be

weak?

Pass 2

KTS and HTS tracked the vehicle on all equipment during this pass. KTS

transmitted and verified one RESET Command 3 at a System Time of 85441

as the satellite crossed reset latitude. One DECREASE step was commanded

and verified by HTS. All real-time telemetry readouts indicated normal

Agana performance, but the Beckman monitor of the orbital timer period

fluctuated slightly.

Pass 8

Agana acquisition and fade times were on schedule. No commands were

sent. The predicted reset-monitor ON time was 31539 System Time, and

VTS reported the reset monitor QN at 31539, MTS at 31534, and HADC at

31534. A RESET command was not sent since observed reset monitor

turn on showed exceptional agreement with predicted time. Tracking

coverage was accomplished by HAYS, VTS, and MTS. VTS reported 20

percent countdown on the S-band beacon, which was usual for this time of

night.

Pass 9

The VTS VERLORT was designated "active" and MTS "passive" to limit

radar tracking interference. Christmas Island reported acquisition of

telemetry at 36947 System Time and tracked for 59 seconds. VTS acquired

at 36947, MTS at 36945, and the downrange telemetry ship AG 16Z at 36946

System Time. The orbital timer readout was reported as DECREASE 25

(5643 seconds). A RESET command was sent and verified by VTS at 37170

System Time.. The reset latitude 30°Ntime of crossing (TOC) was 37183

4-8

LOCKHEED AIRCRAFT COPPORATION SECRET MISSILES and SPACE DIVISION
LMSD-446240-57

System Time. The reset command was sent early to confirm command

capability of the vehicle.

Pass 10

• HTS acquired approximately 36 seconds earlier than predicted. A RESET

command was specified to be sent at System Time 42655. HTS reported

that time of crossing the reset latitude 20°N occurred at System Time 42655.

KTS reported that the orbital timer period readout was erratic during the pass.

Acquisition and fade times were nominal, with solid tracking reported.

Pass 14

NBTS actively searched for approximately 5 minutes but failed to acquire

due to the low elevation angle of the Agena.

HAFB acquired and tracked the Agena's telemetry as programmed. All

requested readouts were made. The reset monitor came on within 2 seconds

of the programmed time.

Pass 15

KTS acquired the satellite on this pass at near the predicted time. A RESET

command was issued and verified at the proper time for proper phasing of

the recovery sequence. During the pass, both YTS and MTS had difficulty

in obtaining continuous radar lock-on. MTS was locked on when the beacon

was turned off by the orbital timer (refer to Section 10). Reset Monitor OFF

time was observed by both stations to be within 6 seconds of the expected

time. Real-time readouts were all normal.

Pass 16

KTS acquired the satellite as programmed and achieved excellent tracking

on all parameters. The reset monitor was observed to turn on 4 seconds

early, and a RESET command was issued at the proper time (4 seconds

after reset monitor on). •

4-9

LOCKHEED AIRCRAFT CORPORATION MISSLES and SPACE DIVISION
LIMD-446240-57

MTS and VTS acquired the vehicle on all parameters and experienced no

trouble in tracking on this pass. VTS observed telemeter OFF 4 seconds

earlier than expected, based on reset.on the timer. All parameters were

normal.

Pass 17

KTS acquired on all parameters and reported good track and signals. The

track was nominal, with the deviation in elevation of only 0.5 0 from the

preplot at fade. The D-timer was observed to restart at the proper time.

All other re-entry events were verified, and the capsule was tracked on the

preplot. HTS acquired the satellite and verified all recovery events.

Successful tracking was achieved by KTS of the capsule's S-band beacon and

the telemetry.

HTS and the Barking Sands tracking station successfully tracked the capsule's

VHF beacon and telemetry. HTS also radar-tracked the Agana and recorded

its telemetry during this pass.

Post-Recovery Orbits.

Passes 24, 25, and 26 were tracked by KTS and used for command exercises.

Contact was gained by NBTS on Pass 29, VTS, and KTS on Pass 31, and HTS

and KTS on Pass 32. Both CWAT and telemetry were effective on Pass 32,

but radar contact was poor. Command exercises were performed during

these orbits. Continuous tracking activities terminated after Pass 32 to

allow stations to prepare. for Discoverer XIV activities.

4-10

LOCKHEED AIRCRAFT coroanoN SECRET MISSILES and SPACE DIVISION
LIED-446240-57

The Agena 1057 was also tracked on the following passes.

Date, August Pass Station

15 76 YTS

16 92 KTS

16 93 KTS

16 93

17 107 KTS

17 108 HTS

17 109 KTS

18 120 NETS

19 138 MTS

A steady decrease in the CWAT frequency was reported after Pass 107,

indicating the life of the battery was nearly expended. When the Agena was

last contacted on 19 August, the transmitter's frequency was reported is

being 25.5 kc below nominal. On 22 August VTS attempted to acquire the

vehicle on Pass 183, but failed, thus indicating the battery life had been

expended as expected.

CAPSULE RE-ENTRY AND RECOVERY

Recovery operations began with briefings of all Recovery Force elements

and continued through post-recovery shipment of the capsule to Washington,

D. C. Surface force elements, including representatives for the Victory

ships and the PMR. tracking stations, were briefed on 8 August. Air elements.

were instructed the following day.

Impact area revisions were received by the Hawaii Control Center (HCC)

and were relayed to the Recovery Force as refined ephemeris data became

available:

4-11

LOOCHEED AIRCRAFT CORPORATION SECRET MISSILES sad SPACE DIVISION
SECRET LMSD-446240-57

Impact

Prediction

• Time of

Moose e

GMT

Estimated time

of parachute

deployment Location

(GMT) (N Latitude) (W Longitude)

1 (Final pre-launch) 2035:18. 50 23° .59. 8' 158° 23.4'

2 2312 - 10 Aug 2326:18. 50 24° 00.2' 161° 45.9'

3 0150 - 11 Aug 2325:58. 0 24° 00. 0' 161° 42.. 0'

4 1328 - 11 Aug 2324:27.0 24° 00.2' 161° 34.6'

5 2116 - 11 Aug 2325:18.50 24° 00. 2' 161° 32.4'

6 2206 - 11 Aug 2325:18.55 23° 51. 6' 161° 31.0'

7 2322 - 11 Aug 2325:00 24° 10.0' 160° 37.0'

8 0015 - 12 Aug 2325:00 25° 20. 0' 161° 35.0'

The 11 August recovery operation commended with a fully operational

Recovery Force (refer to Section 3). All RC-121 aircraft were airborne and

on station at 2006 GMT. At 2252 GMT the eight C-119 aircraft were on

station. Deployment at this time was based on Impact Area 6. The remainder of the Force (C-130, WV-2, four 3C-54's and two Victory ships)

were deployed and on station prior to estimated time of parachute deployment (ETPD) as dictated by advance planning directives. 3C-54 No. 3

aborted its mission when a fuel leak developed, and one C-119 aborted its

mission because of an oil leak.. At ETPB, Recovery Force deployment

was as shown in Figure 5.

At 2320:15 GMT, 12 August, acquisition of the re-entering capsule was

obtained by the Haiti Victory. By 2328:30, all Recovery Force aircraft

had received the beacon's signal. (Appendix Table A. 3 lists all acqui'sit'ion

data reported by the Recovery Force. ) At 232.4:25 GMT, C-119 No. 1

recorded a signal (not relayed to the RC-121) that saturated its FLR-2

equipment, with a resultant "no bearing". The aircraft was vectored to

273 degrees by RC-121 No. 1, but the vector led to cumulus clouds. By

this time (2342 GMT) the C-119 was in a position too far away for aerial

recovery of the descending capsule. The C-119 then obtained a bearing on

the VHF beacon, vectored to 070 degrees, and eventually sighted the capsule

4-12

LOCKHEED AIRCRAFT CORPORADON -SECRET MISSILES and SPACE DIVISION
ET LMSD - 446240 -57

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LOCKHEED AIRCRAFT CORPORATION

4-13

SIDRET-- MISSILES and SPACE DIVISION
LMSD-446240-57

in the water approximately 24 nautical miles from the aircraft's initial

station. At 2352 GMT, the beacon signal was observed to fade abruptly and

then return at a 6-mc higher frequency. At 2325 GMT the SPS4A radar on

the Haiti Victory acquired a target that appeared to be the capsule's chaff.

The initial target was att40,000 to 50,000 feet altitude, at a distance of 100

nautical miles, and at the same bearing as its VHF beacon and telemetry

From 2320:15 GMT onward, numerous data were obtained from the tracking

stations concerning location of the capsule. These data, along with C-119

bearing information, were plotted at the HCC to obtain a most probable area

of capsule descent and impact. Data from HTS, Haiti Victory, Barking Sands

Tracking Station and the C-119's were plotted. The resultant triangulation

indicated desCent at a. point 25° 20' N. 161° 35' W.

The first visual sighting of the water-impacted capsule was made by C-119

No. 2 at 0007 GMT ? 12 August. At this time, it was apparent that the force

of water impact had shifted the capsule frequency. By 0012 GMT, C-119

No.'s 1 through 4 had made visual sighting of the capsule and were circling

the area. C-119 No. 1 dropped a RADARC (sonobuoy) at the impact point,

but the RADARC failed and sank.. C-119 No. 4 then deployed a RADARC,

which operated properly as a marker of the capsule's impact location. The

point of capsule impact was recorded by the C-119 aircraft as:

C-119 Aircraft Latitude Longitude

1 25° 41.5' N 161° 31' W

2 25° 36' N 161° 34' W

3 25° 38'N 161° 33' W

4 25° 401 N 161° 35' W

5 25° 361 N 161° 34' W

6 25° 36' N 161° 34' W

The aircraft reported that the impacted capsule was apparently operating

normally, with.the flashing light and beacon both operational. When first

4-14

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
SECRET LMSD-446240-57

sighted, the parachute was still partially inflated and about 1/3 out of the

water.

After visually sighting the capsule, RC-121 No. 1 remained in the area to

vector the other sighting aircraft and ships. Two helicopters were sent

from the Haiti Victory to retrieve the capsule from the ocean. A frogman

was lowered into the water from a hovering helicopter to attach a winch

line to the capsule, and the capsule and parachute were reeled into the

helicopter. Retrieval was accomplished at 0222 GMT, and the capsule

was flown to the Haiti Victory. The ship then proceeded to Honolulu where

the capsule (in its shipping container) was flown by helicopter to Hickam

A.113 at 2050 GMT, 12 August. The capsule was transferred immediately to

a C-130 aircraft for shipment to Washington, D. C., via LMSD Sunnyvale

where an inspection of the capsule was made and several components were

removed.
Notice of Page Substitution

Test Evaluation

For the purposes of electronic archiving, this page is a

substitute for an unscannable page.
Achievement

Yes Partial No

X

X

X

X

X

X

LMSD-446240 -57

SECTION 5

TEST OBJECTIVES AND RESULTS

Flight test objectives for the Discoverer Program have been defined in

LMSD-445725, Detailed Test Objectives for Discoverer Satellite System.

The following is a tabulation of these objectives and subsequent achievement

in this flight test.

A. PRIMARY OBJECTIVES

Basic objectives of the flight were as follows:

To place the Discoverer satellite with a

recoverable capsule on a near-polar

prescribed orbit.

To eject the capsule within range of the

Kodiak Tracking Station.

To secure adequate telemeterod data

during launch, orbit, the re-entry sequence, and the parachute deployment

sequence for determination of objectives

achievement.

To adequately track the re-entering

capsule for computed impact point

prediction.

5. To recover the capsule.

To achieve the basic objectives, it was

necessary that the following specific objectives be attained:

1. The ground support equipment must provide adequate support and checkout

required for the launch of the Discoverer

Agena satellite and Thor booster.

•

5-1

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
X

X

X

X

X

LAM)-446240-57

Achievement

Yes

The Thor booster must carry the Agana.

satellite to the planned separatiOn altitude,

achieve the planned attitude at separation,

and provide the required velocity at

separation. X

Agana airframe and adapter must demonstrate the ability to withstand control

system perturbation and flight envitonment. X

The Agena propulsion system must provide

the additional total impulse required to

attain orbital velocity following booster

separation.

The Agana auxiliary power unit must demonstrate acceptable performance of components, and supply power requirements

at least through the recovery orbit pass.

6. The Agena guidance and control system

must demonstrate the ability to:

Derive the time to initiate orbital boost

and the velocity-to-be...gained during

orbital boost, using automatic computation equipment;

Initiate and terminate orbital boost at

proper time;

c. Maintain proper vehicle orientation

during coast orbital boost, and the

orbiting phase until ejection of the

recoverable capsule.

7. The Discoverer satellite airborne and

ground telemetry, tracking, and command

system must demonstrate the ability to:

a. Satisfactorily monitor all primary functions (Thor and Agena) and produce

adequate ground telemetry records of

these functions;

5-2

LOCICHEED AIRCRAFT CORPORATION MISSILES and SPA DIVISION

_ _
LIED-446240-57

Achievement

Yes No

Properly transmit, receive, act upon,

and verify all required ground-space

commands;

Determine an ephemeris of orbit, sufficiently accurate to assure acquisition

on each successive intercept and to allow

the vehicle timer to be adjusted with

sufficient accuracy to program the required vehicle functions.

8. The Agena satellite recovery system must

demonstrate:

The ability of the recoverable capsule

components to obtain and transmit data; X

Compatibility of the recoverable capsule

with the Discoverer satellite in its

ascent and orbit, and during the ejection

phase;

Proper capsule functioning during reentry to facilitate recovery by the

related airborne and surface system; X

Compatibility and suitability of the

related surface and airborne recovery

system components and techniques. X

B. SECONDARY OBJECTIVES

Secondary objectives were to:

Test and evaluate Agena vehicle systems

and their effective functional interrelationships;

Test and evaluate temperatures at a sufficient number of locations on the Agena

vehicle, so that the heat-flow patterns

established in theoretical design can be

verified and the temperatures environment

for later flights established;

5-3

LOOMED AIRCRAFT CORPORATION SECRET MISSILES and SPACE DIVISION

X

X
LMSD-446240-57

Achievement

Yes Partial No

X

. .

Test and evaluate the iriterstation communications network; and

Demonstrate the capability of the system

personnel to perform all checkout, launch

communications, orbital and recovery procedures necessary to the attainment of test

objectives.

C. TER.TIKILY OBJECTIVES

Tertiary objectives were to:

1. Evaluate overall system performance for

the planning of future programs

5-4

LOCKHEED AIRCRAFT CORPORATION SECRET mows and SPACE SON
LMSD -446240-57

SECTION 6

GENERAL .EVALUATION OF DISCOVERER XIII INSTRUMENTATION

AGENA AND CAPSULE INSTRUMENTATION

Instrumentation of Agena 1057 was similar to that of previous flights. The

special "diagnostic" recovery capsule, however, was changed considerably,

and will be discussed at length in this section. The Agana instrumentation

included an FM/FM telemeter which provided much valuable real-time data.

(Instrumentation discrepancies are reported in a later paragraph. )

..A. Summary of Instrumentation performance follows:

Adequate

Recovery Data

Measurements No. Lost M No. Inadequate (%) 

99

98.2

98.7

Capsule Instrumentation

The objectives for instrumentation of the "diagnostic" recovery capsule were

to provide the following data during capsule separation, retrograde propulsion and re-entry:

a.. Thermal and dynamic environments

Stability of attitude

Systems operation.

Analysis of flight data indicated that these objectives were achieved.

Resistance thermometers and ablative shield char sensors were installed at

strategic locations to determine thermal environments of material and equipment. Accelerometers, gate gyros, voltage monitors, and break-wire and

LOCKHEED AIRCRAFT CORPORATION

6-1

-S-EeRET- MISSILES and SPACE DIVISION

Agana 97 0 100 1

Capsule 52 1 98.2 0

Total 149 1 99.4 1
LMSD -446240-57

micro-switch type tell-tales were used to determine dynamic enviroznnents,

stability, and systems operation. An airborne Speidel tape recorder was

installed to (1) record all data during capsule passage through the ionization

layer where the real-time r-f signal would be lost and (2) delay playback of

these data until after the r-f blackout ended.

Complete data coverage was not obtained during the capsule descent trajectory. However, good. coverage of the retro phase was obtained from KTS,

with loss of signal attributed to distance, not ionization layer blackout. The

northern WV-2 aircraft also received capsule signal during the retro phase,

but no data were received beyond that obtained by KTS.

Usable telemetry data during the recovery phase were obtained by HTS at

.84220 seconds, System Time, or approximately 106,000 feet capsule altitude.

Analysis of capsule signal strength records from HTS indicate a rise from

noise level to 50 microvolts in about 12 seconds. This rather abrupt increase in signal level is not typical of the gradual oscillating increase which

accompanies an over-the-horizon type track. However, it can be interpreted

as evidence of capsule emergence from the blackout area. Other influencing

factors such as antenna lobing, antenna azimuth and elevation prior to acquisition, capsule height, distance from tracking station, and capsule attitude,

are presently being evaluated in an effort to resolve this problem. (No definite conclusion concerning the extent of the blackout period has yet been

reached.)

The quality of capsule telemetry during the r-f check prior to liftoff (Task 3)

was exceptionally good. All monitors were operative and indicated all instrumentation was in good condition with the exception of Shield Temperature B, measurement P-13. The resistance of this thermometer was approxiznately 1.2 percent of bandwidth high.. This resulted in a slightly high

temperature reading prior to and during flight. During the r-f blackout

period, but after peak temperature was recorded by the airborne tape recorder, P-13 malfunctioned in a manner which indicated a broken wire and

infinite resistance. (A bad solder joint could account for the high resistance

indicated prior to liftoff and the type of malfunction experienced later. )

LOOCHEED AIRCRAFT

6-2

CORPORATION SEDRET MISSILES and SPACE DIVISION

1
MMUS mil SPACE DIVISION

•

LOCKHEED AIRCRAFT CORPORATION

LMSD-446240-57

Instrumentation measurements performed properly and telemetry transrais-

.

Ilion was of good quality during flight and re-entry. with the exception of

P-13. Difficulty was encountered by Data Processing personnel in compensating the airborne tape recorder data for wow and flutter. Consequently,

data from Channel 14 (recorded during r-f blackout) required hand reduction,

Its accuracy was sightly degraded but easily correlated with real-time data.

Thus, all data required for analyses were recovered.

Capsule signal strength was not recorded at KTS but it was sufficient to

yield good telemeter recordó from 0.5 until 299 seconds aftek capsule ejection. HTS acquired for a period of 1028 seconds at signal strength levels

from 10 to 50 microvolts. Coverage was not obtained for a period of 345 seconds during the recovery sequenCe because the capsule was out of range of

the tracking stations. •

INSTRUMENTATION DISCREPANCIES

Two Agena and two capsule telemetry instrumentation discrepancies were

reported:

D82 Horizon Scanner Temperature, was reported reading 60°F

higher than anticipated. A subsequent investigation disclosed

that the resistance thermometer had been relocated. Consequently, the reading was correct.

H110, Timer Motor Frequency, was reported as unusable for

real-time operational display.

P12, P15, and P19, Char Sensors, installed on the ablative

shell were reported as inoperative. Subsequent analysis of the

data indicated that temperatures did not reach predicted values.

Therefore, charring action did not follow.

P13, Shield Temperature B, circuitry opened after signal loss

from KTS. Data were not obtained after this time.

THOR INSTRUMENTATION

Of the 23 Thor booster measurements recorded, only two yielded non-usable

data.

6-3
LMSD-446240- 57

SECTION 7

VEHICLE PERFORMANCE EVALUATION

THOR/AGENA LAUNCH AND ASCENT

Thor liftoff was normal, and the Thor rolled properly to a departure of

174 degrees (172 degrees programmed) from 2 to 9. seconds after liftoff.

Main-engine propulsionperformance was normal, with a recorded 153, 000

pounds total liftoff thrust. The main engine operated for 163.0 seconds, somewhat less than the predicted164. 5 seconds, and the vernier engine solo operation time was 9.5 seconds. Oxidiser depletion caused main-engine cutoff. Propellant utilisation was 99. 6percent, with a 400-pound fuel residual remaining.

From T + 133 to T 162 seconds, non-critical pitch plane oscillations were recorded by Thor and the Agena pitch-rate channels. The frequency built up from

approximately 0. 3 cps at 137 seconds to approximately 0. 5 cps, reaching an

estimated amplitude of 3 to4deg/sec at 159 seconds. The Thor pitch rate read-.

ing indicated a diverging oscillation. Agena instrumentation indicated pitch accelerations of 0.1 to 0. 2 g's at the engine mount ring at Missile Station409.

Engine oscillations during this time were approximately ±1.2 degrees in

pitch, but they appeared to damp out approximately 3 seconds prior to mainengine cutoff at 163 seconds.

Longitudinal acceleration at booster burnout was approximately 10. 0 g's, as

determined from the roll . accelerometer. The design conditions of

10.5 g's longitudinally and approximately 0.35 g laterally were not exceeded

by the measured 10 g's longitudinally and approximately 0.2 g laterally.

Preliminary DAC and LMSD investigations into the pitch oscillations have

revealed that an 8 microfraied capacitor in the rate shaping network either

was shorted out or failed. Remedial studies are in progress.

7-1

LOCKHEED AIRCRAFT CORPORATION SECRET MISSILES and SPACE DIVISION
LMSD-446240-57

After Vernier engine shutdown (T +172.5 seconds) yaw attitude errors

developed. However, the angular rate of 0.13 deg/sec was not excessive.

Launch Trajectory

The launch trajectory, as presented in Figures 6, 7, 8, and 9 and Table 4

has been determined from PATS VERLORT data. The ascent data has been

substantiated by trajectory coverages from the VERLORT at VTS and the

FPS-16 skin track radar and metric optics of PMR. A summary of critical

data is included in Appendix Table A. 4.

Thor boost trajectory was within tolerance, although it was slightly west,

high, and steep compared to nominal. At the time of main-engine cutoff, the

azimuth heading was approximately 2 degrees west of nominal, and the altitilde was approximately 2. 6 nautical miles higher than nominal. The velocity was 25 ft/sec low, and the flight path angle was 1.84 degrees high compared to the predicted value. At Thor main engine burnout, the Discoverer

apogee altitude was 15.7 nautical miles higher and the apogee velocity was

226 ft/sec lower than predicted.

Ascent Heating 

VTS and Telemetry ship launch data indicate that the operating temperatures

of the equipment were safe and well 'below their specified maximum operating

values during the recording of 760 seconds of ascent data. The equipment

temperature rise, as shown in Appendix Table A. 5, corresponds closely

with data from previous flights. As expected, the temperature rise due to

power dissipation accounted for a significant portion of the total temperature

rise. The maximum temperatures and temperature rise values based on

TM ship data could be 10°F lower than indicated in view of the discrepancy

between VTS and Telemetry ship data. Telemeter ship launch data from

Channel 15 indicated approximately 10 °F higher temperatures than VTS for

the same components (10°F is within overall system accuracy). These

7-2

LOCKHEED AIRCRAFT CORPORATION S-E-C-RET- MISSILES and SPACE DIVISION
1

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LOCKHEED AIRCRAFT CORPORATION MOM and SPACE DIVISION
LMSD -446240 -57

data were obtained fiord digital plots in LMSD-650853, Final Data. Report,

Vehicle 2205-1057.

SEPARATION AND THE COAST PHASE

Separation transients were normal, indicating a maximum displacement of

-2 degrees in yaw and +1 degree in pitch.

Pitehover during coast was normal, the horizon scanner indicating +4 and

+0.8 degree overshoots in pitch and roll respectively.

Adequate damping followed all transients occurring during the ascent phase.

All ascent phase events were verified and near nominal performance

characteristics were indicated by all subsystem monitors.

Coast Trajectory

Although the Agena's velocity was only slightly lower than predicted during

the coast period, its altitude was higher than predicted. As a result,

second-stage ignition was delayed approximately 15 seconds. Based upon

the MTS Reeves computer computation, i horizontal velocity-to-be-gained

of 13,515 ft/sec was commanded.

ORBITAL BOOST

Following receipt of an ignition signal by the propulsion system at 300. 96 seconds after liftoff, thrust attainment was reached within 1.49 seconds. Engine shutdown was commanded by the integrator after a gross equivalent velocity increment of 13, 495 ft/sec had been gained. Shutdown transients, like

ignition transients, were normal.

At Agena ignition, the 12111XiMIXOS transient was in roll at 3.5 deg/sec. The

average thrust misalignment was O. 1 degree in pitch and 0.5 degree in yaw,

misalignments which were consistent with the indicated injection errors.

LOCICHECO AIRCRAFT CORPORATION

7-7

SERET- MISSILE and SPACE DIVISION
LifSD-446240-57

The results of the engine performance calculations are shown in Table 5.

These calculations indicate that the specific impulse was 279.0 lb.-sec/lb.

This value is the average of those "actual" values given in Coluinni 1 and 3

(Table 5) which have nearly equal deviation bands of approximately 1 percent.

The value of 280 shown in Column 2 is from the radar data trajectory simulation and has an unknown deviation band due to imIcnowns in radar accuracy

for this flight. Although the tolerances are now known, this value is not

discounted in the analysis. However, the average of the lower values is

quoted as the "most probable" specific impulse. The calculated flow rates

(from turbine speed) show that an additional velocity increment of approximately 90 ft/sec was available. The oxidiser flow rate indicates that

approximately 13 pounds of impulse oxidiser were remaining in addition to

the 79 pounds of predicted non-impulse oxidiser. This could have provided

an additional thrust duration of 0.33 second.

The new chamber pressure measurement (accuracy of &0.75 percent)

yields performance values (Column 1) consistent with values from other

calculation methods.

Pressurisation System 

The oxidiser and fuel pump inlet pressures were satisfactorily maintained

by the tank pressurisation system, with no problems indicated.

Auxiliary Rockets 

Satisfactory retrorocket and ullage rocket operation were confirmed by

normal Agena separation and by Agena attitude control system off-sets at

the scheduled time of ullage rocket ignition.

ORBITAL STATUS

Orbital status was successfully achieved, and all subsystem equipment operated within specification on orbit. Agena orbit tracks for Passes 0, 1, 2,

15, 16, and 17 are shown in Figures 10 and 11.

7-8

LOCICHEED AIRCRAFT CORPORATION SECRET- MISSILES and SPACE DIVISION
1

LbISD-446240-57

Table 5

PROPULSION PERFORMANCE

A. 11111/011211101 In►

0Poofel•-

AMPPredicted

A-.

Actual

Velocity inorment, ft/see 13593 13471 135aL 1513

lipseitio 278.0 iota 280.2 279.4 280.0 278.5

Thrust PoratiOn, moods 120* 6 120.13 118.57 111.97 121.97

Engine Thrust, 'panda 15, 230 15293 15327 igra

Ocabustion Ohonber Pressor% psig 'Dooms 491.0 193.1 40.2 492.8

keno Total Roo late, 3h/see 54.35 54.74 54.74 54.22

T. Tuxtla* limed, ma *moos 25820 23865

8. Mealeration at mine shatdom, 0 8.20 8.111 8.15 8.23

• B. UMW AID 12W WM

Total' °rinser loaded, pounds baoi 413ai 48ot %gm

Total Rol loadod. pounds ivro 1868 am 1868 LOW

3. Total Propellant loeded, panda 6671 6669 .6669 6669 6669

is. Oxidiser now Plats, 3bs/see Yeas 9.25 9.50 39.53 39.63

Peel now ante, Ibises .1111. 15.10 15.22 15.22 15.25

Total Plow Hate, lb/sec IMO 0.35 511.711 54.74 51688

lishislo Veldt at Ignition, pounds OMR 8387 8387 8387 8387

Veldale Weight at outdoes, pounds MIRO 1874 WS 1857

9. Moine Propellant Mixture Dego 2.T7 now 2.9,0 2.598 2.598 2.598

Amaining Oxidiser 'Noise Weight,

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P. Pump Toles Pressure, pole 34 Kin 55 to gy 56 to 58 MOND n••n

Oxidiser Puip. last Thsperehure,°7 50 48 to 49 MOO

Jbel Prim last Togorature, °V 50 46.5 to nn••

47.5

Thrust Overshoot, permed 50 um ok 23.7 ••n• OEM

Thrust Attaiment Tim, seconds 1.3 to 1.9 1.44 1.48 =My =NM

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7-9

LOCKHEED AIRCRAFT CORPORATION MR-ET- • MISSILES and SPACE DIVISION

•
7_10

SECRET- MISSILES and SPACE DIVISION LOCKHEED AIRCRAFT CORPORATION

ACTUAL

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7-11

SieRET-- MISSILES and SPACE DIVISION
SECRET LMSD-4462.40-57 I

Attitude

The Agena vehicle did not achieve the orbital period desired. However, the

period was established within 0.6 minute of the desired period. Agena

thrust attitude showed 0.15 degree pitchup and a 1.55 degrees yaw to the

right (west). The plane of the 'orbit was shifted to the west (longitude of

ascending mode shifted 1 degree west), and the orbit inclination was in- •

creased (approximately 1.2 degrees greater than intended). 111

I

ing degree of precision:

Coast Phase Mean RMS Order of Fit I

Slant Range, feet 1.7 44.8 6th

Elevation, radians 0.81 x 10 -5 64.5 x 10 -5

6th 1

Azimuth, radians 0.11 x 10 -5 74.2 x 10 -5 6th

Orbital Boost I

Slant Range. feet 2.0 48.6 6th

Elevation. radians -1.6 x 10 -5 43.4 x 10 -5 6th 5 -5 I

Azimuth, radians -. 0015 x 10 - 35.3 x 10 5th

Using this fit data (after being converted to curvilinear coordinates) as the I

basis for an equations of motion simulation, a postflight simulation was

made. This simulation, when compared to the raw radar, has the deviations I

given in terms of curvilinear coordinates:

I

The yaw reorientation program following orbital injection was properly ac - I

corn.plished, and the near nominal orbit parameters adhered to are indicative of proper vehicle attitude and injection velocity.

7-12

A simulation was prepared using MTS Mod II radar data fitted to the followMean RMS

Altitude, feet 110 823

Downrange, feet 42.6 445

Cros orange, feet -34.4 643

1

1

LOCKHEED AIRCRAFT CORPORATION SEC-R-E-T- MISSILES and SPACE DIVISION
LMSD-446240-57

The orbital telemetry data indicated that required attitude control was

maintained throughout each orbit (Fig. 12): Limit-cycle amplitudes and

period were consistent with preflight predicted values. The horizon scanner

indicated roll and pitch limit cycle amplitudes of 30.6 degree with a period

of approximately 270 seconds. The steady state nose-down offset in pitch

is normal and is due to the difference in programmed pitch rate, pitch gyro

drift rate, and the actual orbital rate. The near-zero roll attitude indicates

a low yaw-gyro drift rate, and the steady-state yaw gyro offset is mainly

due to the nominal roll gyro drift rate. Control gas expenditure was near

the minimum predicted rate (fig. 13) and was consistent with the normal

cyclic variations in attitude indicated on the horizon scanner monitors.

Temperatures

Orbit temperature data shown in Appendix Table A. 5 indicate that the instrumented components were operating within specified limits throughout the

orbital operating phase. Orbit temperature data for the retro-rocket motor

confirmed predicted trends obtained from High Altitude Temperature Simon

lator (HATS) Chamber tests of the re-entry capsule and fairing. These tests

indicated that the retrorocket motor would stabilize at approximately 40°F.

Transient sun effects appeared on Pass 9 data as predicted, but they had no

significant affect on the satellite's attitude control.

Auxiliary Power

An analysis of the auxiliiry power data indicated normal operation for all

electrical power system equipment. Appendix Table A. 6 is a summary of

these data and shows all voltages at or near their nominal value. Proper

operation of the +28 volt No. 2 regulator was indirectly confirmed from the

performance of the S-band beacon. This beacon operated through the 31st

pass at which time the vehicle battery (Primary Type IA) was exhausted.

7-13

LOCICHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
ee////,/
SECRET

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LOCKHEED AIRCRAFT CORPORATION

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7-15

SECRET
LMSD-446240-57

The CWAT operated through the 138th pass or approximately nine days.

This beacon and the hydraulic motor are supplied from a. separate battery

Appendix Table A. 6 data from 400 through 700 seconds after liftoff were

taken from ship telemetry. Telemetry data were missing from launch to

300 seconds for the hydraulic battery voltage. However, from 300 seconds

thereafter, the data indicate normal operation. Also missing from telemetry

records were the 2000-cps inverter voltage and phase AB of the 400 cps

3 phase inverter for Pass 9. Data from Pass 17 indicate that the inverters

were operating normally.

MISSILE and SPACE DIVISION

7-166..
SECRET LMSD-446240-57

SECTION 8

CAPSULE PERFORMANCE EVALUATION

SEPARATION

All events subsequent to D-timer restart and initiation of the recovery sequence occurred as specified, and no anomalies were indicated. The me-

.

chanical separation of the capsule from the Agena occurred at System

Time 83705.5. At this time the following conditions existed:

Agena Position

Altitude 997, 164 feet

Geodetic Latitude 65. 58° N

Longitude 171. 73° W

Agena Velocity

Velocity Magnitude 25, 690 ft/sec

Plight Path Angle -1. 041°

Velocity Azimuth 162. 54°

Agena Attitude 

Before the pitch maneuver, the. Agents sun position

indicator (SPI) indicated the attitude of the satellite to

be -5 degrees nose down in pitch and +3 degrees nose

east in yaw, where yaw is measured from the orbit

plane (3 degrees of yaw remained constant). Agana

altitude at mechanical separation was as follows:

Pitch Attitude (measured from horizontal)

-61 * 5 degrees

Yaw Attitude (measured from orbit plane)

3 degrees nose east f 5 degrees

(These tolerances reflect an overall uncertainty of 5 degrees

because of errors in SPI calibration, telemetry, and data analysis. )

8-1

LOCKHEED AIRCRAFT CORPORATION SECRET MISSILES and SPACE DIVISION
MISSILES and Ma DIVISION

L2415D-446240-57

Computations, using gyro and horizon scanner data, indicate that the

Agenais attitude at capsule separation was -61.7 degrees in pitch (specification 60 degrees ds2 degrees), -0.4 degrees in roll (specification 0 degrees

*2 degrees), and within an estimated *2 degrees in yaw, (specification

0 degrees *2 degrees).

Total vehicle pitchdown at capsule separation (Fig. 14) was determined

from:

Degrees 

Initial pitch-gyro offset from horizon as

indicated by horizon scanner and gyro position L :1

Pitch torque program (+3.55 deg/min for 17.5

seconds) +1.1

Pitch torque program (-45 deg/min for 77 seconds) 447.7

Change in local horizon —6.. 2

Vehicle lagged gyro at command separation +2.. 3

Vehicle position relative to the horizon at

capsule separation -61.7

RETRO PHASE

Capsule Programmer

Table 6 surarnarizes the performance of the capsule programmer during

capsule ejection from orbit. The capsule programmer initiates an event

at a prescribed time after the previous event except for spin-up, which is

initiated at a time measured from electrical disconnect.

As indicated in Table 6, the .capsule programming sequence of events

during the ejection and recovery phases performed within the design tolerances, except in the cases of the spin and de-spin events. Although these

two events were near or just outside tolerance limits, they both fell within

acceptable performance limits. All times in the ejection sequence were

obtained from ,Itell-talet, brea.kwires.

8-2

LOCKHEED AIRCRAFT CORPORATION S-E-C-RET-
HORIZON

61.7°

VEHICLE POSITION

GYRO POSITION

6.2°

TIME X • 94.5

VEHICLE

POSITION

LMSD-446240-57

1

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LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
LMSD-446240-57

h I =il 14 111 I I I

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8-4

LOCKHEED AIRCRAFT CORPORATION SECRET- MISSIES and SPACE DIVISION
LIASD-446240-57

Figure 15 represents roll, pitch, and yaw gyro data. recorded during the

retro phase. The roll rate reached a magnitude of 43 rpm at the end of

spin-up. Signal attenuation indicated an average rate of 45 rpm during

retro-rocket burning. (The predicted value was 55 rpm.) Findings butt-

.

cate the low spin rate was due to an improper nitrogen-Freon gas mixture.

The gas mixture was premixed without sufficient storage time for self

diffusion and then charged into the spin bottles, resulting in an almost pure

nitrogen charge. (The calculated spin rate for pure nitrogen would be

46 rpm. ) Although the spin rate was lower than expected, capsule stability

during retrorocket: burning was excellent. The pitch and yaw rate gyro

readings have been analysed and indicate the pitch and yaw torques due to

thrust misalignment and radial center of gravity offset did not exceed

5 ft-lb. (The maximum expected transverse torque is 12 ft-lb.) As a

result, the total body precession angle during rocket burning did not exceed

12 degrees, and the resultant retro velocity was within 3 degrees of the

desired direction. The roll rate after despin, as determined from the roll

gyro, was 10 rpm as was predicted. The residual roll rate of 10 rpm was

confirmed by signal attenuation.

Figure 16 presents the *5 g longitudinal accelerometer reading during

retro-rocket burning. The +8 to -20 g range accelerometer reading is

also presented, although its function was to measure decelerations during

atmospheric entry. Integration of the low range accelerometer curve

indicated the retro velocity would have been 949 ft/sec if burning occurred

without precessional motion, while the high-range accelerometer indicates

958 ft/sec. The nominal retro velocity for burning without precessional

motion is 1021 ft/sec. The values obtained by integrating the accelerometer

traces are about 6% low. (From retro balloon tests it was found that integration of the accelerometer traces could be in error by *10 percent.

Therefore, the retrorocket performance could not be precisely established

on the basis of the accelerometer traces. )

LOCKHEED AIRCRAFT CORPORATION

8-5

Staff- MISSILES and SPACE DIVISION
LMSD-446240-57

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8-7

LOCKHEED AIRCRAFT CORPORATION SE-RET-- MISSILES and SPACE DIVISION
LMSD-446240-57

RE-ENTRY PHASE

Trajectory

Figure 17 presents the variation of altitude, geodetic latitude, longitude,

axial deceleration, and flight path angle with time. The circled points on

the altitude, latitude, and longitude curves are KTS tracking data corrected

for refraction. The circled points on the axial deceleration curves are

values obtained from the +8 to -20 g longitudinal accelerometer.

The continuous curves were obtained from a computer simulation using the

six degrees of freedom equations of motion. The simulation was obtained

by varying the velocity magnitude and flight path angle following retrorocket

burning until the tracking data, impact point, and time of peak deceleration

were matched. The initial conditions required for the simulation were as

follows:

System Time 83617. 33

Altitude 987, 126 feet

Geodetic Latitude 64. 83 degrees North

Longitude 171. 23 degrees West

Velocity 25, 060 ft/sec

Flight Path Angle -2. 89 degrees

Velocity Azimuth 163.04 degrees

It should be noted the velocity and flight path angle required for this simulation are not exactly the values obtained using nominal retrorocket burning

starting with the initial orbit elements.

Assuming that the orbital position and velocity vector at retro-rocket

ignition (as obtained from the ephemeris generated after Pass 15) are

correct, and that the retrorocket impulse magnitude and direction were

nominal, then the resulting re-entry trajectory showed three discrepancies:

8-8

LOCKHEED AIRCRAFT CORPORATION MLSSILES and SPACE DIVISION
LIA8D-446Z40-57

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LOCKHEED AIRCRAFT CORPORATION

MISSILES and SPACE DIVISION
LMSD-446240-57

The trajectory did not fit the tracking data.

The trajectory had peak deceleration occur 17 seconds too late.

(3) The trajectory impact point was 60 miles south of the water

recovery point.

If the orbit elements and the above initial conditions are correct, then the

retro velocity magnitude would be 895 ft/sec and theretro velocity direction

would be -66 degrees. Both numbers are unlikely, particularly the magnitude which is 12 percent below nominal.

Further, if theretro velocity vector were nominal and the preceeding reentry trajectory initial conditions are correct, then (also assuming the

orbital altitude is correct) the orbital velocity would be 25,541 ft/sec and

the path angle would be -0.851 degree. These are discrepancies of approximately 150 ft/sec in magnitude and 0.185 degree in direction. Errors of

this magnitude also appear unlikely.

Because of the sensitivity of the re-entry trajectory in relation to the initial

velocity vector and relative insensitivity to initial position, it is likely that

the trajectory simulation, using the previously stated initial conditions, is

valid. The problem of resolving this initial velocity vector into the orbit

velocity vector and the retro velocity vector can not be resolved due tothe lack

of data for precise determination of either quantity.

Re-Entry Stability

Figure 18 presents the roll rate and the envelope of the yaw and pitch rate

during re-entry. It should be noted that no data is available from 83875 to

84120 System Time, which covers an altitude range from 620,000 to

270,000 feet. All data after System Time 84120 were obtained from the

tape recorder playback to HTS. Note in the figure that the spin rate changed

from 10 rpm to -17 rpm during re-entry. This spin reversal causes no

detrimental effects on the stability of the capsule as it descends through the

atmosphere. Preliminary findings indicate that the reversal is due to a

8-10

LOCKHEED AIRCRAFT CORPORATION -S-E-C-RET
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8-11

LOOMED AIRCRAFT CORPORATION -S-EeRET MISSILE and SPACE DIVISION
LMSD-446240-57

radial center of gravity offset, the pitch-yaw product of inertia, or the

differences in pitch and yaw inertias.

Figure 19 presents the pitch and yaw accelerations of the center of gravity

as obtained by the fore and aft accelerometers. Using capsule aerodynamic

data obtained from wind tunnels and ballistic ranges, coupled with the dynamic pressure and-Mach number corresponding to the trajectory simulation

of Figure 17 (these are shown on Figure 20), the total angle-of-attack

envelope of Figure 20 is obtained. This total angle of attack does not

exceed 15 degrees over the range of peak longitudinal deceleration and

aerodynamic heating. Also presented in Figure 20 is the total angle of

attack envelope associated with the re-entry trajectory simulation of

Figure 17. The data points indicate a more rapid convergence at altitudes

above 270,000 feet and slower convergence below hypersonic speeds.

Figure 21 is included to portray capsule re-entry motion.

Re-Entry Thermodynamics

The major events occurring during the re-entry phase are included in

Table 6. Figure 22 illustrates the location of the structural temperatures.

The specific locations are detailed in Table 7.

Heat Shield Temperatures. Measurement data indicate the following:

Statnationyoint: Within the accuracy of the data from the

single resistance thermometer, no temperature rise of the

inside surface was indicated.

Skirt:, Six resistance thermometers and four char sensors

were located in the skirt region. All skirt temperatures

were substantially lower than expected, and none of the char

sensors indicated charring. The outermost char sensor was

located 0.06 inch below the outside surface of the phenolicglass heat shield. Data temperature histories, indicating

an average inside surface temperature rise of about 240°F,

are shown in Figure 23, a and b.

c. Base;, Two resistance thermometers indicated temperatures

slightly less than expected. These histories are shown in

Figure 24. •

8-12

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
LMSD -446 Z40 - 57

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8-14

SECRET MISSILES and SPACE DIVISION

LMSD-446240-57

8-16

LOCKHEED AIRCRAFT CORPORATION SECRET MISSILES and SPACE DIVISION
S-EC-Rffi LIASD -446240 -57

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Table.?

CAPSULE TEMPERATURE SENSOR LOCATIONS

Measurement

Number

Temperature

Measurement

Location.

Z Quad

Depth Prom

External

Surface

(Inches)

13

14

16

17

20

21

23

24

25

26

27

28

2,9

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Shield B

Shield F

Shield G

Shield D

Afterbody Cover

Stagnation Point IC

Bucket

Bucket

Bucket

Tape Recorder

Beacon

T/M Battery

Parachute Well

13.7 0.3 13.5 IV .108

13.7 0.4 13.5 I .204

13.6 1.6 13.5 III .30*

13.6 0.4 13.5 III .204

13.6 0.4 13.5 II .108

13 .6 1.6 13.5 I .30*

12.5 19.6 III,

2.5 0 1.2 I, IV

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12.8 0 13.5 I, IT

12.8 13.5 I, II

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4.5 1.3 9.5

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11.7 22.9 I, II

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LOCICHEED AIRCRAFT CORPORATION

8-1c

MET- MISSILE and SPACE DIVISION
LIM-446240-57

Preliminary data reduction indicates the angle-of-attack during significant

heating Was much lower than assumed in preflight aerodynamic heating

• analyses. As a result, the effect of angle-of-attack on heating was reduced.

Three other factors which could explain the low temperature rise at the

stagnation point and skirt are the following:

Approximately 0.07 inch of an epoxy polysulfide coating

covered the entire external surface of the main heat shield

prior to launch. During ascent this coating was probably

ablated from the stagnation point region, but it is unlikely

that any skirt damage occurred. Therefore, at the start of

re-entry, the skirt heat shield was probably thicker than the

design value, and the temperature and char sensors were

farther from the outside surface.

Higher heat-shield performance than previously alloived for,

such as lower conductivity, higher heat capacity, and greater

fraction vaporized.

c. Lower-than-expected aerodynamic heating at high altitudes

due to low atmospheric density, noncontinuurnflow effects, etc.

Within the accuracy of available information, all data from the temperature

and char sensors appear compatible.

Capsule and Component Temperatures. Temperature data for the bucket

and three instrumented components are shown in figure 25 and 26. Temperature rise experienced during the significant heating portion of the reentry sequence was negligible. Thiswas to be expected since the bucket

is effectively insulated from the shield. After parachute deployment (and

jettisoning of the heat shield) at approximately 58,000 feet, the temperature

of the bucket decreased rapidly to a minimum of -lel%

The maximum temperature rise observed was 16°F for the tape recorder

during 26 minutes of operation. The higher initial temperatures for the

telemeter battery and the VHF beacon resulted from effects of internal

heaters installed in these components.

A simplified thermal analysis of the bucket and equipment during re-entry

indicates that the equipment temperature rise (excluding thermal batteries)

8-20

LOCKHEED AIRCRAFT CORPORATION MISSIU3 and SPACE DIVISION
LMSD-446240-57

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LOCKHEED AIRCRAFT CORPORATION -S-EGRET MISSILES and SPACE DIVISION

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would not exceed 30°F for 25 minutes of continuous operation, It also

indicates that interior component temperatures were unchanged by bucket

transient temperature changes because of the high thermal resistance between the components and the bucket.

PARACHUTE DEPLOYMENT

Although no instrumentation specifically intended to measure parachute

performance was installed, some data were obtained from pressure transducers in the recovery capsule. Capsule internal and external pressures

were plotted (after parachute deployment) as a function of time as shown in

Figure 2T. Making use of a standard atmosphere table, the altitude as a

function of time was calculated. Differentiation yielded the descent rate

versus altitude and time (Fig. 28). The descent rate data were approximately as predicted, as was the altitude of parachute deployment.

The 5g switch closed at System Time 84168. The telemetry data. shows the

deceleration at this point to be 4.2g is. However, the data are noisy, and

the zero level is uncertain. It should be noted that the trajectory simulation

shows exactly 5g's at this time.

The mechanical timer switch which initiates the parachute deployment sequence closed at System Time 84296, exactly on time according to the specification value of 128 seconds after the 5g switch closure. From the trajectory simulation, the altitude was computed to be 50,000 feet.

Parachute Impact Point. ' Figure 29 summarizes the impact points and

dispersion areas. The dispersion area with the nominal impact point at

24° Nlatitude and 158° 54.41 W longitude was for pre-launch. After launch

the orbital period and regression rate were established, moving the dispersion area farther west.

The H-timer was adjusted several times during the flight to provide an

impact point at 24°N latitude. After Pass 16, tracking data were obtained

8-23

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
SECRET LUSD-446240-57

LOCKHEED AIRCRAFT CORPORATION

8-24

SfeRST--

MISSILES and SPACE DIVISION

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8-25

1 LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
1,2n413D -446240-57

LOODIEED AIRCRAFT CORPORATION

8 -26

SECRET MISSILES and SPACE DIVISION
LMSD-446240-57

and orbit elements were refined. Thereafter, the H-timer could no longer

be adjusted. Refiiement of these data yielded an impact prediction of

24033..7'N latitude and 161°35..7! W longitude. Actual water impact

occurred at 25°36' .to 41 1:N latitude and 161031.1 to 35 1 W. This point was

just inside the northeastern corner of the dispersion box. The time of

chute descent from 50,000 feet was approximately 25 minutes. The winds

in the recovery area were as follows:

Altitude, ftx 1000 Wind Speed, Knots Wind From, deg.

50 .

' 55 260

45 65 260

40 65 260

35 50 270

30 32 250

25 30 250

20 25 230

15 16 200

10 10 200

5 5 060

Normally, these wind speeds mould have shifted the impact point east of

the predicted. Factors which could have possible caused impact north of

the predicted point are being studied.

LOCIDIERD AIRCRAFT CORPORATION

8-27

&EGRET MISSILES ea SPACE DI ON
UMW-446240-57

SECTION 9

CAPSULE TRACKING AND RECOVERY FORCE EVALUATION

PRE-RECOVERY PROCEDURES_

The recovery operation was initiated and conducted in a routine manner during pre-recovery phases. All necessary briefings were conducted, and a

full Recovery Force was available at the time of the Discoverer XIII launch.

At the time of aircraft deployment from Hicks= AFB, one C-119 aircraft

aborted its mission due to an oil leak, and one aTC-54 could not participate

due to a. fuel leak. Both aborts were compensated fro in a routine manner

by redeployment of the Recovery Force as specified by planning directives.

Changes in predicted impact location after • Passes 1 and 2 through Pass 16

were all enough to allow all Force components to deploy properly prior

to ETPD. Minor equipment discrepancies were reported prior to ETPD by

airborne units, but all malfunctions were satisfactorily corrected prior to

ETPD.

CAPSULE RE-ENTRY TRACKING

The flight objective of "To adequately track the re-entering capsule for computed impact point prediction" was attained by the combined tracking of the

Agana vehicle prior to separation, tracking of the capsule S-Band beacon,

tracking of the telemetry and VHF beacon transmitters, and by radar tracking of he chaff cloud and reflective parachute.

The S-Band Beacon Tracking 

The capsule S-band beacon was turned on by the D-timer shortly before capsule separation. The KTS VERLORT radar was actively tracking the Agents.

9-1

LOCKHEED AIRCRAFT CORPORATION 'MISSILB and SPACE DIVISION
LIIRD -446240 -57

vehicle and interrogating the Agena beacon in Code 1 at this time. Prior

to separation, the KTS radar was switched to Code 5 interrogation and began

active tracking of the capsule beacon. Several data points were received

from the capsule beacon prior to separation, four data paints were received

during the retro phase of the flight, and 68 additional data points were received before KTS lost contact with the beacon.

A total of 34 invalid data points were obtained, indicating that radar tracking was at least 53 percent effective. If only the re-entry points are considered, and the last six are discarded because of low elevation angles,

then radar tracking can be considered as producing 59 percent usable data

at ranges up to 728 nautical miles.

The radar data were used by the Palo Alto computer facility on two different types of computing programs for predicting the impact point. As the

actual time of retrorocket firing was not immediately known, the first

calculations were based on a nominal firing time. While the points computed by the two methods agreed favorably with each other, they were 75

nautical miler from the actual impact point. Later computations were

made using the correct retrorocket firing time, and the errors were measurably less. Other computations were made by combining the HTS TLM-18

tracking data with the radar data and the error was again decreased. Final

computations were made by selecting only the best quality radar data and the

predicted impact point was approximately 15 miles from actual water impact.

The computed impact points were of no value to the Recovery Force in this

operation, however, if a correct retrorocket firing time is known, the corn-

. putations can be made in 15 to 25 minutes.

HTS did not acquire the capsule S-band beacon. That station's VERLORT

radar searched for the capsule beacon in Code 5 interrogation from System

Time 83965 to 84140. The radar was then switched to Code 1 interrogation

and tracked the satellite at System Time 84156. Assuming that the thrust

cone which contained the beacon had maintained the same re-entry path

which the capsule followed, the thrust cone and beacon would have been

9-2

LOOCHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
LMSD-446240-57

located 552 nautical miles from Hawaii at the time the radar stopped searching for the capsule beacon. The capsule was at an elevation of Z20, 000 feet

above the earth's surface at this time, and the elevation angle from HTS

was -0. 89 degree. The extreme range and =favorable elevation angle

would have prevented HTS from acquiring the capsule beacon if it was

transmitting at this time.

• Telemetry Transmitter Tracking 

The capsule's telemetry transmitter was received by KTS, the northern

WV-2 aircraft, BSTS, HTS, and the Haiti Victory. All retro-phase events

were observed bi both KTS and the WV-2 aircraft, • and the first report of

contact near the recovery area was from BSTS. BSTS reported contact at

Systems Time of 84200, HTS at 84201, and the Haiti Victory acquired e

strong signal at 84280. HTS conducted antenna lobing tests immediately

after acquisition, and the signal was strong enough to provide usable data

at approximately 30 seconds after acquisition.

The HTS TLM-18 tracking data proved to be highly useful in later re-entry

computations, however, the SSTS azimuth information was found to be in

error by approximately 8 degrees. At the time HTS acquired the signal,

the slant range was 360 nautical miles, the capsule was 135, 000 feet above

the earths surface, and the elevation angle from HTS was 0.5 degree. When

HTS acquired strong signals 30 seconds later, the slant range was 324 nautidal miles, the capsule was at an altitude of 102,000 feet, and HTS's elevation angle was +0. Z6degree.. Insufficient information exists for accurate

calculation of a re-entry radio blackout region for this recovery operation.

One factor which may have prevented the ground stations from acquiring

the signal sooner is the possibility of poor capsule antenna orientation. A

projection of telemetry data indicates that the capsule was at a zero spin

rate approximately 100 seconds prior...to acquisition by the ground stations

and, if the antenna was 'at an unfavorable angle at this time, little energy

would be radiated toward the ground stations.

9-3

LOOCHEED AIRCRAFT CORPORATION SECRET AVSSILES and SPACE DIVISION
LMSD-446240-57

VHF Beacon Tracking 

Signals from the VHF beacon were received by KTS, HTS, BSTS, the

Haiti Victory, and by all C-119/C-130 aircraft of the Recovery Force. However, HTS successfully tracked the beacon for over 1,500 seconds. Class A

contacts were reported by the Haiti Victory and by six of the RC-119 aircraft,

some of which were approximately 200 nautical miles from the capsule.

Contact was not made by one RC-119 which was approximately 250 nautical

miles from the. capsule. All stations reported that the frequency of the

beacon was approximately 1 megacycle above nominal while the capsule

was in the air. The frequency of the beacon was found to have shifted

upward an additional six megacycles after the capsule entered the water.

Tracking of the VHF beacon was highly successful.

Chaff Cloud and Parachute Tracking 

The chaff cloud and the parachute were successfully tracked by the SPS-8A

radar aboard the Haiti Victory. This radar, operating at a frequency of

approximately 3500 megacycles, acquired the chaff cloud first and observed

the parachute a short time later. This tracking was accomplished at a

range of approximately 100 nautical miles, and the two targets were

separately distinguished. The chaff cloud was tracked for a total of approximately 45 minutes, and the parachute was tracked from shortly after

deployment until it descended below the radar horizon.

The RC-121 Command aircraft (No. 1, Figure 5) was approximately 130

nautical miles from the point of parachute deployment but was unable to

positively identify the target by radar. The effectiveness of the aircraft

radar was seriously hampered by the heavy clouds at altitudes up to

24,000 feet. This aircraft remained on station and received radar information in the form of azimuth, elevation, and range from the Haiti Victory.

This information was plotted on charts and used to direct other elements of

the Recovery Force: The radar information was later proven to be accurate

to within two miles of the actual water impact point.

9-4

LOCKHEED AIRCRAFT CORPORATION SECRET MISSILES and SPACE DIVISION

1

1

1

1
SECRET

CAPSULE TELEMETRY DATA ACQUISITION

LIABD-446240-57

The onlp surface stations to acquire the capsule telemetry were KTS, HTS,

BSTS. and Haiti Victory. (KTS performance is discussed under re-entry).

No other surface stations and no airborne units acquired the capsule

telemetry due to the northerly impact of the capsule. The JC-54 No. 1

aircraft acquired a signal on a frequency of 223.2 MC, which was recorded,

but it was an extraneous signal. Christmas Island reported one capsule

beacon acquisition, which was probably an extraneous signal. The PaIto-4 

Victory recorded a signal which Was subsequently proven to be the Agana

telemetry. HTS and Barking Sands tracked and recorded the capsule

transmissions on a triangulation basis for 520 seconds. The stabilised

bearing of HTS (after capsule parachute deployment) was in a direct line

with the descending capsule. The Barking Sands data, however, was 8 degrees in error. After loss of signal by Barking Sands, HTS continued to

track the descending capsule until 85790 System Time. The Haiti Victory 

tracked and recorded capsule transmissions during the recovery phase.

The bearing information from the ship appears to be accurate despite the

limitations of its azimuth indication system. The WV-2 aircraft obtained

a DF bearing that was almost directly in line with the point of final impact.

OPERATION OF RECOVERY FORCE AIRCRAFT

The chaff was not radar acquired by the searching RC-121 aircraft. After

initial acquisition of the capsule's beacon by the C-119 aircraft, RC-121

No. 1 observed an occasional, poor-quality radar return in the impact area.

This could have been return from the metallised parachute since the combination of the extended distance of the aircraft from the parachute and the

Small reflective area of the parachute would produce a poor radar target.

Th. return was not of sufficient strength to warrant recording.

The capsule beacon operated well. It was recorded by all C-119 aircraft,

the C-130 aircraft, one Victory ship, HTS, and Barking Sands. Because

9-5

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
LMSD-446240-57

of the negative chaff reports, the beacon was the primary means of vectoring

to the impacted capsule. No problems were encountered, and the C-119

counterpart (FLR-2 equipment) of the capsule VHF beacon was sufficiently

accurate to bring the aircraft into the proximity of the capsule. Then, by

maneuvering, the aircraft were able to home directly to the capsule.

C-119 No. 1 experienced a saturated signal upon initial contact. Reports

indicate that reducing the receiver gain failed to alleviate the condition.

Because of this, and because of an RC-121 possible target, the aircraft

was vectored to the possible target, which proved to be a towering cumulus

cloud. The C-119 was then able to obtain a bearing on the beacon signal

and home on it -- too late for an aerial recovery.

At acquisition (and saturation), the C-119 was 24 nautical miles from the

final impact point. The errors involved were twofold: (1) The C-119 did

not report its acquisition and saturation signal, and (2) In error, the

RC-121, knowing the bearings of all the other force components, sent C-119

No. 1 to the nebulous target 90 degrees from all other reported bearings.

Had the status of the C-119 signal been known, the RC-121 would have been

less likely to send the C41.9 to the west, since the C- 119 was probably

nearly under the descending capsule.

Capsule beacon bearings were recorded from distances of 600 nautical

miles (Class A bearings from 500 nautical miles while the capsule was

in the air) and from 60 nautical miles while in the water. The flashing

lights operated satisfactorily and were seen from 1/2 nautical mile and

300 feet altitude while the capsule was in the water. The impacted capsule

and parachute were sighted from 7 1/2 nautical miles and 1,000 feet

altitude.

One of the two RADAItCs dropped at the point of impact resulted in Class A

beacon bearing. Several smoke bombs were also dropped in the area as

markers.

9-6

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
LIND-446240-57

RECOVERY AIRCRAFT COMMUNICATIONS

Communications during the operation were generally good. The singlesideband installations in the RC-121 aircraft were not at their optiroun2

level of operation, although they were workable. Operator inexperience

was probably the cause for this. The sets were turned off for most of the

operation; thus, the capability could not be thoroughly checked. Some

extraneous communications were noted during the early stages of the operation between the RC-121 and C-119 aircraft. Since most of the RC-121

craws were relatively or completely new for this operation, it is presumed

that their unfamiliarity with procedures caused the circuit overloads. With

increased operator knowledge and familiarity with the recovery operation,

these problems should diminish.

PAYLOAD RECOVERY

The 11 August recovery of the Discoverer Xfl1 Age= 1057 recoverable

capsule was the first successful recovery of a Discoverer Agana payload

from orbit. The recovery was basically successful in all aspects, with

the exception of intended aerial recovery. However, water retrieval was

satisfactorily accomplished.

OPERATION OF SURFACE RECOVERY UNITS

The Dalton Victory was not called upon as a recovery unit because of its

remote position with respect to the impact point. The Haiti Victory, the

recovering ship, headed for the impact point immediately upon capsule

signal acquisition. Because of the distance from the ship to the capsule,

the two helicopters aboard were sent to retrieve the capsule from the

ocean. Capsule retrieval and return to the ship were routinely accomplished.

9-7

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
LMSD-446240-57

WEATHER CONDITIONS DURING RECOVERY

Data obtained from commercial aircraft passing through the recovery area

prior to Force deployment indicated that weather in the area might be worse

than predicted. During recovery, weather in the northern area was generally as forecast except for the middle layer of clouds. Weather in that area

consisted of low, scattered clouds from 2,000 to 4,000 feet, middle-layer

clouds broken to overcast from 10,000 to 14,000 feet, and high, broken

clouds from 35,000 to 40,000 feet. Visibility in the area was 10 to 15 nautical miles, rain showers were reported, and cumulus buildup to 22,000feet

was encountered on the western edge of the area. This limited somewhat

the effectiveness of the C-119 and RC-121 aircraft. No inversion layers

were reported in the area by the RC-121 aircraft. Cloud buildup produced

return on the RC-121 radar system, which made searching for capsule chaff

difficult because of scope clutter and because of the similarities between

cloud and chaff radar return. The C-119 aircraft were not seriously handicapped by the weather, although it did reduce their altitude visibility. Flying under the clouds required too low an altitude (1, 500 feet in some instances).

Weather in the southern area was excellent as was forecast. Wind conditions

have been described in the paragraph discussing parachute deployment.

OPERATION OF HAWAII CONTROL CENTER

Operation of the HCC was normal, and control of the Force was exercised

at all times. The Center was occasionally burdened by the excessive num-

.

ber of personnel required for its operation. This is due mainly to the increased complexity of the diagnostic recovery configuration and should be

alleviated when normal operations are resumed and some of the special

tasks imposed upon the HCC are eliminated.

9-8

LOCICHEED AIRCRAFT CORPORATION -S-E-C-REf MISSILES and SPACE DIVISION
LMSD-446240-57

Codes used for the operation were in some cases dropped in favor of clear

text messages betvMen the HCC and STC. This is a compromise which will

undoubtedly be eliminated during future operations.

Debriefings were generally accomplished satisfactorily, although some were

delayed by conflicts with other briefing. Others were delayed by expected

conflicts caused by news conferences being conducted at the same time as

the technical debriefings.

Only limited information on capsule condition was obtained. This was due to

the immediate departure of the capsule's courier from Hawaii after the capsule's arrival from the Haiti Victory. Immediate technical inspection of

the capsule, as required by Discoverer planning documents was, therefore,

not accomplished.

9-9

LOCKHEED AIRCRAFT CORPORATION MISSILES wed SPACE DIVISION
LMSD-446240-57

SECTION 10

GROUND SYSTEMS EVALUATION

Ground system elements satisfactorily accomplished prelaunch, launch,

ascent, orbit, and recovery operational functions. Tracking and telemetry

data obtained by the tracking stations during the operation were of good

quality for on-line evaluation, orbital computations, and post-flight

analysis.

SATELLITE TEST CENTER

System operations were well conducted by the STC. Direction of launch,

orbit, and recovery operations by the System Test Director was efficient.

The voice communication and 60 wpm lines were intermittent between the

STC and KTS (outages at several random points) during the countdown

and through the remainder of the day. A list of malfunctions appears in

Appendix Table A. 7.

Minor coordination problems concerning the allotment of the teletype communication channels from KTS to the PACC during recovery operations

were quickly resolved, and no serious loss of time or information resulted.

All re-entry and recovery events were adequately reported to the System

Test Director over the telephone and 60 wpm lines.

Communication procedures and the use of code words for security reasons

did not seriously degrade information flow from KTS, HTS, HCC, and the

STC as has been reported following previous operations.

10-1

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
LMSD-446240-57

SYNCHRONOUS OPERATIONS ANALYSIS

The Synchronous Operations Analysis (BOA) area in the STC and PACC was

manned at T-1 hours. Times of important launch events were converted

to System Time and visually displayed for the Test Director. After the

orbital injection parameteri and first pass KTS acquisition information

were received, the Pass 1 timer commands were prepared and sent to the

Test Director. KTS successfully transmitted the four STEP commands,

as determined by the SOA. The SOA verified the various ETPD predictions

as generated by the PACC. The proper recovery pass position of the northerly WV-2 aircraft was issued after Pass 2. Orbital timer drift was determined to be negligible.

The SOA recommended that an alternate acquisition message be issued on

Pass 15. This required that a reset command be given 62 seconds before

reset latitude was reached. Issuance of the final pre-recovery pass ETPD

prediction was authorised by the SOA after the final orbital timer adjustment had been made on Pass 16. The SOA utilised KTS, HTS, and BSTS

angle tracking data to generate the last two ETPD predictions. Sightings

by the Haiti Victory, and C-119 and WV-2 aircraft were employed to determine the final prediction. These predictions were relayed to the HCC.

Overall performance of the SOA was highly satisfactory.

PALO ALTO COMPUTER CENTER

The computer facility at•Palo Alto was successfully utilised during prelaunch, orbit, and re-entry operations. Readiness tests were conducted

and all systems were reported as being ready.

Launch data was received from MTS and VTS, with the MTS data used to

predict acquisition times for Pass 1. Based on launch data, the period

was predicted to be 92. 3 minutes. After Pass 1, this was revised to 94.1

minutes. (This error is attributed to a temperature inversion which affected the radar data.)

10-2

1

LOCKHEED AIRCRAFT CORPORATION MISSILE and SPACE 4DIVISION
LAW-446240-57

All predictions and acquisition messages were available at least 50 minutes

prior to • station acquisition, an improvement over previous operations.

The re-entry trajectory and impact area were predicted accurately and the

data were used to deploy effectively the Recovery Force. The time for

retro ignition had to be assumed as nominal due to lack of an immediate

precise time. The re-entry data from KTS was used to predict the impact

point. The data from HTS could not be used due to extremely low elevation

angle of the orbiting Agena. The computer predicted the impact point at

50,000 feet altitude, which was only 49 minutes of latitude from where the

capsule was recovered from the water.

HUMAN FACTORS

Personnel performance was monitored by human factor engineers at VTS,

KTS, and at the STC. No problems of note were reported.

TRACKING STATIONS

Tracking station performance was excellent. Specifically, all pre-recovery

commands were successfully transmitted, received, and verified; no difficulty was encountered in commanding the Agana; see Appendix Tables A. 8

and A. 9. VERLORT and TLM-18 tracking data were of high quality, a re-

.

sult of a stable satellite attitude and properly operating radar beacon and

telemetry transmitter. The quality of the space position data generated by

the tracking station network is indicated in Appendix Table A. 10.

Launch and orbit telemetry coverage was satisfactory for evaluation of

Thor and Agena performance. Usable data on launch was received from

liftoff until T + 784 seconds. Figure 30 shows VERLORT and telemetry

coverage during launch and ascent. Orbital contacts, acquisition and fade

times, and duration of tracking for each station on• all passes through

Pass 32 are summarized in the Orbital Contact Summary, Appendix

Table A. 11.

10-3

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
SI LMSD -446 240- 57

YTS

IITS

YTS

ACQUIRED T/M

ACQUIRED T/M

FADE RADAR IT

.

CT + I) AND RADAR

IT + 301 AND RADAR

+ 210)

.

IT + I)

(T + 20)

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T/Mei ie•1

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WEST UNDITUDE

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lb-4

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION

as

20

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LMSD-446240 -57

Contact with the capsule S-Band beacon was achieved by KTS only. Recovery

telemetry data was successfully received and recorded by KTS, HTS and

BSTS, with supplementary coverage provided by the WV-2 aircraft stationed

under the capsule separation point. Capsule telemetry signal strength was

strong, as opposed to previous operations. Tracking station coverage of

the capsule transmitters is shown on Figure 31. A uni-helix antenna and

ground station facilities at LMSD Sunnyvale made near real-time evaluation

of vehicle functions possible during launch and Pass 15. Telemetry data

was also monitored at stations located at Holloman AFB, Van Nuys, Calif.

and New Boston, New Hampshire.

Vandenberg Tracking Station

Tracking station operations were successfully carried out by YTS during

launch and subsequent orbit operations. Active VERLORT radar contact

was maintained until T + 166 seconds, when the radar became passive as

planned. The VERLORT then tracked on MTS return until T + 516 seconds,

when fade occurred at an elevationof 0.079 degree and an azimuth of 179. 7

degrees. A synchronisation problem between the VTS VERLORT radar and

range safety radar resulted in 50 percent "beacon countdown" prior to

•

launch, as shown in Figure 32.. The "beacon countdown" resulted in recycling of the terminal countdown until synchronization was achieved.

Countdown was observed at regular intervals throughout the duration of

track, starting at T + 120, as shown in Figure 32. Telemetry tracking and

data acquisition was successfully carried out by both the TLM-18 and the

Tri-Helix antennas. Orbital contact was achieved on Passes 1, 8, 9, 15,

16 and 30. For Pass 15, VTS had been designated by the STC to actively

track. However, VTS had difficulty in obtaining radar lock; the beacon

return indicated that it was in the wrong range gate. Since VTS was having

difficulty, STC directed MTS to go active and VTS to go passive. Recoids

show that VTS was locked on for approximately 60 seconds before being

directed to go passive. MTS obtained angle lock but was one range sweep

off at the time of acquisition due to the acquisition programmer tape being

LOCKHEED AIRCRAFT CORPORATION

10-5

SfekET- MISSILE and SPACE DNIS1ON
/////

44ININ-17-001

VHF IBEACCIII COVERAGE

CAPSULE TIUUMITRY COVERAGE

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION

PI 31 Deckle. Swim Cowart

10-6

SECRET

1.2t4SD -446240-57

VEHICLE AND CAPSULE PATH

••••••••• m• VEHICLE PATH
LMSD-446240-57

O

10-7

LOCICHEED AIRCRAFT CORPORATION SECRET MISSILES and SPACE DIVISION
LMSD-446240.57

slightly in error. Proper lock-on was not obtained until a short time before

the beacon was turned off. Radar track was unsatisfactory for these stations

during Pass /S. Out of 123 points of VTS TLM- 18 data transmitted to

PACC, 55 points were useable for updating the ephemeris.

Point Mugu Tracking Station

Performance of station equipment was satisfactory at MTS during launch

and subsequent orbital passes. Radar beacon returns were acquired 20

seconds after liftoff, automatic track was achieved at T + 41 seconds, and

contact maintained until T + 518 seconds.

Commands 5 and 6 were properly computed and transmitted for durations of

50 and 13 seconds respectively. No radar interference occurred during

the track.

• Orbital tracking was also maintained on Passes 8, 9, 15, 16, but the station

had difficulty obtaining active radar lock-on during Pass 15 and did not obtain

solid lock-on until a few seconds before the plates were turned off:

No radar acquisition was achieved on Pass 16 due to the satellite's low

elevation angle.

Downrange Telemetry Ship 

Performance of the downrange AG-161 telemetry ship was satisfactory

during launch operations. Telemetry contact was achieved at T + 260 and

sustained until T + 784. • The ship provided positive verification of successful Agena reorientation (yaw-arOund) and +3.55 deg/min pitch rate.

Kodiak Trackinj Station

Performance of KTS during orbit and recovery operations was superior.

KTS verified that the Agena had achieved orbital status by acquiring the

CWAT 87.8 minutes after launch. Orbital contact was obtained during all

LOCKHEED AIRCRAFT CORPORATION

10-8

SECRET MISSILES and SPACE DIVISION
LMSD-446240-57

scheduled passes (Passes 1, 2, 9, 10, 16, 17, 24, 25, 31 and 32). AU

equipment functioned. normally except for the ART, (Automatic Range

. Tracking) unit which was replaced after Pass 2 due to "jitter" in range.

Tracking was satisfactorily accomplished on all scheduled passes, although

GNAT signal strength was reported low on several passes.

On Pass 17, KTS VERLORT radar interrupted the satellite's S-band beacon

for approximately 70 seconds to 83630 System time, changed their pulse

code spacing from one to five, acquired the capsule!a S-band beacon approximately 12 seconds later and tracked it for approximately 235 seconds before

signal fade. KTS acquired the capsule's telemetry signal for 352 seconds

before fade. A time history of raw polar data (azimuth, elevation, and

range) generated by KTS as the station tracked the capsule S-band beacon

is shown in Figure 33.

Post-recovery passes tracked were utilized as command exercises. Tracking was terminated after Pass 32 to prepare for Discoverer XIV operations.

For the first time, .A.gens. telemetry data ware transmitted from KTS to

LMSD Sunnyvale by telephone line. Data from two commutated Agena

channels were transmitted after Pass 2, and data for the same channels

plus capsule Channel' 18 (commutated) and 13 (continuous) were sent after

Pass 17. Transmitted data were of generally good quality, although coded

time was somewhat noisier than expected. Within two hours after KTS

acquired the vehicle on Pass 17, reduced capsule telemetry data were

delivered to LMSD test evaluation personnel in Sunnyvale. This method

will be utilized on subsequent operations.

Hawaii Tracking Station

The performance of HTS was satisfactory. During the recovery pass, HTS

made contact with the capsule in telemetry and VHF beacon transmitters,

but no contact was made with the capsule's S-band beacon. Total duration

of contact with the capsule telemetry was 589 seconds; with the beacon it

10-9

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
-SECRET LMSD-446240-57

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LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION

1

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SECRET LMSD-446240-57

was 559 seconds. Maximum elevation angle of the TLM-18 antenna was

approximately 1 degree. The raw capsule-tracking data from the HTS

TLM-18 is shown in Figure 34. Vehicle tracking was effected on Passes 1,

2, 9, 10, 17, and 32.

USS Joe E. Mann

The recovery telemetry ship was stationed at 7° N latitude, 160°50' Vi

longitude. for the recovery pass. Orbital contact with the Agena satellite

was made on Passes 1, 9, and 10. No contact was accomplished with capsule transmitters on Pass 17 because the ship was stationed far south of

the actual recovery area.

Barking Sands Tracking Station

The recently activated tracking station at Barking Sands (BSTS), Kauai

Island, Hawaii, was utilized to track capsule signals during the recovery

pass. Capsule telemetry was acquired and sustained for 520 seconds. A

post-recovery evaluation of tracking data shows that the accuracy of BSTS

azimuth bearings was in error by approximately 8 degrees. (A study is

being conducted to determine the error's source. )

South Point and Christmas Island Tracking Stations

o acquisition of capsule telemetry was reported from

Christmas Island stations, although all equipment was operitional. Postght evaluation of the re-entry trajectory shows that the capsule did not

appear above the tangent plane of either station.

New Boston Tracking Station

Orbital contact was obtained for the first time by the newly activated LMSD

Station at New Boston, New Hampshire. Passes 6, 7 and 29 were tracked,

10-11

LOOCHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
LMSD-446240-57

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10-12

LOCICHEED AIRCRAFT CORPORATION

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L1vLSD -446240-57

using the CW acquisition transmitter signal; no contact was made with telemetry or radar becatise they were not programmed to turn on by the orbital

timer during these passes.

WV-2 Telemetry Aircraft

An aircraft equipped for telemetry reception (WV-2) was deployed in the

vicinity of HTS to receive and record capsule telemetry data. The WV-2

was on station during Pass 17 when satellite and capsule telemetry signals

strength records were made for 645 seconds. Performance of the system

in receiving the telemetry signals is illustrated in Figure 35, where the

signal strengths, recorded on a six-pen recorder, are given.

GROUND SUPPORT EQUIPMENT

Blockhouse

Equipment at the blockhouse functioned satisfactorily during countdown and

launch.

Launch Area

No serious Agena GSE problems occurred at the pad. During Phase I of the

terminal ,countdown, a malfunction light on the Douglas Launch Monitor

Console lit, and personnel were sent to the DAC pad electric trailer to trace

the faulty circuit. A power supply circuit breaker was reset and no further

trouble was encountered.

Pad Damage 

Blast and flame damage at liftoff was confined to the usually expendable

equipment as air conditioning ducts, hydraulic flex lines, and electrical

wiring.

10-13

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
10-14

LOCKHEED AIRCRAFT CORPORATION

LALSD 446240 57

MISSILES and SPACE DIVISION
LMSD-446240-57

SECTION 11

OPERATIONS SUPPORT EVALUATION

Adequate support was provided by the following participating agencies:

6594th Test Wing

1st Missile Division

Alaskan Air Command

Space Track

Lookout Mountain Laboratories

Pacific Missile Range

Flight Test Working Group, VATS

Douglas Aircraft Company

LMSD Data Services

LMSD Palo Alto Computer Center

6594th Recovery Control Group

Ascent, orbit, and recovery data were received on time, with the exception

of the 30 hour shipment from VATS. The C-47 dispatched by 6594th Test

Wing was held at VATS by weather conditions and the shipment arrived in

Sunnyvale 15 hours late.

For the first time, part of the Pass 17 data from KTS was transmitted by

telephone line, permitting early evaluation of re-entry events.

A receiving station was newly activated by LMSD Data Services in

Sunnyvale to provide early launch and orbit data.

No photographic data o the Recovery operation were received by the authorised agency. Such coverage is valuable for engineering analysis purposes.

LOCUMS AIRCRAFT CORPORATION MISS= aid SPACE DIVISION
Notice of Page Substitution

For the purposes of electronic archiving, this page is substitute for an

unscannable page.
2

3

5

2

1

8387

4702

1810

1

35

1720

1685

LMSD-446240-57

Table A.1

AGENA 1057 WEIGHT STATEMENT

FRIDICTRD

Sub-totals Totals

(lb) (lb)

Age= Weighty 1943

Add

Oxidiser 4801

Fuel 1870

Gross Weight-Thor Payload • 86A •

Less

Adapter and Attachments 149

Retro Rockets 16

Destruct System 7

Separation Weiett

Less

Horizon Scanner Fairing 2

Control Gas EXpendml During Coast 3

Maga Rockets and Attachments 38

Engine Ignition Weight 8399

Less

Starting Charge 2

Bessie Closure 3

Oxidiser Pre-flow 5

Impulse Oxidiser. 2

Impulse Fuel 1

Thrust Attainment Weight (90% Pe)

Less

Impulse Oxidiser 4720

Impulse Fuel • 1816

Control Gas Expended raring Boost 2

Burnout Weight

Less

Vented Residual Propellants 127

Vented Helium 5

Weight Empty on Orbit (With Control Gas)

Less

Attitude Control Gas 32

Weight Empty on.Cabit (Gas Expended)

ACTUAL

Sub-totals Totals

(lb) (lb)

19104.

4801

1868

8613

149

16

7 '

2

1

38

•

A-1

LOOCHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
UAW-446240-57

MISSILES and SPACE DIVISION

A-2

LOCKHEED AIRCRAFT CORPORATION

Table A. 2

CENTERS OF GRAVITY AND MOMENTS OF INERTIA

Condition

C.G. Location - inches

T z

M.I. - Slug Ft2

;Az I77

I

Liftoff 0 +0.01 '797.0 808, 776 808, 776 3,285

Booster Burnout +0.09 +0.12 6116.6 381, 908 381, 908 2, 079

Separation -0.05 +0.011 361.3 2,184 2,199 130

Rusin. Ignition +o.ok 360.8 2,099 2,112 126

engine Burnout -0.16 +0.20 3511 .7 1, 715 1,729 127

On Orbit - No Gas +0.15 +0.24 349.5 1, 558 1,570 123
LII1SD -446240 -57

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4 .44 .c.c 4444 4444 r.4 c.4 04 44

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1 1 1

88 8A 88 88 88 8

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164

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LOOMED AIRCRAFT CORPORATION

A -3

-stecitu MISSILES and SPACE DIVISION
LMSD-446240-57

Table A: 4

SUMMARY OF CRITICAL DATA

1Nmnt

Pre3sunch

Predicted Actual

Li toff Weight (lb) 117,538

8,614

1, 943

4, 800.

1,870

172

46.5

.164.5

44.40

13, 63.3

117,260

8, 613

1, 944

801

i,868

174

44.1

163.0

47.0

13,588

Thor Payload Weight (lb)

Mena Dry (lb)

Agena Oxidiser (lb)

Agena Fuel (lb)

Launch Azimuth (deg)

Thor Roll Program (deg)

Thor lain Engine Cutoff

Time (sec)

Altitude (ma)

Velocity (Inertia) (ft/eec)

Flight Path Angle (Inertial.) (deg) • 20.22 22.06

Bane* (nu) 82.16 79.8

Thor Vernier Engine Cutoff

Time (eft) 173.5 . 172.47

>Timer Bold:

Start (sec) 221.0 221.31

Stop (sec) 258.78 , 272.93.

Command 5:

Start (sec) 223.0 223.64

StOp (see) 258.78 272.92.

Command 6:

Start (sec) 258.78 272.93.

Stop (sec) 274.60 285.94

Start Separation:

Weight 8:14112 8,441

Time (sec) 18i.o 181.41

A -4

LOCKHEED AIRCRAFT CORPORATION SECRET MISSILES and SPACE DIVISION
LMSD-446240-57

Table A.4 (Continued) •

3vent

Prelaunch

Predicted

Agena90% Thrust Attmtheeut:

Time (sec)(/)

Weight (lb)

288423/302.1

8,386

302.45

8,387

Altitude (nm) 110.32 125.8

Velocity (inertial) (ft/sec) 12,722 120 501

Plight Path Angle (inertial) (dog) 8.33 8.5

Bongo (us) 329.79 354.2

Orbital Boost:

Burning Time (sec) (1) 121.93 118.97

Average Plow Bate (Total lb/sec) 53.4k 54.73

Specific impulse (sec) 277.5 280.0

Borisontal Velocity-to-be-gained(2)

( loortioi)( ft/soo)(90% Op to TO aP) 13,366/13,515 13,450

Agena Burnout:

Time (sec) (1) 410.21. 421.42

Weight (lb) 870 874

Altitude (nm) 124 139.7

Velocity (inertial) (ft/sec) 25,900 25,786

Injection Angle (inertial) (deg) 0 +.18

Boo", ( 3231) 667.28 679.2

Longitude (Geodetic) (deg) 119.2211 119.58W

Latitude (Geodetic) (deg) 23.671 23.561

Initial Orbit'Parameters:.

Eccentricity .0323 .0326

Perigee Altitude (nm) 124 137

Perigee Longitude (Pass o) (Geodetic)(deg) 119.22 119.8w

Perigee latitude (Pass p) (Geodetic)(deg) 23.71 23.41

Apogee Altitude (nm) 361 379

Apogee Longitude (Pass 0) (Geodetic)(deg) 49.1W 48.4w

Apogee Latitude (Pass 0) (Geodetic)(deg) 22.90 25.4s

A-5

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
LMSD-446240-57

Table A.:4 (CcIntim:fed)

•

Zmiint

Prelatmch

Predicted Actual 

ee.87

1, 720

(Oalklated)

23.65

Period (minutes)

Inclination (deg)

Empty Weight (with gas)(1b)(3)

Bapected Lifetime (days)

Average Regression Rate (17 passes)(degiorbit

Re-Entry:

Retro Ignition LongMuds (Geodetic)( deg)

Retro Ignition Latitude (Oeodeticideg)

Impact Longitude (deodetics)(deg)(

Impact Latitude (Geodetic) (deg) v (4)

Re-Entry Pass

T/14 Ship Location (at launch):

AG 161

93.50

81.69

1,716

25

23.49

168.0w

158.931/A61.58w

21i.ocer/24.oca

171.2W

65.221

161.57w

25.61

16B 11.7.7W On Station
LMSD-446240-57

DISTRIBUTION

Addressee Quantity

Commander 25

Air Force Ballistic Missile Division

Attn: WDAT • Air Force Unit Post Office

Los Angeles 45, California

Air Force Plant Representative (SMAMA) 1

Sunnyvale, California

6594th Test Wing (Satellite) (ARDC) 6

Attn: TWRAT

Satellite Test Center

Bldg. 171, Plant 1 Sunnyvale, California

6594th Recovery Control Group 1

6594th Test Wing (Satellite) (ARDC)

.APO 953, San Francisco, California

6596th Instrumentation Squadron 1

6594th Test Wing (Satellite) (ARDC)

Vandenberg AFB, California

6594th Launch Squadron (ARDC) 1

6594th Test Wing (Satellite)

Vandenberg AFB, California

AFBMD Field Offi 1

Attn: Lt.\

Vandenberg A , California

Commander 1

Pacific Missile Range

Attn: DCOS-AF

US ss e est enter

Pt. Mugu, California

IMPAIR Company

2

Space Systems (Systems Test)

3000 Ocean Park Blvd.

Santa Monica, California

LMSD Organisations 108

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIV5ION
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A-7

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
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A-8 I

LOOCHEE) AIRCRAFT CORPORATION --S-EeRET MISSILES and SPACE DIVISION
S-E-C-RET LMSD-446240-57

Table A.7

COMMUNICATION MALFUNCTIONS

Date PDT

10 August 0650 - 0730

10 August 0812 - 0843

10 August 0810 - 0819

10 August 0812 - 1055

10 August 0828 -.1232

10 August 0955 - 1044

10 August 1044 - throughout launch

10 August 1055 - 1245

10 August 1055 - 1235

10 August 1435 - 1430

10 August 2220- 2250

11 August 1335 - 1430

11 August 1500 - 1530

11 August. 2315.- 232T

12 August 1235 -

12 August 2012 - 2015

15 August 1020 1115

OPTS voice line noisy

ITO 60 WA[ Ti'! running open (out at Anchorage)

VOC Not line connection dead

ITT voice line dead (All voice communication between11.8.and Alaska lost at 0812)

WV-2 Ho. 8 aircraft single sideband inoperative

VTO 100 WEI1 garbled

VW Doppler coder out

ITS voice line ireak bat clear. Operable after

1245

NOTEI 60 W3'1[ Ti' garbled between Oen Jose and

Oakland

OTC plot board TV camera out of synch

ITS experiencing cross-talk on voice line

voicse line out East to West (reception

acceptable West to last), accepted for Pass 16

BETO voice line out East to West

IMB 60 WPM Ti'! had "hits on line"

PACC's 60 WPK TT!' running open

ITS 60 MT= running open •

ITO voice line out

. Meet Nsw doom MU) weariest s eporistlessi oaths Isst was absetkest wage

A-9

LOCKHEED AIRCRAFT CORPORATION. MISSILES and SPACE DIVISION
LMSD-446240- 57

Table A. 8

ORBITAL TIMER EVENTS

Event System (Seconds) Resultant

Period

Observing

Station

.

Computed

( ACM

Observed

('TO

Orbital Timer Start / D-5611

B, T/M Plates Off 2 D-5611

PASS / _ /

B, T/M Plates on. .

and Reset Enable D-5611

Two Step Consands / ,/./.

, 11-5632 1CTS

Reset Monitor On

Reset Command _ 1-5632

1-5632

NTS

KT8

Two Step Commends

/

,

1-5632 ETS

Reset Disable and A

B, T/M Plates Of D-5653

PASS 2

-

B, T/M Plates On . 4

and Reset Enable D-5653

Reset Monitor On 10 D-5653 NTS

Reset Command D-5653 Km

1 Step Command

Reset Disable and A/../

D-5643 Ins

B, T/M Plates Off D-5643

PASS 8

B, TIM 

and Meet Enable

Plates On .

• / D-5643

Reset Monitor On

/

/,/0/,, D-5643 !TB

Reset Disable and

8, T/M Plates Ott /°— -/ /

//

;

/

D-5643

PASS 9

Bp TM Plates On ///

and Reset Enable / D-5643

Reset Command D-5643

A-10

I

LOCKHEED AIRCRAFT CORPORATION MISSIES and SPACE DIVISION
LMSD-446240- 57

Table A, 8 (Contittned) '

geseo:.di et2

(TW)

Resultant

Period

Observing

Station

=Time

(AM)

Reset Monitor On

Reset Disable and

B, T/M Plates Off

A

D-5643

D -5643

PASS 10

7 ',17://7

B, TIM Plates On

and Reset Enable

....1 .., D-5643

Reset Monitor On 1

/

D-5643

Reset Ccaosand

ResetmDisable and

B, T/ Plates

Ai

"

D-5643

PASS 15

.5.3

B, ../. Plates On

and Reset Enable

i0,

D-5643

.

Reset Command .// D-5643

Beset Monitor On / • 1:1-564.3

o

Reset Disable and

B, T/M Plates Off

,,,,,,,,,

/

i.70

/7 • D-5643

PASS 16

and 

T‘M Plates On

deset Enable

, / 

- .

D-5643

Reset Monitor On .: D-5643

Reset Cassava 165643

Reset 

B, TIM 

Disable 

Plates 

and.

Off A? '.1-5643

PASS 17

B, T/M Plates On /

'

and Reset Enable D-56143

Monitor On

/

Reset D-56113 ITS

Reset Disable and z • B, TIM Plates Off : D-5643

NOTE, Computai How an bra on do nondaid timer period, preflight mlikorthers, and ehneoved

rwhiddiapelawakant.

A-11

LOCKHEED AIRCRAFT CORPORATION SEC-REt MISSILES and SPACE DIVISION
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11 Cl

LMSD -446240-57

g

g

MI i 0 0 r4 0 v4

1 I 0 0 v4 0

W% i 0 0 r4 0 rl

i 0 0 r4 0 r4

r4 0 0 0 .4

CO 4-1 0 0 0 PI

.* ,4 0 r4 *0

a l ..,i0 .4 VI

i

At 0 0 PI

11 ,. 0 0 .4

A 

a 0 0 .

Ai 0,

k

moli gj

a A

141

0 .0 0 or

A-12

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION I
LI.ISD -446240 -57

Table A.A0

TRACKENG STATION POSITIONAL DATA QUALITY

•

Percent

Data Useble Points Used Deviation Usable

Pass Station Source Points Points in Pit a.m. -Data

1 Pas Nod Er 113 78 57 2.27 73.1

2 IIMS Mod II 86 23 19 1.38 82.6

2 SYS NM II 147 58 44 0.88 75.9

8 1/11 Nod II 72 72 65 1.19 90.3

9 VT8 /bd. II 100 75 73 1.22 97.3

9 VW Mad II 145 89 69 1.34 77.5

3.o NM Mod II 293. 125 • 85 1.33 68.0

10 me Nod II 91 82 52 1.30 63.4

15 7T13 YL11-18 123 75 55 1.51 73.3

16 Nre *A XI 134 85 79 0.63 92.9

17 STS Nod tr 97 33 25 75.8

AbleddISL.

Taal Pelotas All asdavatio, *Swa► e, mow, and Mrs data wawa panaratai Ly tb...alto" ~isms.

Dodds Paha= Ti..! palms after salaativa of data swords hods* i sad above 1111 derata, Woe radar was set

bakes es, sr Owls.* Mil points.

Palate Used M Pits limb& data paha: eassaktire shoe tajeatiaa ..data keys ..dread ..slaws dsvissisie of

*Is hem bast fit smw is lees tier 1.5 matioal .Iles.

Doviatkos The smothesso iisvIstIsa roselskii after esiestios essffse M sospleiNsf.

A-13

LOCKHEED AIRCRAFT CORPORATION MISSILES and SPACE DIVISION
A- 14

LOCKHEED AIRCRAFT CORPORATION SERE MISSIES and SPACE DIVISION

LMSD-446240-57

Table A.11

ORBITAL CONTACT SUMMARY

(System Time - sec)

Pau iltoblor -

ON SW 1121111633111

koplro Yob Dodd=

11121111211 .

moss. Ms Durotios

MR

Mob. Wm tolottai

Lomb Imo*

Tomah

MTh IA 161

126

00* 0080 VO =loom

OM 1495 900

004 OMM 476

IVA raj! 9.1,

TWO TrrI5 500

OM Vasik 498

lb Wiz

710v15 7811"• 009

3. as

3. 1IN

WS exte = dal oili3 g = t.9 - 63142. ale

cc zz . t1186

itie

3. pa I. NINA 80696 2Ta MA sossli 131 !ma

2

2

WS NIB 85L7a 83690 300 87187 eraya 492 11163 8569

8965 06190 4405

85969 1116er C

85190 06190

6. Me 20011 20111 TA II IA

T 1036 OM 4 IA it

y MB 0919 961114 649 K ► at

8 113 31203 31917 Pk 33312 3 490 9.51a 3380a 490 8 msa mAla s183

9

WS

ame

mon WM VW

%A NO0 OM

im

115/10 95 37036 3T550 534 9 saw 3 ►13 goo6 -gta6 g io Paw

9 WIJIMI 9084 1

a

Ilo Padre

9

9

- ne

l 3139T

x263 MX* ' kW

MS kV 9me 638

3M4 WM XV

!6923M b kff

NW M770 400 9 III MW.1 mug MO xmm Inn SO ma

ti .

10

= 

kW 894

43190 110

baceo 43605 116

1/461121 141156 WO 45:91 . 1

WO 43353

ao *am

46n32 We ssa

43001 43353 sse

Wain

En

11 EN We 49163 1311 IA at

2.9 ans Waq 'OM MO Va76 WMX 304 Vmff VINO ma

1

1.3

5

111; MB

wOm rjmn mm

VW/50 TAO 490

70a mom mo

V079 WOO MR

72815 WfM, 30

la

us

16

335

NM = Mit 86 5= = rem 783: 513

16 MS 01331 iiiiii 345 78330 Woo isp 7844,7 VWW 111

xy 1316

22 = t: =

TO

LT en = • 4 = t 11.3

04 1128 2101 36210 TN 3101 39/18 437 Wee 39973 405

29 • 195 UN* Ma* 796 kulk 11$90 i'm WI 41769 MX

26 ma 11691Y1 41682 515 Woo 47472 Wia WA 47430 474

29 10,13 San 6008 071 IA . xi

31 116 77191 uist has 10963 T1a06 ala 79994 722.84 190

31 icas • 9Saul 7690 9o8 IA sa

ja 1111 len 11768 131 12226 Mak 3.76 111 32 ES 8t74 80199 Me 82.719 aBOW SO Sten II o lost as

IN (GI) 0M1111111,61 CAM= lifillffif 02111011 111112 low laidloo Aspire rods Doesktoo Asp!lrio lo-o Dwortica hosivo Ms Doostion

17

1.7

as

IBS 8955 4ef 11190 3519

--= 83679 me 830e tag ass

. 17 lase >a ma . 10510 = as lb IlMar

17 In Mona moo aro 120 No Wage

1
LMSD-446240-57

BIBUOGRAPHV

LMSD-445905-57, Discoverer XIII, Preliminary System Test Report,

20 August 1960, Secret

LMSD-445904, Discoverer Range Safety Report, 9 October 1959; as amended by Tab 7, Appendix B, 1Z April 1960; Secret

1,1ASD-445725, Discoverer Detailed Test Objectives, 22 October 1959; as

amended by Tab 6, Appendix F, 12 July 1960; Secret

LMI3D-445720, ))iscoverer System Test Directive (Revised) 20 May 1960;

as amended by Tab 6, Appendix A. 18 July 1960; Secret

LUSD-650853, Final Data Report. Vehicle 2205-1051, 15 August 1960,

Confidential

Douglas Aircraft Company report 514 37891, Flight Test Report for

piscoverer Booster S/N 231, September 1966, Confidential

LOCKHEED AIRCRAFT CORPORATION MISSIES and SPACE DIVISION