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SOUTH——» NORTH ‘PASS
NEGATIVE (NOSE LEFT) YAW BIAS

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ORBITAL VELOCITY

SATELLITE GROUND TRACK
SATELLITE NADIR POINT

- Antenna Look Point - Pictorial

Figure 3.6.8.1

SWATH WIDTH

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PASS 100
Pass #40 STATION ws TIME 2229 (PDT) DATE: 12-23-6h
EVENT SEQUENCE

SYSTEM EVENT OR COMMAND REMARKS
22998 Brush 7 and 8 - Payload Warm-up ON
23266 Brush 9 and 10 = Payload Pre-Operate ON
233h9 NIB Acqs Delta 1 and Delta 2

367 Acqe Delta 3
234210 BOD - 16 Payload Operate ON

422 "12 To Attenuator Step 2

48), » 15 To Attenuator Step 3
23519 «ah Payload Operate OFF
23651 Brush Payload OFF

743 Brush 2 ALL OFF

TOTAL ON TIME: 109 sec.

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3-he213 Orbit 57 South to North Pass = VIS
Wide Band Data Link film analyzed.

Vehicle Target Geometry (S-Look) HIGH VOLTAGE
o System time in seconds: 2822546 2839068
o Vehicle flight path location: 3oe5uN b2e3u

© Vehicle attitude: 236.909 WM =—-:136.203 NM
o Radar ook points 33.52°N 43.62N
138.)1°W 113.22°W

o Radar target slant range: 168.780 NM 167.796 NM

© Radar map swath length: 650 NM

Radar Map Scale Factors
o Measured radar map length = 310 inches
© Measured data track film length = 826 inches
© Elapsed payload on time = 165 seconds
o Radar map azimuth scale = 1.88 inches/second

Sa * 1.88 inches/second

Radar Map Evaluation
Pass 57 operations had two main objectives, a) to determine effects

of increasing the clutterlock time constant and, b) to operate the
redundant WEDL transmitter. Commands to accomplish these changes were
given before the payload was commanded ON so that any effects due to
the changed conditions could be studied throughout the entire operation
from high voltage ON to OFF.

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Because roll rates (W,) always appeared low, and thus more greatly

.
affected by the absence of the Wy and Ba terms in the approximate eq.
(9), it was decided to attempt again to evaluate W/VF.

The method used was:
Man * Me Wag * (0 Wy)

Ns Wy tN Wg (Ou),

Solving equations (11) and (12) simultaneously results in a solution for
W, ° .

aL and Wg Similar solutions may be obtained for W3 and W eh Rates
produced about the yaw axis are related to the rates produced about the
roll axis by the ratio of their respective inertias and lever arms.

Therefore:
W, "3.1 W,
and roll rate changes are:
( 4m), . Ny Wy > Np We
CA We * Mg Weg - Me May
The results obtained again indicated large variations in the W/VP value.
The final attempt to arrive at a reasonable W/VF value utilized the follow-
ing set of equations:
Ny War + No W6 =( AW),
7 My Mya 7 Ne Wag * COW),
c These equations were solved similtaneously. The results again were incon-
‘ sistent. At this point the attempt to evaluate W/VF was abandoneds

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Pass 9 - Video Level and Gain Data

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ORBIT F-l6 POSITION F-48 POSITION
25 IN No. 2
30 IN No. 1
4o IN Now 1
hy IN No. 1
46 IN No. 1
u7 IN No. 1
56 In THEN OUT Noe 2
87 IN No. 2
72 IN No. 2

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31 March 1965
Coy 2
Sheets

PROGRAM

VEHICLE 2355 SYSTEM REPORT (U)
Volume III - Flight Performance

Contract
Supplemental Agreement Number 13

wll

Prepared:

Chief Operations
Program

Approved: Approved:

David D. Bradburn
Manager Lt. Colonel, USAF

Program SAFSP -
Ayt 3"

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3e4e2.12 Orbit 56 North to South Pass = NHS
Wide Band Data Link film analyzed.

Vehicle Target Geometry (S-Look) HIGH VOLTAGE

o System time in seconds: 2298948 23088 2

o Vehicle flight path location: 41.8L0N 47.75°N
S160" 7 67

o Vehicle altitude: . 136.286 NM =-:135.87, NM

o Radar look point: 4..8L°N 47.75°N
91.60°W 87.670

o Radar target slant range: 168.023 NM = s-167.510 NM

o Radar map swath length: 391 NM

Radar Map Scale Factors
© Measured radar map length « 187 inches
o Measured data track film length = 9) inches
© Blapsed payload on time = 98.7 seconds
o Radar map azimuth scale = 1.90 inches/second

a = 1.90 inches/second

Radar Map Evaluation

The overall quality of the Pass 56 map was fair. The terrain was
relatively uniform in nature (from Southeastern Iowa across Wisconsin

to the Northern tip of Michigan). Absence of mountains, canyons,

coast lines, etc., together with extensive snow coverage tended to prevent
fine detail resolution. Targets assoicated with communities and
thoroughfares were easily discernable, indicating that

Le72

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image copies.

This end to end record of the events and imagery resulting is included in
this system report in the interests of canpleteness, since a similar total
evaluation summary is not available elsewhere. This section, together with
the individual pass imagery and the other data contained in this report, will
permit fuller evaluation at a later date - if required.

4-21 (a)

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Pass 8 - Power Data

4-105

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Systen Time Function and Effect
right in asimth (direction of flight) at the

extreme for range.

5193502 PRF changed to Step 8.
“Rabbite" on the data track film increasing in
strength to end of pass. Wo apparent effect on
radar map.
The effect of PRF change fran Step 9 to 6 is
difficult to identify on the imagery.
Ten inches of fog appears on the data track film
at about 58003 seconds which corresponds to a
fogged portion of the radar map at 205 inches. This
area includes a small amount of land in Pamlico
Sound, North Carolina.

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322 Attitude Control Subsystem
3.2.1 System Performance Sumary

The two most significant aspects of the vehicle flight performance and
subsequent evaluation were the extremely noisy horizon sensor signal
outputs and the difficulty of extracting vehicle attitude pointing
information from the payload data. The horizon sensor outputs exhibited
noise te some extent on every active pass. In a few cases the anomalous
sensor signals appeared to exceed 2° peak-to-peak. It should be noted
that an anomalous horizon sensor output will not result in a corresponding
vehicle attitude error. The relatively low horizon sensor to gyro
torquing gains reduce the effect of the sensor signals and the error
signal deadbands (about 0.35 average peak-to-peak) block out a large
portion of the anomalous signal. One factor which tended to accentuate
the anomalous horizon sensor performance on this flight was the improved

- telemetry resolution. Prior to the flight it had been thought that

vehicle attitude could be extracted directly from the payload (radar
map) data. This can (and has) been done for roll attitude but it now
appears that this approach is impractical for pitch and yaw attitude
data. This subject will be discussed in a subsequent section. Some
attitude information apparently can be obtained through analysis of the
payload system performance. It is expected that the Goodyear report
will contain information on this subject.

In all other respects the control system performance was consistent with
that predicted for the conditions of this flight. Items of particular

interest are discussed in subsequent sections.

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Lxyowen = wg Yoo] wuusquy = 7°g°g’t CUNBTY

‘SVIG MVARITELYS +

‘WOLTGA ALIDOTIA WWLLUGNE BLITIELYS =

BOLTIA SNIGVE HINVE YOO =

TONY NOISS3430 WWIGINY -

SOLIETV aLITIRLYS =

‘BONVEINVIS -

ANIOd XDVEL GNNOWS RITIALYS LV SNIGVY HIMV] +
ANIOd 4OOT LV Sniave HLA ~
‘SONLILY] INIOd 1001 ~

‘BORLISNOT INIOd 2001 =
‘SOALILV] NOVA GNNOUD ALTTLYS ~
SONLIONOT NVaL GNNOWO ALITILYS ~

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Figure 3.4.5.4 Antenna Vertical Two Way POWER PATTERN

Clarity) PRF High (Step 5), Altitude ~ 130 NM

4-280

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were commanded in close sequence so as to minimise effects of terrain
changes. PRF setting (Step 6) was not changed during the series of
attermation changes although PRF steps § and 7 had been selected
earlier in the pass. No gain adjustments were made on the WHDL or
GBOE at the tracking station during the payload gain changes.

The map quality was good with clear definition and high contrast.

PRF selection (from step 8 to step 6) appeared to degrade the uniformity
of illumination somewhat although no data was lost on this account.

It appears that a PRF setting between steps 7 and § would have produced
optimum illwcination across the map.

The gain shift from maximm to minimm gain settings had, as expected,
&@ pronounced effect on the map. Attenuation 0 produced overdriven
signals on the doppler film which resulted in a correspondingly dense,
low quality map. An improved map could have been obtained in this area
if correlator and processing controls were adjusted for the differences
produced by the high gain setting, as described in Part I, Para. 1.6.
Attenuation 7 apparently lowered the signal below the noise level and
the resulting map in this area contained no data, There was also an
absence of data on the corresponding doppler film. Because of the
extreme over- and under-optimm signal strengths resulting fron

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F-91
Fa92
F+93
F-9h
FA95
F-96
F-97
F-98
F~99
P-100
P-l0L
F-102
F-103
F-104

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NOMENCLATURE
Capsule Footage Pot
Temp Capsule Retro
Water-seal & Cont.-Loop
Temp. Thrust Cone
Capsule Battery #2 Volt
Capsule Battery #1 Volt
Temp - Cassette
Temp - Capsule Forebody
Cassette - Commtator

Pressure - Near +Y Axis
Pressure - Near -Y Axis
Pressure - Recorder
Pressure - Transnitter
Pressure = Wave Guide

PRF Step position ds indicated by binary code step functions displayed on
four telemetry points. F-l2 is a binary one, Fel3 a binary 2, Fell 0
binary h, and F-LS a binary 8. PRF step position at any point in time can
be verified by reviewing the status level of the four telemeter points. TTM
voltage level of 0.35 indicates a binary sero. TM voltage level of 1.6
indicates the presence of that appropriate binary bit. PRF can be selected
and commended in 15 incremental steps from 8735 pps thru 8215 pps. The
indicated sum of the binary code readout on the four telemster points is the

PRF step position.

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4-142

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Pass 46 - Video Level and Gain Data
4-131

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A reversal of data recorded, i.e., far range information in the near
range, which was caused by improper PAF, as discussed elsewhere in this
report. (See Part I, Para. 1.6.)

As the PRF was changed toward Step 9 the far range information moved
toward the near range, and in Step 9 the range data appears in the

correct orders

On the imagery produced with PRF Step 10, 8 and 9, major land marks such
as rivers, roads and communities can be identified without difficulty.

Operating Chronology in Telemeter Time

System Time Function and Effect

Payload Warm-Up ON - PRF on Step 10.
Payload Pre-Operate ON.

29518.0 Payload Operate ON = Film Drive ON.

2952he1 Payload High Voltage ON.
The radar map begins south of Phoenix, Arizona,
The near 1/3 of near range is light with detail
washed out and the 2/3 of far range is dark with
detail obscured. At about 8 inches of map, the
far range details appears to improve and a darker
strip on the extreme far range disappears.

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TABLE 3.201
Definition of Symbols
Symbol Description Units

F Thrust at the gas valve : lb
ys By Horison Sensor output deg
43 igs «+6 16 Gas valve #1, #2, ... #6 impulse per pulse 1b-eecl
Igs Tys Is Components of vehicle inertia ft-lb-se8
ty &, Ky Horizon Sensor to gyro torquing gains dea/oeo/
Nis Nos oon NS Number of gas valve firings
Ry» Ry» R Gas valve moment arn ft
t time sec
Xy Vy 2 components of body axes
a angular acceleration rad/sec®
8,0, Euler angles deg
4, 6,4 Euler angle rates deg/sec
bg, Ce, Ve Gyro angles deg
Ses Ges v & Qyro angular rates deg/sec
fe, oo, Vo Commanded vehicle attitude deg
go, 6c, ] ce Commanded vehicle rate deg/seo
da, 6d, a —Oyro drift rate deg/see
Wo Orbital pitch over rate deg/sec
Wey Wy» Wg Vehicle body rates deg/sec

2-18

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binary form along the side of the film. It was originally decided to photo-
graph a single frame of data once each second in order to monitor the WEDL
video going to the AMIE and GBOE. Performance of the Little APE at both
sites was marginal. The scope sweep speed of 20 psec/cm required to display
& single frame of data did not produce a bright enough trace to properly ex-
pose the film used in the camera at NHS. At VTS the scope was not synced
properly, producing poor film records. After reviewing the AMIE playbacks
of the WEDL data, it became obvious that the video rew mapping data is best
described by its time-integrated envelope rather than by a single sweep. It
is therefore recommended in the future that a new method of displaying the
data (such as intensity modulation of the CRT with a gating pulse long enough
to display 10-20 aweeps) be employed. A sample of “Little APE" data is sham

in Figure 3-8,h.1,

3.8.5 GFE Recorder and Recorder Controller

The GFE Recorder (GBOE) and its controller were utilised te record photo-
graphically the video information transmitted from the vehicle by the WEDL.
The GBOE's used at VIS and NHS were essentially identical to the recorder
used in the vehicle. For convenience, however, each was mounted on a dolly.
The function of the recorder controller was to provide a precisely regulated
(frequency and amplitude) power supply for the film drive motor and CRT
cireuitry, and also to provide a sync pulse to trigger the CRT horizontal
(range) sweep. In the vehicle, this syne is obtained from the circuitry
producing the radar "main bang." On the ground, however, this sync mst be

obtained from sync pulses interspersed with the data at the PRF period.

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4001306
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System Time Function and Effect

23349 Telemeter Links 1 and 2 acquired.

23367 Wide Band Data Link acquired.

23381.2 Ground based recorder ON
Raboits until High Voltage ON

2318.7 High Voltage ON
Radar map data very dim and blurred unable to
detect targets until 23122 seconds. Very poor
targets until 2326 seconds.

2342265 Changed Attenuation to Position 2.
Radar map data became darker - resclution of targets
very poore

2325.3 Blurred section approximately one-half (.5) second
wide on the Radar Map.

234273 Sharp glitches were present on the Data Track

Bat 8 Film at the times indicated, but did not appear
on the Radar Map.

234h0.6 Blurred section approximately one-half (.5) second
wide on the Radar Map.

2344328 Sharp glitch was present on the Data Track Film
at the time indicated, but did not appear on the
Radar Map.

23463. Sharp glitches were present on the Data Track

Feed Film at the times indicated. A light section

approximately .2 second wide is present on the

4-56

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y
> —

AC 04,306

S-Look Swath Center

f Aanetea S-Look Swath Center

Roll Gyro Indication

<=-— S-Look Tolerance Band (+0.1°)

~<—1.28nm pep 228m _—

YY Actual Swath Center

j—<<—— Actual Swath Center
Tolerance Band (+1. PRF Step)

<-2.13an—>{e- 1.130»

FIGURE 3.2.10

SWATH CENTERLINE COMPARISON

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Pass 24 - Power Data

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PASS LOG
PASS #56 STATION us TIME 2222 (PDT) DATE: 12-2h-6h
EVENT SEQUENCE
a EVENT OR COMMAND REMARKS
2257h Brush 7 and 8 = Payload Warm-up ON
8h2 Brush 9 and 10 = Payload Pre-Operate ON
91.0 NHS Acquire
22981 BCD - 16 Payload Operate ON
995 "20 Bypass Integrator T/C
23005 “ 3 To PRF Step 7 (by Prc)
oe " 8 To PRF Step 8 (by PAG)
23086 ooh Payload Operate OFF
208 Brush  ~ Payload OFF
23286 Brush 2 = ALL OFF

TOTAL Oi! TIME: 105 sece

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at least five orbits between orbits 8 ani 72. Predictions are for the
average equipment temperature and inclade orbital fluctuations and
changes resulting from the day regression of the orbit plane.
Predictions presented for the nitrogen control gas were based on the
assumption that the Agena aft rack thermal-control surfaces had
nominal optical surface properties. Inspection at VAFB showed
significant degradation of these polished aluainum surfaces. However,
aft rack thermal-control surfaces were not repaired since temperature
Predictions, including the effects of surface degradation, provided
nitrogen-bottle temperatures of 4#95°F to #135°F, compared to specified
temperature limits of -30°F to +165°F.

VAFB liftoff and first pass KTS data have been analysed to determine
the effects of ascent heating on internal equipment. Equipment
temperature rises due to ascent heating were less than predictions,
assuming a maximum heating trajectory.

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TABLE 6
F-53 GAIN-SETTINGS
The following chart liste the orbit number and the system time at which gain
setting changes were commanded for the entire mission.

GAIN POS. LAUNCH LO - NHS 1 - ws 16 ~ MHS 72 NHS

OFF
Pos. 0 2874261 22646.8
(AGC) Pos. 1 0- 05925 5,
Pos. 2 2322.5
Pos. 3 234,87.0 2873509
Pose 28526.0 &
28728.4
Pos. 5 28693.5
Pos. 6
Pos. 7 2265365
TABLE 7
F-l6 CLUTTERLOCK INTEGRATOR AND F-8
ORBIT F-L6 POSITION F-48 POSITION
8 IN No. 1
9 IN No. 1
wu IN No. 1
16 IN No. 1
2h IN Wo. 1

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3.2.3 Derived Data - Payload

As discussed in Section 3.2.1 it had been anticipated that three aris
vehicle pointing attitude information could be extracted from the final
radar map. This can be done to a degree for roll attitude. An explanation
of the method and a tabulation of the results follow. A discussion of the
situation with respect to pitch and yaw data is also presented.

Derived Roll Attitude The basis of the method used to obtain the vehicle
roll attitude depends upon the validity of the assumption that the A-Scope
operator was able to select the correct PRF (Pulse Repetition Frequency)
setting for each pass. A simplified explanation of the payload characterise
tics is presented to aid in understanding the method.

For each specific PRF the data from a specific slant range will be recorded,
This results from the time phasing of the data recording interval (range
‘gate) with respect to the time of pulse transmission. Another way of
~ expressing this is to say that when the PRF is changed the ground swath
which will be recorded will step to a different range. The best data will
be obtained when the PRF is set such that the range is equal to the actual
range measured along the antenna boresight axis. For this condition the STC
L (Sensitivity Mme Control) gain curve is set to compensate for the power
a Gistribution across the main lobe of the antenna and the resulting map will
be evenly illuminated across the entire swath. This subject is discussed in
detail in Section 2.2, Volume II and Section 3.4.5, Volume III. Goodyear
personnel have stated that they believe the A-Scope operator is capable of
setting the PRF to within ¢ 1 step of the ideal setting. Each PRF step

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3ebe2 Pass Analysis
This section contains data pertaining to payload operation throughout

each of the fourteen active passes. The data utilized for preparation
of these operating summaries for each pase consisted of the S~Look
tabulations, all the telemetry records, the doppler history film
negative and the correlated vadar imagery, The ephemeris data
associated with the payload on times for each pass is given here, as

is a summary of Radar Map Scale Factors. The vehicle velocity over the
ground was approximately 3.99 NM/second = depending upon altitude.

The copy of the radar imagery which was used was an early copy and

was admittedly not equivalent to the final quality map prints, but was
sufficient for this general evaluation. A large nunber of striated
markings ware noted on the doppler film, which are termed "Rabbite’ in
the evaluation comments, These markings displayed distinctive patterns,
which, when measured in frequency and length, appear to be caused by
other X-band radars, the received pulses of which are causing brief
abnormalities of CRT sweep modulation. ‘Two examples; one on Pass 8
calculated to be at 1163 cps repetition rate with 1.8 microsecond

pulse width, and Pass 9 of 842 cps repetition rate with .77 microsecond
pulse width.

The radar imagery utilised in making the following observations was a 2.6:1
enlargement copy, of an early correlator run, not necessarily controlled for
optimum data. These fourteen pass images will become a part of the archival
material from this mission, therefore the scale factors, dimensions and
comments result from the particular observation pertaining to these

4-22
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Pass 72 - Video Level and Gain Data

4-143

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jlieSe3 Antenna OWER PATTERN (Side Lobes Omitted for
le ~ 130 NM

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System Tine Function and Effect

Radar Map at the times indicated,

23187 Changed Attenuation to Position 3.

Data lighter and detail better after the change.

33 bed Sharp glitches were present on the Data Track
Film at the times indicated. A light section
epproximately .2 second wide is present on the
Radar Map at the tines indicated.

23506.4, Blurred section approximately one-half: (.5)
second wide on the Radar Map.

235092 Sharp glitches were present on the Data Track
Film at the times indicated, A light section
approximately .2 second wide is present on the
Radar Map at the times indicated,

23510.2

2352162 Operate OFF

23528.3 Ground Based Recorder OFF

23651 Brush PAYLOAD OFF

237h3 Brush 2 ALL OFF

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Pass 25 - Power Data

4-120

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System Time

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Function and Effect

28259.8

28261.1

26261.5

28262.3

28264.3

28290.0

26340.0

2835421

2836329

28390.8

Gliteh - 0.02 second data loss on doppler, not
on mape

Gliteh = 0.05 second data loss on doppler, not
on mape

Glitch - 0.10 second data loss on doppler, not
on mape

Glitch - 0.05 second data loss on doppler,
faintly visible on map.

Glitch - 0.02 second data loss on doppler, not
on map.

Far range edge of swath becoming lighter very
gradually.

Far range edge of swath considerably lighter.
Only prominent targets recorded.

Change to PRF Step 6, Nearly all detail lost
on map for about 2 seconds, followed by an
apparent doubling of all prominent targets with
components separated about 0.03 inch.. Same
effect found on doppler film. Cause unknown.
Gliteh - 0.02 second data loss on doppler, not
on mape

High Voltage OFF.

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FREQUENCY (CPS)

° FUNWE 3.3.2 Toss FROM MID-RANGE (db)
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Systen Time

ACOK306

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Function and Effect

23956.1

the land area becomes dark with loss of detail.
AGC monitored on F53 follows the terrain. At
23929.7 seconds a 0.02 second loss of data
occurred on the data track film without any
apparent effect on the radar map.

From 203 to 218.5 inches the radar map covers
land terrain with the far-half of range lighter
than the near-half of range. At 215 inches on
the radar fog covers 2.8 inches corresponding to
10 inches of fog on the data track film at
23956.3 seconds - map details are obscured,

From 218.5 inches to the map end at 231.7 inches
the radar map terrain is a combination of land
and water and appears evenly illuminated except
land adjacent to water which is dark. Land
detail is good except near water. AGC monitored
on F53 follows the terrain.

The clutterlock goes from 40.5 volt to +0.1, at
the PRF change and start up at 23867 seconds and
reaches +0.5 volt at about 23897 seconds. It
remains between +0.5 and +0.8 volts for the
remainder of the operate period.

Payload Operate OFF

Payload warm-up OFF

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3.163 Power Conversion Equipment Performance
Vehicle and Payload Power Conversion Equipment performance was normal

throughout the flight. The switching of the payload conversion equipment
was executed as programmed. All output voltages were within specification
except during payload operation on the last payload operating pass, Orbit
72. During thie pass, the batteries were nearly expended and the internal
resistance was relatively high. For this reason, the battery voltage
dropped below 22 volts during the high-current payload operating period
causing the Power Conversion Equipment to fail to regulate properly. The
low buss voltage effect upon the 2 KC inverter was most severe as shom

in Table 3ele1. Payload read-in data was satisfactory during the pass,
however, until 22653 seconds System Time when an Attenuator 7 command wes
sent. As a result of this command, it is impossible to evaluate payload
data subsequent to this time. The buss voltage at 22653 seconds when data

was lost was 18.6 volte.

3.1. Discussion of Abnormal High Voltage Loads at Orbits § and 9
Analysis of 2395 flight data indicates a series of high voltage disturbances

during the first two payload operating orbits, NHS Pass 8 and VIS Pass 9.
The diaturbances are of two types: Type I is a brief pulse of excessive
high voltage supply output current coincident with a slight decrease in
high voltages Type II is a sustained disturbance, lasting 12 seconds at
Orbit 6 (refer to Figures 3.1.2 - 3.1.5). These indications are
noticeable by virtue of the amplification md delayed decay characteristics
of the peak reading monitors, C-283, and C-26h.

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Paragraph Nos

3e1

32

303

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306

307

3.8

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PART IIT
Table of Contents

Title

Introduction

Electrical Power Subsystem
Attitude Control Subsysten
Conmand and Control Subsystem

Radar Payload
Pass Summary Log
Pass Analysis
Telemetry Schedule
Telemotry Data

Positioning of the Return Pulse in the
Range Gate

Terrain Reflectivity
Direct Konitoring of Payload Radlation

Thernodynanics
Vacuum Measurements During Flight
Recovery Subsystem

Satellite Control Facility

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1-2

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WEDL Temperature and Frequency Response - Wide band data link frequency
response is influenced to some extent by temperature. Frequency response

curves for room temperature and 100° F are shown in Figure 3.3.2 and 3.3.3.
WEDL Exciter temperature ranged from 69° to 77° so that the curve of Figure
3.302 is valid for this flight.

3e3eh Tracking and Acquisition Subsystems
Tracking - The S-band Beacon and 400 me acquisition transmitter both

performed properly throughout the operation.

Acquisition - Apparent out-of-spec center frequency drift by the 100 mc
acquisition transmitter occurred.

This problem was reported by NHS, but upon investigation, the station found
that the local oscillator crystal in the ground receiver was off frequency.

3-3

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Pass 16 - Power Data

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3ehe2.2 Orbit 9 South to North Pass ~ VIS
Recovery capsule data film analyzed.
Vehicle Target Geometry (S-Look) ot VOLTAGE
o System time in seconds: 2952h.2 4 8
© Vehicle flight path location: 3..00°N 39022°N
110.73°W 107.17°W
o Vehicle altitude: 138.891 MM 138.289 NM
© Radar look points 32.5620 39.810N
112.51," 109.21 °W
o Radar target slant range: 171.265 NM = s-170.4567 NM
o Radar map swath length: Approximately 70 NM

Rader Map Scale Factors
© Measured radar map length = 221.3 inches
© Measured data track film length = 588.5 inches
© Slapsed payload on time = 117.7 seconds
o Radar map azimuth scale = 1,88 inches/second

it = 1,88 inches/second

Radar Map Evaluation
The radar map begins about 53 nautical miles south of Phoenix, Arizona.
On the map the near range is lighter than the far range.

At 70 inches of recorded imagery the PRF is changed to Step 5 where detail
ie lost in the center of the map.

4-26

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o Quantitative comparisons of the radar map were not made with
USGS maps for the purpose of measuring distance or speed.

o Identification of major land marks such as rivers and roads
can be made without difficulty, Terrain changes corresponding
te AGC changes shown on F53 can be easily identified by
terrain and telanetry time.

Operating Chronology in Teleneter Mme
System Time Function and Effect

Payload Warm-Up ON - PRF on Step 8,

Payload Pre-Operate ON.

VTS acquired VHF and Wide Band telemetry.
68586.7 PRF changed to Step 9.
68595.0 PRF changed to Step 10.

Payload Operate ON ~ Filn Drive ON

© “Rabbits on the data track film increased in

| signal strength until high voltage ON.

rc 68653.5 Payload High Voltage ON.

! o There were no anomalies noted on the data track
| [ film except for 10 inches of fog starting at

~ approximately 68733.7 seconds,

if 6873.0 Payload Operate OFF = Film Drive OFF.
| : Payload Warm-up OFF,

[ Telemetry OFF,

(

[ 4-35

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PROGRAM

VEHICLE 2355 SYSTEM REPORT (U)

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VOLUME III - FLIGHT PERFORMANCE

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32010 Orbit 6 North to South Pass = NHS Wide Band Data Link film

analyzed.
Vehicle Target Geometry (S=Look) HIGH VOLTAGE
a OFF
© System time in seconds: 5696428 5752.2
© Vehicle flight path location: ik.GON 68.21°W 33.5 in. 61.78 W
o Vehicle altitude: 128.645 nore 127.836 nome
o Radar map look: 45.53°N 86.27°W —34.06N 80,10W
o Radar target slant range: 158,514 157.506 nem.
o Radar map swath length: Th6 name

Radar Map Scale Factors

© Measured radar map length = 351 inches
o Measured data track film length = 930 inches
o Elapsed payload on time = 187.) seconds
o Radar map azimuth scale = 1.873 in/sec.

Hy - 1-873 in/sec.

Radar Map Evaluation - The radar map quality was excellent, from wide band
data link film. Two areas of good resolution are: Columbus, Ohio at 57058
seconds and Lockbourne AFB at 57060 seconds.

The PRF was never more than one step from optimm during the pass. The 3
corrections made during the pass were in the proper direction (Steps 6 and
7 were used during High Voltage ON). Rabbits observed on the Data Track
Film did not appear on the radar map. The "Glitches" (loss of data) that

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Pass 47 - Power Data

4-135

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3olt03 Te. Schedule

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This listing of telemetry point numbers end titles is provided as reference

for use with the telemetry data contained in the report.

Pel
F-3
Fey
Fs
F-7

F-10
Fell
Fel3
Poly
F-16
P-17
¥-18
F-20
F-21
F-22
F-23
F-2h

TABLE

NOMENCLATURE
+23.5 VDC Monitor
-23.5 VDC Monitor
300 YDC Monitor
+28.3 VDC Regulated
400 CPS 39 gAB Volts
400 CPS 36 cB Volts
2KC Voltage Moniter
10KV Voltage Monitor
2KV - RF-IF
Klystron Mlament Volt
4.5 KV Monitor
Inverse - Current Mon.
Kyetron Waveform
Deflection Current
Temp - 300 WDC Power Sup
Temp - Control Unit Case
Temp - Video Amp
Temp = Gate Sequencer
Temp - Sux Pulser

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Pass 14 - Clutter Lock and Gyro Outputs

4-112

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System performance is compared against predictions, and the performance
accomplishments and achievements are enumerated,

The report is therefore, in addition to a flight repart, a total

summary of the composite effort associated with the preparation and
operation of this system. From the system evaluation certain conclusions
and recommendations are formated which are intended to be useful for
later work on similar systems.

Through the medium of the detailed information contained in this
report, it is intended to properly acknowledge the efforts of all
those who were instrumental in managing and conducting a program which
produced a completely successful mission with the first flight of a
new payload vehicle system.

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Pass 72 - Power Data

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TABLE IT
2395 RECOVERY SYSTEM PERFORMANGE DATA

SUITTIARY

A successful air catch recovery was made on Orbit 33 on 23 December 1961.
The impact point was within tolerance. All re-entry event times were
within tolerance and appeared normal. The condition of the recovered
capsule was satisfactory. A post-flight recovery sequence was conducted.
No ananalies were revealed and no teste are pending.

GENERAL

Recovery System Serial No. 588

Blossom Telemetry Serial No. 62

Launch Date 12-21-6)
Recovery Date 12-23-6h,
Impact In Tolerance
PERFORIALCE

The performance of the recovery system was normal and all events occurred
within tolerance. The following is a sequence of events and event tines:

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appeared on the Data Track Film, during High Voltage ON, appeared as light
streaks 0.11 to 0.16 seconds wide across the radar map. Black streaks,
which appear to be due to processing, are scattered throughout the radar
mape AGC (Position 1) was used during the pass, The AGC range (F-53),
during the pass varied from -90.l) dbm, over Lake Michigan, to -76.8 dbm
over land targets. Mixed water and land targets caused the AGC to call for

too much gain resulting in land returns over-driving. This is especially
apparent. at North Monitou Island, Michigan, at 56972 to 5697 seconds, when
the AGC was set for -86.) dbm.

Roll gyro output varied fron -.02° to +.1°, pitch gyro output varied fran
+13° to +.18° and yaw gyro output varied from -.15° to 0° during the pass.
The clutterlock integrator output changed from -.0L° to +h.0 VDC in the
firet 17 seconds after High Voltage ON end then changed approximately
linearly to +2.0 VDC at High Voltage OFF.

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15
10 (e) - CALCULATED ROLL DISPLACEMENT (USING. yd)
oO — HORIZON SENSOR ROLL OUTPUT
@ — CALCULATED ROLL DISPLACEMENT
-—° —O-0~9__ oo
0.5 }— @,
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DEGREES

v4
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0.5
-10 | | |
300 400 500 600 700
(SEC)

FIGURE 3.2.9 ROLL PARAMETERS VS. SYSTZM TIME (PASS 9)

2-16

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.
TABLE II (Continued)

SPIN RATE 70.5 RPM
RETRO VELOCITY 1270 Ft/Sec.
DE-SPIN RATE 10.8 RPM

PHYSICAL CONDITIC#

The condition of the recovered capsule was satisfactory with damage limited
to localized aft cover blistering of paint due to the re-entry thermal
environment. Diagrams showing the location of and temperatures by temp-
Plates installed on the capsule are enclosed.

POST=FLIGHT TESTING
A complete recovery sequence was conducted on the recovery system. All
functions occurred within tolerance. No further testing is pending.

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34.2.6 Orbit 25 South to North Pass - VTS

Kacovery capsule data fils analyzed.

Vehicle Target (ieometry (S-Look) TMH VOLLAGE
ON OFF
o System time in seconds: 29106.2 29266.0
o Vehicle fli ht path location: 32077°N 42.42°N
122.52 107.36°W
© Vehicle altitude: 138.018 NH 137.209 NM
© «sadar look points 33-31°N 43.13°N
104.279 109.36
o Radar tarzet slant ranje: 170.159 NM 169.166 NM
© Radar map swath length: Approximately 639.2 nautical
miles.

Radar Nap Seale Factors
o Measured radar map length = 301 inches.
o Measured data track film length = 799 inches.
© Elapsed payload on time = 159.8 seconds.
© Radar map azimuth scale = 1.885 inches/seconds

Fa = 1.885 incnes/second,

Radar Map Evaluation
The first 3.5 inches of radar map lacks detail in light returns.
AGC monitored on F53 follows this pattern.

From 3.5 inches to 52 inches the radar map detail and illumination
is good. From 52 inches to 84.3 inches the far-half of

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The results of calculations of target-field reflectivity will be tabulated

ee

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have good detail except for a) an area of increased reflectivity on the
south shore of Lake iichigan, b) land areas adjacent to water and c)

2.8 inches of fog on the data track film.

(uantitative comparisons of the radar map and USGS maps were not made.
Points can be located on the radar map withes+ atfficulty. Major land
marks such as roads, rivers, communities, and airports can be identified

without difficulty.

Operating Chronoloyy in Telemeter Time

System Time Function and Effect

Payload warm-up ON - PRF on Step 11
Payload Pre-operate ON
NHS acquired acquisition beacon
VHIF-IM and Wide Band telenetry ON
Payload Operate ON = Film Drive ON
"Rabbits" on data track film, until high voltage
on, in varying strengths depending upon doppler
history strength - no apparent effect on radar
mape

2383307 Payload High Voltage ON
The first 14. inches of radar map covering land
only was produced with the PHF on Step 11 and is
calculated to be approximately 94 nautical miles
in length. The detail is generally good. There
is a light streak in the middle of the far-half

4-37

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cl

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ORBIT 8

. . HIGH VOLTAGE SUPPLY

C274 INPUT CURRENT

\

97a

PAYLOAD BATTERY CURRENT

_

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—_—_eeee .
ca VEHICLE BATTERY CURRENT
\ 87a -
‘IRP HTR CYCLE,
24260 24270 24280
tat
Figure 3.1.3
1-8

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Table 3.5.2
EQUIPMENT OPERATING TEMPZRATURES

Temperatures (°F)

Equipment Aotual Predicted

PAYLOAD EQUIPMENT RACKS

Payload Power Supply 62/70 70/80

type X de/de Converter 12/79

2 ke Inverter 64/68 60/78

400 cps 3 9 Inverter 66/67 48/69

Payload Box Nos 3 75/90 71/81

Payload Box No. 80/8L, 67/74

Payload Box Noe 5 62/65 66/71

Payload Box Noe 6 79 61/71

Payload Box Noe 7 62/92 nls
BTL GUIDANCE RACK

Type X de/de Converter 12/75 69/85

Type VIII Transmitters 6h/7h 59/7
FORWARD RACK

VHF Multdcoupler TW/79 82/96

S-Band Beacon 58/72 79/99

Type XII Inverter 75/82 96/106

Q-wWatt Traneuitters 7/89 90/100

Tyne IX do/de Converter 80/82 73/84
AFT RACK

Nitrogen Gontre) Gas .108/LL7 68/88

Lifeboat it Cont;

Hlestronies 2/32 20/45
Acquisition Tranamitter 6 20/45
Lifeboat Control Gas 49/67 0/60

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PASS LOG
PASS # 16 STATION KTS, VIS TIME 105h/1102(PDr) DATE: 12-22-64
NS pvenr SEQUENCE
SISTEK EVENT OR COMMAND REMARKS
68232 Brush 7 and 6 - Payload Warm-up ON
502 Brush 9 and 10 = Payload Pre-Operate ON
68520 VIS Acquire Delta 1, Delta 2 and Delta 3
6858h BOD = 2 PRF to Step 9
Soh . 4 PRF to Step 10
68645 o 16 Payload Operate ON
TL nah Payload Operate OFF
68978 Brush ) = Payload OFF
990 Brush 2 - ALL OFF

TOTAL ON TIME: 96 sec.
GENERAL COMMENTS :
1. Did NOF turn control over to PAC.

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4-124

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The PEF was never more than one step from optimum and the two corrections
made during the pass were in the proper direction (steps 8 and 9
utilised),

When the PRF was set at optimm a dark streak, approximately 20% of the
swath width, appeared in the center of the Radar Map. More attemation
was needed at the center of the STC curve to match the radar antenna
pattern.

The Radar Map has six (6) sections each approximately one half (.5)
second wide where the data is blurred (Ref. Operating Chronology).
The blurred sections appear to be processing problems.

Glitches and Rabbits observed on the Data Track Film did not appear
on the Radar Map.

AGC was used for the entire pass. The range of the AGC during the
pass was from ~96.8 to -7l.l, dom. The largest abrupt change was 18.)
db at the water-land interface at Albert E. Sleeper State Park,
Michigan: Time 57430 seconds.

Ghost images of strong Cleveland, Ohio, targets appeared .68 seconds
before the main lobe targets appeared at 5771.5 seconds. The AGC
change at the Cleveland land-water interface was 15.6 db. The ghost
targets appeared before the AGC reduced the receiver gain.

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Pass 30 - Power Data

4-123

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System Time

‘SECRET-SF2Cu:

AC 01,306

L ANDLING

Function and Effect.

2956125

29853.h

295926

Details of Phoenix appears generally good except
for the near 1/3 of range which appears lighter
than optimum, At 36 inches of map the overall
illumination becomes more even.

PRF changed to Step 5.

"Rabbits" recorded on the data track film for

one second not observable on the radar map.

A radical change occurred in the radar map.
Far range imagery is recorded in the near range.
There is a very light streak centered 1,3 inches
from the near range edge with an apparent loss of
continuity (see Para. 3.1.5, Positioning of
Reflected Energy in the Range Gate).

PRF changed to Step 6,

At 111 inches the far range detail moved toward
the near range but the amount of movement is
difficult to measure due to a lack of detail, It
still appears that the extreme near range informa-
tion belongs in the far range.

PRF changed to Step 7.

At 128.5 inches of map the information moved
approximately 0.3 inch toward the near range.

The first 1/4 of neer range information appears
to belong in the far range.

4-28

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corresponds to a range change of about 0.65 nautical miles which is
equivalent to a ground range of 1.13 nautical. miles,

Figure 3.2.10 illustrates the method used to determine roll attitude.
Initially, the post-flight best fit S-Look is used to plot the centerline
of the ground range. This plotted line would correspond to the ground
intercept of the antenna boresight axis for perfect attitude control (no
bias uncertainity and no limit cycle). The observed roll gyro attitude at
the time in question is then converted to the equivalent change in ground
vange. The S-Look plot is then moved to the new position and the bias un-
certainty allowance is plotted. The + 0.4° bias uncertainty is equivalent
to 21,28 nautical miles. The radar map is examined to find the center of
the actual swath. ‘This line is then plotted along with the +1.13 nautical
mile accuracy assumed.

The manner of evaluating the resulting data could take many forms. Con-
sidering the limitations of the method used and the fact that there is no
compelling reason to’go beyond an approximate analysis, it was decided to
present two simple comparisons. These are tabulated in Table 3.2.3. The
column titled Swath Center Offset gives the roll bias uncertainty equiva-
lent to the difference between the adjusted S-Look swath and the actual
swath center. These figures are correct if it is assumed that the PRF was
set correctly. The column titled % Overlap gives the percentage of the
actual swath tolerance band which overlaps the adjusted S-Look tolerance
band. They may be thought of as a degree of probability that the roll bias
uncertainty was within 10.4 degree.

2-22

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LATA RR eR

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Pass 47 - Video Level and Gain Data

4-134

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Philco Wide Band Receiver. The Type VIII transmitter in the vehicle is an
all solid-state device except for the final output traveling wave tube (TWT).
Frequency modulation of a 70 Mc/s VCO is accomplished by means of a solid-
state voltage controlled capacitor (Varicap). Tha deviated carrier is then
multiplied up to S-Band by means of Varactor harmonic generators and tran-
sistor frequency miltipliers. The output TWT produces a power of 10 to 12
watts, depending on temperature and power supply voltage. On the ground,
this radiation 1s picked up by the 60 foot parabolic tracking and detection
({T and D) antenna. Located at the focus of the antenna is a parametric
amplifier (paramp) which can provide up'to 36 db gain. The antenna has two
tracking modes; a 375 Mc/s beacon and a 2.2 Go/s autotrack mode. For the
Vehicle 2355 operaticn, the antenna was operated in 2.2 Ge/s autotrack. The
Philco Wide Band Receiver is mamally tuneable between 2.2 and 2.3 Ge/se No
AFC is incorporated, requiring mamal adjustment during a pass to compensate
for transmitter frequency drift and doppler shift. Since the 7 and D build-
ing is located at each site approximately 1000 feet from the screen roon
areas in which the ground recorders (GBOE) were located, it was decided to
transmit the WB data at IF (100 Mc/s) from the T and D Building to the DA
and P Building and have the receiver discriminator and video distribution
amplifiers located only a fow feet from the GBOE. This procedure eliminated
any need for providing amplitude and phase equalisation for the long coax
line between buildings.

Preliminary link calculations indicated that the system equivalent noise
temperature referred to the paramp input was .25°K, which equals a noise

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3.2 Pass Analynis

This paragreph contains the basic data teken from telemetry
records, doppler data film and correlated radar imagery,
arranged in a time sequenced format for each of the fourteen

active payload passes.

Bebe3 Schedule
This paragraph contains a basic telemetry listing.

Behe T Data
This paragraph contains basic telemetry data.

3-he5 Positioning of the Return Pulse in the Range Gate.
304.6 Terrain Reflectivity.
3ehe7? Direct Monitoring of Payload Radiation.

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System Time Function and Effect

62497.6 Glitch. 0.13 seconds on doppler film, 0.2 inch
on map. Cause unxow,

62500.2 Chane to PaF Step 5, istimated data loas 0.9
inch. Amount questionaodle due to nature of
terrain wiich was nearly devoid of targets in
this area. Data quality higher at far range.

62506.3 Glitch. 0.97 seconds on doppler film, 0.1 inch
on map. Cause unknown.

62510.2 Change to PRF Step 6. 0.6 inch data loss. Data

: legible across entire swath but lighter at near
range.

62515.5 Glitch. 0.05 seconds on doppler filn, 0.2 inch
on map. Data usable through glitch. Cause
unknown.

62517.0 Glitch. 0.08 seconds on doppler film, 0.2 inch
on map. Data useable through glitch. Cause
unknown.

62520.0 Glitch. 0.01 seconds on dopoler film, barely
discernable faint line on map. Cause unknown.

62520.1 Glitch. 1.2 seconds on doppler film. Data lost
for 2.0 inches on map. Cause unknown.

62521.3 Ground based recorder shutoff.

62523.6 Ground based recorder turned on. Map data

resumed for 1,1 inches,

4-70

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PASS LOG

PASS #1 STATION KTS, NHS TIME O751-KTS(PDT) DATE: 12-22-64

EVENT SEQUENCE
SYSTEM EVENT OR COMMAND "REMARKS
57400 ; Brush 7 and 8 - Payload Warm-up
57669 Brush 9 and 10 = Payload Pre-Operate
57703 NHS Acquire Delta 1, Delta 2 and Delta 3
S719 BCD = PRF to Step 10
57888 * 16 Payload Operate ON
57915 . s To PRF Step 9 (by PAC)
57934, " 3 To PRF Step 8 (by PAC)
seaL2 sah Payload Operate OFF
58037 Brush l, ~ Payload OFF
5808 Brush 2 = Payload OFF

TOTAL.ON TIMEs 12h sec.
GENERAL COMMENTS :

1. Went to Payload Step 10 prior to Payload Operate ON.
2. PAC went to Step 9 and then to Step 6,

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Event

Liftoff

First Day
Actual
Prediction

Second Day
Actual
Prediction

Third Day
Actual
Prediction

Fourth Day
Actual
Prediction

Fifth Day
Actual
Prediction

ACOL306

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Table 3.5.1
TD BATTERY OPERATING TEMPERATURES

Battery Temperature (°F)

Battery No. 1
Payload Battery No. 2, No. 3
58 58
58/73 58/70
75 1)
3 70/72
76 6
73/79 72/78
7 7
79/81 75/77
79 81
a 77/78
81 83

5-3

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3.h.1
PASS SUMMARY L0G Day 1, 2, 3
Pass Sta, Dir, faleced OF i Significant Events
x
Started pass in PRF Step 14, PAC
8 NHS S-H 120 120 then stepped to PRF 13, to PRF 12,
to PRF 11, and finally to PRF
Step 10.
9 WS SNH 12, hh Started pass in PRF Step 10. PAC

then stepped to PRF 5, then to
PRF 6, to PRF 7, to PRF 8, and
then to PRF Step 9. .

1, WHS NS 12h 368 Went to PRF Step 10 before payload
operate. PAC then went to PRY
Step 9 and then to PRF Step 8,

46 WS WS 9% hbk Went to PRF Step 10 before payload
operate. Did NOT turn control over
to PAC.

NES S8-N 1300 594 Went to PRF Step 12 on Pass 23.
PaC went to PRF Step 10.
vIS SN 166 760 Went to PRF Step 11 before payload

Operate. PAC went to PRF Step 10
and then to PRF 9.

30 «NES N-S)s 223—t—«#*98SB! Went to PRF Step 8 before payload
. Operate. PAC went to PRF Step 9,
then back to PRF Step 8 Total of
16.4 min. operation up to recovery
xTs
33 HES N-S - — RECOVERY Pass
MS = SSN sd09s:1092 Went to Attenuator Step 2, then to
Attenuator 3,
VIS. SN 16 1238 Went to PRF Step 9 and Attenuator

Step |, before payload operate.

“SY

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and O during payload operate.

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The capsule status telemetry paint displays for F-91 and F-99 are shown in
Para. 3.¢ These indicated normal film transport operation. The cassette
temperature was controlled by two 10-watt heaters in series, yielding 5
watts power dissipation, with a thermostat setting of 52°, The cassette
temperature, monitored by F~97, was 73°F on Rev. 8 and decreased to LF
on Rev. 25.

3.7.2 Weights
The capsule weight was increased to 120 pounds parachute suspended weight,

as described in Para. 1.6. The capsule weights were:
Separation Weight 306.85 lbs.
After Retro Weight 223225 lbs.
Weight on Parachute 120.00 Ibs.

The corresponding descent rates on the parachute were:

Altitude (Feet) Descent Rate (Ft/Sec.)

5h, 300 Parachute Deployment
35,000 32.8
30,000 29.5
25,000 27.0
20,000 29
15,000 23.0
10,000 21.2
5,000 19.6
Surface 18.0

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ACOK306

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PRF Step 9 begins at 39.5 inches on the radar map, the detail is good and
the illumination is good, This PRF produced the best portion of the
imagery for Pass 1h.

At 72.5 inches PRF Step 8 begins ani the map has the same general appear~
ance as with PRF Step 9 except for a dark strip in the extreme far range.
The same general appearance is maintained for the remainder of the map
which ends over the Atlantic Ocean near Pamlico Sound, North Carolina,

Major land marks such as roads, rivers, and commmities can be identified
without difficulty.

Operating Chronology in Telemeter Time

System Time Function and Effect

Payload Warm-up ON = PRF on Step 10.
Payload Pre-Operate ON.
NHS acquired VHF and Wide Band Telemetry.

57889.7 Payload Operate ON.
"Rabbits" recorded on the data track film with

no apparent effect on the radar image.

$7896.7 Payload High Voltage ON.
an "Rabbits" on the data track film disappear.
5727.6 PRF changed to Step 9.

rq

The radar map information moved approximately 0.25
inches to the far range and to the

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System Time Function and Effect
Station Fade
Telemetry OFF

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TABLE 3.3.1

LINK CALCULATION
UHF WIDE BAND DATA LINK

GAIN
Transmitter Power 10 dow
Transmit Antenna 3 db
Receive Antenna 48 db
61. dow
1088,
Receive Antenna Feed Line 0.9 db
Vehicle Line Loss 1.5 db
Space Loss, 770 nm. slant range,
5° Elevation 162.5.ab
Polarization Loss 3.0 db
Propagation 1.0 db
168.9 db

Received Signal = -108 dow
or ~ 78 dom

Receiver Noise
Power = = 99 dom

IF Si = 21 db

iB sh- ore 3 BES

fn = noise bandwidth of output low pass filter = 9.5 mc
fd = transmitter deviation = 6 me

Bif = receiver IF bandwidth = 28 me

sO (PK ) 6)? 2 oc
Sis) ~ Wo 3 lof) Pe LT ay)

= 5.5 db + 21 db = 26,5 db
3h

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Attenuations 0 and 7, respectively, the only useable map data was
produced during Attemation 1. The AGC varied within rather narrow
limits (6 db) although the swath crossed land/water boundaries at
least twice.

Although the maximum look angle (elevation of satellite above the
tracking station horison) was less than 5 , the resulting marginal
WBEDL parameters apparently did not decrease the quality of the map.

Operating Chronology in Telemeter Time

Systen Time Function and Effect

22562.7 Ground Based Recorder ON = rabbits on doppler,
not on map.

22582.4, Glitch on doppler, 0.15 second data loss,

unknown cause, dark streak across map.

22610.0 High Voltage ON = map data starts slightly
washed out and gradually develops good detail
in 2 or 3 seconds. Look angle from tracking
station 1s 3.8 above horizon. PRF in Step 8,
Attenuation in position 1 (AGC). Map symmetrically
illuminated about center of swath. Slightly
darker at each edge. Swath 9.6 NM wide, mapping
flat terrain of Bad River Indian Reservation of

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S-Look readout data were used to establish an initial coordinate grid
describing the approximate look path on U.S. Geological Survey maps.
These coordinate values were then refined whenever possible by measure~-
ments from known target locations so as to optimize the scaling accuracy
used in time/function/position determinations.

S-Look values are computed from orbit ephemeris data which assume a
smooth, ellipsoidal earth model and do not consider the actual terrain
irregularities which, during Pass 47, presented variations in elevation
above mean sea level of from 4,00 ft at HV ON, through a maximum of
14,000 ft to 3800 ft at HV OFF,

Study of the effect of PF changes was facilitated by a complete display
of ali the PF steps on a single pass during which other payload
conditions were held constant and the terrain maintained approximately
similar characteristics,

During the active part of the pass (from northern Wyoming to western
Texas) commands were sent by VIS which systematically stepped the PAF
through all of the 16 values (ranging from 8215 CPS to 8735 CPS). ‘The
general quality of the radar map was good. As expected, the wrong PRF
settings had a pronounced result in image ambiguities, causing a
maximm data loss of approximately 50%. Dimensional instability of
the print paper used for the map was responsible for fairly large
discrepancies so that scaling accuracy was limited. A discontinuity
of data appeared very near the end of the pass due to a premature

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- System Time Functdon_and Effect
. on map but no evidence of rabbits.
2299.0 First legible terrain data on map - near edge

of range washed out,

229978 Clutterlock grounded - no positive identification
of effect on map.
23016.8 Change to PRF step 7 - identification on map

questionable but illuaination becomes more
uniform. Near range still lighter than far range.
23019.5 Change to PRF step 8 - 0.65 second data loss on
both doppler film and map. Illunination more
uniform but near ranges still lighter than far
range.
23088 .2 High Voltage OFF - rabbite stop on doppler.

coy

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m7

475

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3-763 Recovery
The recovery events and performance are given below in Table II. The

predicted impact point was 2i°N and 143° 38° W. The actual air catch was
made at 23° 38' N and 143° 15! W, approximately 23 nautical miles South-
Southwest of the predicted impact point.

The recovery area plot, and two views of the recovery positions, predicted
versus actual for views up range and looking across range are given in
figures 3.7.1, 3.762 and 3.7.3 respectively. The variations from actual
prior to entering the atmosphere are due to minor variations in alignment
from optimum during retrorocket thrust and to minor differences in total
thrust value.

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3.2.1, Orbit 72 South to North Pass - NHS

Wide Band Data Link film analyzed.

Vehicle Target Geonetry (S-Look)
o System tine in seconds:
0 Vehicle flight path location:

© Vehicle altitude:
© Radar look point:

o Radar target slant range:
o Radar map swath length:

Radar Map Scale Factors

HIGH VOLTAGE

ON OFF
22610.0 22687 3

48.7L0N S5.76N
88.72°W 19.20°W

135.228 NM 13.560 NM
L6oLLON 56.639
90.

TI 81.58°W
166.725 NM 165.876 KM
172 Nie

© Measured radar map length = 82.2 inches#
© Measured data track film length = 217 inches*
© Elapsed payload on time = 143.5 seconds*
o Radar map azimth scale = 1.89 inches/second

o- = 1,89 inches/second

* Lengths and tines measured between Aigh Voltage ON
and the change to Attenuator position 7 as no discernable
doppler or map data were obtained thereafter,

Radar Map Evaluation

The objective of the Pass 72 operations was. to provide comparitive
data on extreme gain settings of the payload radar receiver. Attenuation:
Position 1 (AGC), Position 0 (highest gain) and Position 7 (lowest gain)

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All of the above improvements resulted in a frequency response out to

7.5 Mc/s (-3db point) with a minimum of harmonic distortion (lees than 5%).
Sinilerly, the improved signal-to-noise ratio referred to in the above pare-
graph is believed due in large part to these improvements. The entire
anterma feed problem should be extensively studied so that a satisfactory
permanent fix can be achieved.

3.8.3 AMIE

The AMIE (Advanced Magnetic Information Equipment) is a wide band, rotary-
head, transverse recording tape recorder. Specifications called for a
frequency response of +0.5 to ~1.5 db over the passband of 30 c/s to

6.0 Mc/s. Teste made prior to and during the Vehicle 2355 operation indicat-
ed a high frequency response (referred to 500 Ke/s) of -2 db at .5 Mc/s,

7 db at 6.0 Mc/s and no response above 6.2 Mc/s. Analysis of the radar map
data indicated that this response was satisfactory for acceptable recording
of the raw radar map datas however, the quality was somewhat inferior to
that of the WEDL. The degradationis most noticeable in grey level rendition
of the correlated map, indicating dynamic range and signal-to-noise ratio
less than that of the WEDL. It appears, however, that the AMIE is operating
at ite maximum performance and that no further improvement can be obtained
without extensive redesign.

384 Little APE

The "Little APE" (Analog Photo Equipment) is essentially a non-framing,
adjustable film speed contimous recording camera mounted on an oscilloscope.
4& provision is made for simultaneously recording system time in dot-dash

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Pass 8 - Video Level and Gain Data

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Pass 9 - Power Data

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This report covers the span of time from the inception of the first
satellite borne radar system through the final evaluation of the on
orbit performance of the first flight. An objective review is attempted,
of the complete scope of activities associated with bringing a new
system into being and of the system performance during an essentially
nominal and troublefree mission.

From this review, it is hoped that the systens management and program
control parameters which were found to be effective may be properly
recognised and thereby enhance the organisation and conduct of similar

future activities.

The system definition and resulting configuration is reviewed in
retrospect, together with the problems associated with this Program
development and testing.

The engineering management concept and the test philosophy which wre
applied are outlined and restated, with the objectives of first recording
these, and then attempting to objectively analyse them for areas
susceptible to improvement. The Air Force - IMSC ~ Associate Contractor
team is defined, as it existed during the development, testing and
operation of Vehicle 2355.

‘The systen performance from launch through recovery snd thence to
battery depletion is evaluated from the primary aspect of payload operation.

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In attenuator Steps 3 and 0, terrain features and highway routes

were clearly visible.

In attenuator Step only major terrain features were visible. Railroads,

highways, etc. were not resolvable.

In attenuator Step 5 data detail is eliminated.

Some areas of interest:
Union Pacific Railroad through Delamar Mountains around Caliente.

System time 28736 through 287k).

‘The most dramatic area with land and water interface is the Great Salt Lake

area, at system time 28796 through 26803.

Operating Chronology in Telemeter Time:

System
Time

Function and Effect

2618
28417
28138
284L8
2819925
2852620
28656
2866007

Brushes 7 and 8 Payload Warm-up ON.

Brush 9 and 10 Pre-OPERATE ON.

VTS acquires acquisition beacon.

Telemeter links 2, 3 and wide band data link ON.

Change to PHF Step 9.

Change to attenuation ,

Payload OPERATE

HIGH VOLTAGE OW: Video monitor F70 indicates 1.1 + ok VDC
CRT light mon.F71 indicates 3.6 + .05 VDC

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Pass LOG
PASS #72 STATION NHS TIME 22h (PDT) DATE: 12-25-64
S-N
EVENT SEQUENCE
SYSTEM
TIME EVENT OR COMMAND REMARKS
22130 Brush 7 and 8 ~ Payload Warm-up
22100 Brush 9 and 10 = Payload Pre-Operate ON
22502 NES Acquire
22601 BCD - 16 Payload Operate GN
62h a 9 To PRF Step 7
630 i) 2 To PRF Step 6
22688 sak Payload Operate OFF
22764 Brush ) = Payload OFF
22813 Brush 2 - ALL OFF

TOTAL ON TIME: 687 sece

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PASS LOG
PASS #9. STATION VIS TIME 0009 (PDT) DATE: 12-22-64
SN

EVENT SEQUENCE
STSTEM EVENT OR COMMAND REMARKS
29021 Brush 7 and 8 - Warm-up GN
29290 Brush 9 and 10 - Payload Pre-Operate
29320 VIS Acq. Delta 1, Delta 2 and Delta 3
3 Tape Index (TPI)
29516 BOD = 16 Payload Operate ON
559 " 9 To PRF Step 5 (by PAC)
583 ® 5 To PRF Step 6 (by PAC)
592 " 3 To PRF Step 7 (by PAC)
él, " 8 To PRF Step 8 (by PAC)
619 " 2 To PRF Step 9 (by PAC)
29640 "ah Payload Operate OFF
29657 Brush ) - Payload OFF
29716 Brush 2 = ALL OFF

TOTAL ON TIME: 12h sec.
GENERAL COMMENTS :

1. Went into pass on PRF Step 10, PAC then went to Step 5, then 6, to 7,
te 8, and finally to 9.

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Pass 40 - Power Data

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The PRF was in Step 8 during the entire pass. The near range data was
lighter than the far range data. A comparison of the S-look data,
Geodetic Map and Radar Map, at 23159 seconds, revealed that the PAF
was approximately 2 steps higher than optisum at that time.

Rabbits observed on the Data Track Film did not appear on the Radar
Map. The Glitches (loss of data) that appeared on the Data Track
Film after 2313.8 seconds appeared as a light streak approximately .2
second wide across the Radar Map.

The Radar Map has 3 sections approximately .5 seconds wide where the
data is blurred. These blurred sections appear to be processing
problems, on this copy of the imagery.

AGC (position 1) and Attenuator positions 2 and 3 were used during the
pass. Position 3 yielded the best data.

Roll gyro output varied from -.05° to -.01°, pitch gyro output varied
from +.15° to +,1° and yaw gyro output varied from -0.5° to +.2° during
the pass. After 23430 seconds the Clutterlock Integrator output was
42.0 to +3.33 VIC.

Operating Chronology in Telemeter Time
System Time Function and Effect
PRF in Step 8, Attenuation in Position 1 (A0C)

22998 Brushes 7 and 8. WARM-UP ON. -
23266 Brushes 9 and 10. PRE-OPERATE ON.

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Yaw displacements were calculated in the same manner as the pitch displace-
ments had been. (Yaw rates are higher than roll rates so it was reasonable
to exclude the $ W, and the Va terms.) There was reason to believe that
an external torque existed in yaw also. For this reason a steady state
rate was superimposed on the calculated body rates. The curves produced
are shown in Figures 3.2.6, 3.2.7, and 30208. The yaw displacement did not
exhibit the consistency from pass to pass observed on the pitch curves. It
may be observed that the average yaw rates during Horizon Sensor disconnect
are lower than the average yaw rates while the Horizon Sensor is connected.
The average yaw displacement during these three passes was 0.6), degree.
Using:

w° YW,

The average change in roll rate due to this changing yaw attitude may be
calculated. This average change was found to be 1.0m °/a. This is too

small a change to be useful in evaluating roll attitude,

The next approach, in an effort to dtain roll attitude, was to request
fran another subsystem a point in time when a yaw error was suspected.
This data was then used in the following expression:

4 * ty + VO - Ky Hy
This {s essentially eq. (6). Data for Figure 3.2.9 were calculated, The
plot without the " Y er correction was also included on the figure. Neither
plot exhibited good correlation with the roll output of the Horizon Sensor.

The last attempt to establish absolute attitude data was based upon the

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of the accidental similarity between the step mmbers and their equivalent
BCD command numbers. In addition, this was also the first pass for VIS
resulting 1n increased nervousness and tension for all operating personnel.
Twenty-three seconds elapsed before the "A-scope watcher" realised that an
error had been made and that PRF step 5 had been commanded. He then quickly
commanded in sequence steps 6, 7, 8, and 9. The last step was reached just
prior to turning the payload off.

This gross error in PRF commanding served to illustrate two points. First,
it showed that some form of automatic PRF control is essential. The mamal
PRF command philosophy used for this operation was cumbersome, prone to
error, and impractical for an operational situation. Second, it provided an
interveting and instructive demonstration of the precise effects of incorrect
PRF and of PRF changes on coherent radar mapping technique.

308.8 S-Look Program

The S-Lock computer program was produced to quickly determine the ground
position of the vehicle look point from a known vehicle position. The
program was so written that it may be used in conjunction with other pro-
grams which determine the vehicle position from known orbit parameters.
Figure 3.6.8.1 gives a pictorial illustration of the S-Look geometry. The
geometric relationships used in the program are sham in figure 3.8.8.2.

The S-Look program is used first to determine the position of the ground
swath for a nominal orbit. This result is used in all pre-flight planning.
The primary use of the program occurs during the flight. It quickly locates

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FIGURE 3.2.3 PITCH ATTITUDE VS. SYSTEM TIME (PASS 25)

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3.4.2.9 Orbit 1 South to North Pass = VTS

Wide Band Data Analysed

Vehicle Target Geometry (S-Look) RIGH VOLTAGE

o System time in seconds: 2866047 2680149

o Vehicle flight path location: ne? y rah X

© Vehicle altitudes 1372506 nom, 1364781 nom.

© Radar map look: 32.80 N 41.40 N
116.66 W 122.45 W

o Radar target slant range: 116.952 116.8639

o Radar map swath length 558n.me

Radar Map Scale Factors:
o Measured radar map length = 263.8 inches
o Measured data track film = 705 inches
o Elapsed payload on time = 141.2 seconds

o Radar map azimuth scale © 76308 = 1,86 inches/second

Radar Map Evaluation:
PRF Position 9 was selected prior to payload OPERATE command and was un=-

changed during the active portion of the pass.

The radar map has two sections approximately 0.75 sec. in width, that are
blurred in azimuth centered at 28760.2 sec. and 28801.5 respectively.
These blurred sections were believed due to processing.

The attenuation was commanded through Position 5, 4, 3, and O respectively.
All changes in attenuation were clearly visible.

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Pass 16 - Clutter Lock and Gyro Outputs

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Pass 24 - Clutter Lock and Gyro Outputs

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Pass 30 - Video Level and Gain Data

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TABLE 3.2.2

Pitch and Yew Body Rates
During Horizon Sensor Disconnect

Pass -8- = Wo Ws ot
8 0.0 2.89 120
9 1.97 2.98 12h

uy 1.68 2.92 1h
16 0.9 4.05 96
2h 3203 2.74 130
25 1.55 1.50 166
30 1.59 2.36 223
ko 0.1 2.98 109
yu 0.22 2.50 146
46 1.82 0.62 19h
uy 1.92 2.62 179
%6 3.20 1.22 105
St ~ Ooh 2.47 172
2-20

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Pass 41 - Video Level and Gain Data

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the actual look points from the true orbit parameters. The true position of
the swath width is necessary for the flight operation to determine the pay-
load operate times. It is also used to position various celibration arrays
which mst be accurately placed with respect to the swath width.

It makes only two assumptions in its derivation. It assumes an elliptical
earth with an eccentricity of .00336, and a smocth, sea-level surface. The
deviation of the true shape of the earth from the elliptical model is
insignificant because of the relatively short distance from the vehicle
ground track to the swath width. However, the assumption of a smooth, sea-
level surface will introduce small errors in some cases. These errors are
approxinately:

elevation © look point x cot V

The total error of the look point position depends on many paraneters other
than the S-look iteelf. The main areas of error are vehicle attitude and
PRE step. These are discussed in Sections 3.2 and 3eh.

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System Time

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Operating Chronology in Telemeter Time

Function and Effect

6235063

62361.9

6237064

62380.5

62390.2

621,00.5

High Voltage ON. (PRF setting on Position 6,
Attenuation Position 1, AGC.) Terrain data
require about 0.2 inch to exhibit full. detail.
Near range lighter than far range.

Change to PRF Step 7. 1.2 inch data loss. This
appears to be the best PRF setting for this slant
range (S-look = 158.3 NM) with terrain averaging
about 5000 ft above sea level. Near range some-
what lighter than far range.

Change to PRF Step 8. Two data losses, 0.2 inch
and 0.4 inch separated 1 inch apart. Data faded
slightly at far range.

Chanze to PiF Step 9. 1.6 inch data loss, Far
range data showing wash out of all but prominent
targets.

Change to PRF Step 10. No data loss. Far range
data nearly gone.

Chanye to PRF Step 11. Two data losses 0.2 inch
wide, 0.6 inch apart. Washed out area shifted
toward near range with a few far range targets
reappearing. Transposition of near- and far-
range data probably starts here.

468

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and t'3 represent the end of the film record.) This condition, which
eo causes a loss of useful data is discussed also in Part I, under Positioning

‘ of the Reflected Energy in the Range Gate, Para. 1.6.

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These regenerated CRT sweep triggers for the GBOE are produced by a time
averaging circuit which generates pulses at the time-integrated average
received sync pulse rate rather than the instantaneous rate. Since this
circuit necessarily has a time constant associated with it, there is a short
(1-2 seconds) period of time after the payload is turned on or the PRF
changed when the CRT triggers are not being produced at the correct rate,
thereby causing meaningless data to be recorded. It 1s recommended that this
circuit be studied and modified to minimise this tine constant.

Analysis of the rew radar map data and the correlated map indicate a strong
need for better identification of data material than that used for the
Vehicle 2355 operation. For this operation the rew data film on the ground
was identified as to pass number and origin by a 6 ~ bit binary code display=
ed by six small incandescent data lamp traces along the edges of the date
film. No system time was recorded on either the ground film or the vehicle
film, making precise analysis of the data very difficult. It is strongly
recommended that system time in binary form be recorded on both ground and
vehicle data for future operations. In addition, the correlator should be
equipped with a eystem of time decoding and Te-recording so that the cor-
related map will also have system time displayed.

308.6 TM Display Panel

The TTM Display Panel was built to display in realtime 13 critical TM points
associated with the paylosd. The points were as follows:
o PRE Bit 1 -FL2

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m7

Attdtude Date (Con8'd)
Yaw Gyro Outputs (Low) .
Roll Gyro Outputs (Low)

yO

The voltage tabulations of Tables 1 through 5 were taken from the
AUGIE data received in the STC during the mission. Minor data dropouts

om

were experienced. Table 9 contains the analog displays of 12 significant
parameters for each payload operating sequence, displayed againat system
time reference, grouped as indicated. :

NOTE 1: Table 9 is contained in Pages -10h, to k-1i5 inclusive.

oe eee Gee ee

NOTE 2: F-60 ordinate values range between +5000 cps and -5000 cps.

—y

(Actual CPS x 1073 gives ordinate.)

te NOTE 3: Payload High Voltage ON and OFF command times are shom by
arrows at top of pages in Table 9. Approximately a 6.2
second delay occurs in the High Voltage Power Supply after
ON command before High Voltage is present.

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Pass 41 - Clutter Lock and Gyro Outputs

4-130

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PASS LOG

PASS # 33 STATION wry » TS TD® 1216-K1S (Por) DATE: 12-2361,

EVENT SEQUENCE

Sth EVENT GR COOUND

723

7220
35528
357
359
366.4
377
378

T2506

75153
153
255
355

7580k

KTS Acge Delta 1 and Delta 2

Pitch Down

Elect. Disconnect

Separation

Spin-up

Retro-fire

De-Spin

T/c Eject

‘VM Closed

First sighting by a/c #5

#5 Making Lock-See Pass

#5 Reports Capsule 0K

#5 l4ned up in position for Pick-Up
Capsule in Trail
Capsule aboard aircraft

=.)

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34-2011 Orbit 47 North to South Pass - VIS

Wide Band Data Link film analyzed.

Vehicle Target Geometry (3-Look)

°o

°

System time in seconds:
Vehicle flight path location:

Vehicle altitude:

Raday look point:

Radar target slant range:
Radar map swath length:

Radar Map Seale Factors

°

°

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HIGH VOLTAGE

ON
62350.3

43.91°N
110.17°W

128.540 KK
44.55
108.25°w
158.383 NM
690 NM

Measured radar map length = 322 inches

Measured data track film length = 870 inches
Elapsed payload on time = 17) seconds
Radar map azimth scale = 1.89 inches/second

ie = 1.89 inches/second.

OFF
6252452

3303L0N
104.3297

127.813 NM

33-38°N
102.64°w

157.478 NM

# Corrected for premature shutdown of ground recorder,

Radar Map Evaluation

The principle objective of the Pass 47 operations were to collect data

associated with PRF vs slant range relationships in support of a post-

flight study of their effects on the geometry and quality of the result-

ing correlated radar map.

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en Tine
2961.6

29620.5

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Function and Effect
PRF changed to Step 8.
“Rabbits" appear on the data track film for the
entire PRF Step period but are not recognisable

on the radar map.

At 169.5 inches the radar map information appeared
to shift about 0.3 inch toward the near range.
The near 1/3 of range still appears to be washed
out. The Colorado River detail is good.

PRF changed to Step 9.

“Rabbits" appear on the data track film for 0.7
seconds with no observable effect on the radar
mape

The radar map information shifted 0.3 inches to
the near range and the image is properly reconstructed.
Detail of the swath is good except for the first
0.2 to 0.3 inches of the near range where detail
appears washed out for a length of approximately
6 inches.

Fog appears on the radar map at 20.5 inches for
@ length of 3.6 inches, corresponding to 10 inches
of fog on the data track film. The remainder of
the map is evenly illuminated and ends at
221.3 inches.

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DEGREES

AC Oh!

306

st CO

~0.5 -—

(SEC)

FIGURE 3.2.7 YAW DISPLACEMENT VS. S¢STE! TIme (PASS 25)

Us

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System Time

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Function and Effect

29266.0

evenly illuminated with good detail. This
continues to 252 inches, just north of Urie,
where the far-half in range becoties 1i:hter.
Horizontal streaks appear in the center of the
radar map from 260 to 272 inches apparently due
to processing.

At 285 inches on the radar map a strip of fog
3.7 inches long obscures data which corresponds
to 10 inches of fog on the data track film start-
ing at 29256 seconds. Fog appears to continue to
about 293 inches, where the map continues to 301
inches, with the far-half of rane lighter than
the near-half of range.

From 29199.5 to 29266.0 seconds the integrator
output monitored on F60 varies between -0.8 and
0.0 volts.

Payload Operate OFF - Film Drive OFF

Payload Warm-Up OFF

Telemetry OFF

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TABLE 3.1.1

System Time 22609 22610 22653 «= 22686 §=— 22687-22696

Payload Mode Pre-operate Operate Operate Operate Warmup Warmup
a EEEESEaEoaoaoEoaoaoaEaIoESESEeeEe—L—L_L—_—_————_——SS

Battery Voltage 23.0 20.5 18.6 18.3 20.9 23.0
+28 Reg. (VDC) 28.0 28.0 25.7 = 2543 28.3283
2 Kc (vac) no 100 90 88 10S a.
gap (VAC) 5 nh 105 103 us ns
gop (VAC) us 109 100 9 06 Ss
gac (vac) ns us 109 107 ns us

Power Conversion Equipment temperatures were between 61° and 90°F from
launch to Orbit 73.

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3ehe2.3 Orbit 1) North to South Pass - NES
Recovery capsule data film malyzed.

Vehicle Target Geametry (S-Look) et VOLIME
© System time in seconds: 57896.7 580142
© Vehicle flight path location: 42.37 34e20°H
81.72% 77.89°W
© Vehicle altitude: 128.460 NM =: 127.876 NM
© Radar look point: 41.98°N 34.75°N
19.87 W 76.19°W
o Radar target slant range: 158.283 NM -157.557 NM
o Radar map swath length: Approximately 171 NM

Radar Map Scale Factors
© Measured radar map length = 221.5 inches
o Measured data track film length © 61); inches
© Elapsed payload on time = 117.5 seconds
o Radar map asimuth scale = 1.89 inches/second

i = 1.89 inches/second

Radar Map Evaluation

The radar map starts over Lake Erie with the PRF on Step 10. The first
8 inches from the point identified as high voltage on is light with poor
detail. At about 8 inches the detail is good with a very light streak
in the far range which disappears at approximately 18 inches.

he

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3ehe205 Orbit 24 South to North Pass = NHS
Recovary capsule data film analyzed.

Yehiclo Target Geometry (S-Look) HIGH VOLTAGE
o System time in seconds: 2383367 2398641
o Vehicle flight path location: 28-200" ae
© Vehicle altitude: 137.543 NM 136.982 NM
© Radar look point: ieitey ere
o Rader target slant range: 169.592 HM 168.893 WM
o Radar map swath length: Approximately 500 NM

Radar Map Scale Factors
o Measured radar map length = 231.7 inches.
o Measured data track film length = 612 inches.
o Elapsed payload on time = 122.4 seconds.
o Radar map azimth scale = 1.89 inches/second.

St = 1.89 inches/second,

Radar Map Evaluation
The first ly. inches of radar map covering land only with the PRF
on Step 11 generally has good detail, The PRF appears to be one (1)
step too high (repetition rate too low).

The remaining 187.3 inches of radar map covering land and water,
and combination of land and water, with the PF on Step 10 appears to

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GFE Recorder Controller (A-Scope) - 1 man
G¥E Recorder (GBOE) -lmn
TM Display Panel -lmn
AMIE - 1 man
Little "APE" - 1 man
WEDL Discriminator & Distribution - 1 man
Amplifiers

It was the function of the "A-Scope watcher" to observe the incoming WEDL
video signals and ascertain whether the pre-programmed PRF setting was cor-
rect. If not, he would communicate this to the man at the TM Display Panel
with a recommendation as to which way (up or down) and by how many steps it
should be changed. The man at the TTM Display Panel, after noting the present
PRF code displayed on the panel, entered a chart to obtain the proper BCD
command numbers for the desired change. He would then commnicate these
command numbers to the SOC operator who then sent the PRF commands to the
vehicle. All other commanding was done directly from the SOC under di-
rection of the OD at STC. Other personnel operating the program peculiar
equipment were responsible for insuring proper performance of the specific
area of hardware to which they were assigned.

Personnel performance was generally satisfactory. The major exception was
at VTS on Pass 9 when an incorrect PRF change was meade. The pre-programmed
PRF setting was step 10 and the "A-scope watcher" determined step 9 as the
proper one. The correct BCD command mmber for the change was 05. However,
what the man at the TM Display Panel actually called for was step S, which
corresponded to BCD command 09. The confusion probably resulted because

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—~y

1

PART III

System Performance During Orbital Operations

Introducticn

This section of the report - Part III - is designed to contain a maximum of
orbital performance data. The subsystems, the thermodynamic conditions
which prevailed, the vacuum gage responses and the performance of the
Satellite Control Facility are each discussed.

The payload subsystem operation, as recorded in Para. 3.4, was evaluated by
Engineering personnel relatively inexperienced in evaluation of photographs
or of radar imagery. The basis of the evaluation was:
o All telemetry data considered pertinent.
o The recorded video data transparency.
o The correlated radar imagery for the full length of
all operating passes. (An unrefined copy)

The resulting observations and comments provide a total evaluation of the
paylosd data and radar imagery accumlated in 32.91 minutes of operation
throughout the 1h orbits of payload operation - with the qualifications

indicated abovee
The entries made for each pass may form a basis for further evaluation - if
required - without recourse to extensive research through retired data records.

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System
Tine Function and Effort

5697L5 Water-Land interface at d Point, Michigan.
The AGC changed from -90.4 dbm to -80.): dbm.

570550 Glitch on Data Track Film of 0.15 second duration which caused
a 0.16 second light streak on the Radar Map,

5707602 PRF to Step 7 - Mapped data moved out toward far range
approximately 1.1 nom. Prior to PRF change the far range Radar

Map data was lighter than the near ranges after the change the
far range data is darker than the near range, Detail slightly

improved after PRF change.

57100.2 Gliteh on Data Track Film of 0.05 second duration (data loss)
which caused a 0.16 second light streak on the Radar Map.

$716.7 PRF to Step 6

STUL7.9 Glitches on Data Track Film of 0.05 seconds duration (loss of
to data) at the times indicated. Radar Map has a light streak

57151 el] seconds wide at the times indicated.

S7IS2.2 OPERATE OFF.

571526 Ground-based Recorder OFF,

576k Brush k - Payload OFF.

57179 Brush 2 ~ ALL OFF.

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o At 23.8 inches land begins to fill the range swath just north of
the Eel and Salt Rivers. This corresponds to appr ximately 68666
seconds where the AGC monitored on F53 abruptly increases 7 db.
The radar map continues over land to 39 inches where water begins
to partially f111 the range swath. The near-half in range is
darker than the far-half of range which shows a loss of detail.

o At 39 inches the terrain becomes a cambination of land and water
and the AGC monitored on F53 abruptly drops 5 db. The far-half of
range becomes darker with good detail but the near-half of range
ies still darker.

o Land covers the range swath at 60 inches where the AGC monitored
on F53 increases, the near range is dark with poor detail and the
map becomes lighter in range.

o A vertical smudge appears on the radar map at 83 inches avparently
due to processing of the data track film,

o From 85 to 106 inches the radar map is a combination of land and
water which includes the Russian River, Boedga Bay and Point Reyes,
California, A number of dark areas appear on the radar map, over

: the water, which are rain cloud returns.

© From 106 to 172.8 inches the map covers water only ending south-
west of Point Sur, California, At 151.5 inches 3.7 inches of

| fog appears corresponding to 10 inches of fog on the data track

film

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Fl4
s
=
<= e
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908.8
=
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SEE S808 Lr LH Lig) Ri Os

Pass 57 - Power Data

4-141

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Systen :
Tine Function and Effect
286935 Change to attenuation Position 53

Video monitor F70 indicated 3.0 + 0.5 VDC
CRT light monitor F71 indicated 3.6 VDC.
28728.) Change to attenuation Position hs
CRT light increased 0.7 VDC then decayed to 3.6 VDC

Map appears slightly darker for the firet 2 seconds in
Position ).

2873509 Change to attenuation Position 3:

CRT light monitor increased to 3.8 VDC then decayed to
3.78 VDC

Map again appears to be slightly darker for the first
2 seconds in Position 3.

2874201 Change to attenuation Position 0 followed in 0.25 seconds by
0.07 data dropout.

Video monitor F70 increased to 4.8 + 0.1 VDC while in
Position 0.

CRT Light monitor F7L increased to l..2 * 0+) voc through

e
most of the remainder of the pass. Over the Great Salt
Lake the level decreased to 3.7 VDC.

Data dropout appears as a light streak $ inch fron the
change in attenuation and 0.20 inches in width. There ©
was no apparent loss of data due to dropout, on the
correlated image.

28801.9 Payload OPERATE OFF.

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Systen Time

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Function and Effect

29151.3

At about 25 inches fran the start the AGC
monitored on F53 shows a momentary drop of
approximately one (1) db. ‘his corresponds to
about 29120 seconds and where the Arizona Cactus
Plain Sand Dunes fills the entire radar map,in
range. ,
From about 20 inches to 30 inches of radar map
the terrain elevation changes from 200 feet to
3137 feet - the illumination and detail appears
good. This 20 inches closely corresponds to the
integrator output, monitored on F60, going from
-2.0 volts to -0.5 volt.

At approximately 39 inches on the image the far~
half of range becomes lighter than the near-half
of range. This corresponds to the approach to
the Hualapai Mountains just south of the Big Sandy
River crossing.

PRF changed to Step 10.

"Rabbits" on the data track film decreased in
strength with no apparent effect on the radar map.
At 84.3 inches the radar map information moved
0.35 inches (approximately 1.23 nautical miles)
to the far range, the near-half of range became
abruptly lighter than with PRF Step 11 and the

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YAW

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8 A $7000. $7060. s70s0. S730.
att 3.9500 3.5518 Slane 2.4681
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sesea. 87000. $7040 sroeo. s7220.
sos 714683 1333 -iae3 amea ores

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Pass 46 - Clutter Lock and Gyro Outputs

4-133

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Pass 47 - Clutter Lock and Gyro Outputs

4-136

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PASS L0G

PASS # WL «STATION VIS TIME 235) (POT) DATE: 12-23-6h

EVENT SEQUENCE

REMARKS

See EVENT OR COMMAND
28146
las
28136
46
28197 BOD = 2
52h, "10
28654, "16
692 ob
727 "as
738 o on
7h " a
28800 nh
28817
872
TOTAL ON TIME:

146 sec.

GENERAL COMMENTS :

1. Was on Step 9 throughout Payload Operate.
2. Went to Attenuator Position | before Payload Operate and to Position 5,

and then O during Payload Operate,

Brush 7 and 8 = Payload Warm-Up ON
Brush 9 and 10 - Payload Pre-Operate ON
VIS Acquire Acq. Ben.
Delta 1, Delta 2 and Delta 3
To PRF Step 9
To Attenuator Position h
Payload Operate ON
To Attenuator Position 5

To Attenuator Position 0
Payload Operate OFF

Brush = Payload OFF
Brush 2 ~ ALL OFF

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PASS L0G
PASS # 25 STATION ws TIME OOOL (PDT) DATE: 12-23-64
EVENT SEQUENCE
sisTmM EVENT OR COMMAND REMARKS
28625 Brush 7 and 8 = Payload Warm-up ON
894, Brush 9 and 10 = Payload Pre-Operate
28925 VIS Acquire Delta 1 and Delta 2
969 VIS Acquire Delta 3
29002 BCD = 3 To PRF Step 11
29098 * 16 Payload Operate ON
wy " 2 To PRF Step 10
198 . 5 To PRF Step 9
29264, BCD 2h Payload Operate OFF
29289 Brush , - Payload OFF
29333 Brush 2 = ALL OFF

TOTAL ON TIME: 166 sec.

GENERAL COMMENTS s

1. Went to PRF Step 11 before payload operate.
2. PAC went to Step 10 and then to Step 9.

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Wg Vy- Vy- doen, Hy (7)
Assuming:

1. Gyro drift rates are zero

2e Wy =e

3. Y =P=0

he 7g. “+ VOW
The body rate equations become:

We 2, ~ Ky (Hy - 8) (8)
Hy * By - Ky Hy (9)
rae Yg + ky i (20)

The use of these equations also neglects such potential error sources as?
1. Horizon Sensor torquing gain tolerance
2. Extemal torques
3. Telemetry linearity and bias uncertainty
l. Component alignment to body axis errors
and assumes:
1. Gyro rate thresholds are zero deg/sec.

2. Each gas valve command produces a valve firing

The first attempt using the above method produced rates per gas valve
firing of 0.0006 deg/sec for the pitch and yaw axes. (For convenience,
from now on in this report, rates will he stated in milli-degrces per
second (m °/s)s 0.0006 °/s = 0.6m °/s).

While these rates per gas valve firing produced reasonable pitch and yaw

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3oh Radar Payload Subsystem
General The satellite vehicle was programed by means of the orbital

programmer to operate for 80 orbits. The payload was programmed to
operate through a warmup and a preoperate cycle whenever the satellite
. was in sight of the Vandenberg AFB or the New Hampshire tracking
stations, and when the ground mapping swath was within the Continental
United States. The recovery was originally planned for Rev 65. Due
to interference with other operations a decision was made to effect

r

recovery on Rev 33. The seven payload operating passes prior to

Rev 33 were utilised to acquire a maximm of recovered film data of
highest quality. Accordingly, the only payload control which was
conducted during these Operate periods consisted of adjusting the
PRF. Automatic gain control was used for all passes prior to recovery,
as was Clutterlock Integrator (In) and Mme Constant #2. Engineering
experiments as indicated herein, were conducted during the seven
passes following recovery. The objective of this section of the
report is the recording of a maximum of payload operating data and
performance parameters which would permit subsequent and more detailed
evaluation of the system -- as desired. .

This section consists of the following paragraphs:
3.hel Pass Sumary Log (Verbal Reports to STC During Operation)
This log contains a quick reference source of al)
payload operations during this mission, by pass, with
operating times per event and cumlative. (Not complete.)
Refer to Para. 3.h.2 for specific event details,

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Pass LOG
Pass # 8 STATION us TIME 2243 (POT) DATE: 12-21-6h

EVENT SEQUENCE
ore EVENT OR COMMAND REMARKS
23767 Brush 7 and 8 = Payload Warm-up ON
24097 Brush 9 and 10 - Payload Pre-Operate
24166 MIS Aoquire Delta 1 ani Delta 2
178 NES Acquire Delta 3
2hah7 BOD - 16 Payload Operate ON
2271 " 4 To PRF Step 13 (by PAC)
219 « 3 To PRF Step 12 (by PAC)
300 " 6 To PRF Step 11 (by PAC)
360 “ 2 To PRF Step 10 (by PAC)
2367 nah Payload Operate OFF
24397 BCD ~ 39 Reset Enable
438 «ho RESET
526 Brush ) Payload OFF
2,602 Brush 2 ~ ALL OFF

TOTAL ON TIME: 120 sec.
GENERAL COMMENTS
1. Started pass with PRF Step 1, and PAC stepped dam to PRI Step 10.

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3.204 Orbit 16 North to South Pass - VIS

Recovery capsule data analysed.
Vehicle Target Geometry

HIGH VOLTAGE
ov OFF

System time in seconds: 68653.0 6874520
Vehicle flight path location: 40.76 N 35.15

126.62 W 123.62
Vehicle altitude: 128.494 NM 128.040 NM
Radar look point: 41.37 N 3701 N

124.79 W 121.90 W
Radar target slant range 158.325 WM 157.760
Radar map swath length: Approximately 358.8 WH

Radar Map Scale Factors

°

°o

°

Measured radar map length = 172.8 inches
Measured data track film length = 418.5 inches
Elapsed payload on time = 89.7 seconds.

Radar map asimth scale = 1.92 inches/second

172.8 . .
3527 1.92 inches per second.

Radar Map Evaluation

The radar image begins on the Pacific Ocean west of Crescent City,
California, with the PEF on Step 10. Water fills the first 23.8
inches. About 0.7 inches of the near renge is very dark, the next
inch of range is lighter and the remainder of range is lighter.

(PRF not optisun. )

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3. Telemetry Data
This paragraph contains tabulations and analog records of basic telemetry
data:
Table 1 Voltages Fel thru F-l1
Table 2 Voltages P-13 thro P46
Table 3 Voltages F-47 thru F-62
Teble k , Voltages F-63 thru F-68
Table 5 = Voltages F-70 thru F-75
Table 6 F-53 Changes
Table 7 F-6 and 748 Selections
Table 8 Battery Bus Voltages
Table 9 Analog Displays (as follows):
Video Level/Control Data
F-53
F.61
F-70
Fe71L
Power Data
Fel
G-275 (High Voltage Output Current)
Fe72
F-73
Attitude Data
F-60
Pitch Gyro Outputs (Low)

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ORBIT 8

FI6

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Fu HIGH VOLTAGE MONITOR.

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1-9

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Pass LOG
PASS # 2h STATION NHS TIME 2236 (POT) DATE: 12-22-64
S-N

EVENT SEQUENCE

sam EVENT OR COMMAND REMARKS
25474, Brush 7 and 8 = Payload Warm-up ON

Tah Brush 9 and 10 ~ Payload Pre-Operate ON
23765 NHS Acq. (on Acq. Bon)

Th Delta 1, Delta 2 and Delta 3 turn ON
23825 BOD = 16 Payload Operate ai

855 " 2 To PRF Step 10 (by PAC)
23955 eo ah Payload Operate OFF
24128 Brush = Payload OFF

198 MS Fade
2206 Brush 2 - ALL OFF

TOTAL ON TIME: 130 sec.
GENERAL COMMENTS s
1. Went to PRF Step 11 on Pass 23. PAC went to Step 10.

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PART III (Cont.)
Table of Contents

Barageaph Woo Mele Page
3.8.1 Introduction 8=1
308.2 Wide Band Data Link 8-1
3.8.3 AMIE (Advanced Magnetic Information Equipment) 8-6
38h Little APE (Analog Photo Equipment) 8-6
38.5 GFE Recorder and Recorder Controller 8-8
38.6 TM Display Panel 8-9
3.8.7 Personnel Performance 8-10
30828 S-Look Program 8012

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Pass 40 - Clutter Lock and Gyro Outputs

4-127

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304.6 Terrain Reflectivity
The quality and extent of "ground-painting" required of an imaging

radar system is very much dependent upon its particular mission. It
may be desirable, for some purposes, to have ground-painting with a
sufficiently high signal-to-noise ratio that recognition of roads, run-
ways and other paved areas (whose backscattering coefficients are very
low) will be possible at least by virtue of their failure to be imaged
while their non-paved boundaries are imaged, On the other hand, ground~
painting with excessive SNR's is wasteful simply because ground-painting
SNR is directly proportional to the average power consumed by the radar
system, all other parameters being held constant. In the interest of
efficient design, it is important to have available valid data on
target-field reflectivity statistics. The published literature generally
applies to homogeneous terrain samples but not to cultural target com-
plexes and to varieties of cultural non-cultural target mixtures. This
situation has been partially remedied through use of the AGC monitoring
telemetry to periodically sample average return power along the length
of each pass. Pre-flight calibration together with auxiliary telemetry
and orbital information permits the average radar crossection of a
"gliding" rectangular patch of terrain to be estimated; the result is

a@ reasonable estimate of average reflectivity for the target conditions
existent along the paths, although the high-spatial-frequency components
of the reflectivity variations are lost.

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power KTB = ~127.8 dbm. Based on a transmitter power of 10 watts, a trans-
mitter antenna gain of 3 db, a receiver antenna gain of 9 db and an ele-
vation angle of 5° (slant range of 970 n.m.), the power input to the paramp
is equal to -79.3 dbm. Hence, the received carrier signal-to-noise ratio for
worst case conditions should be 18.5 db. Actual measurement of received
signal strength indicated that, for mst passes, signal strengths were in
excess of -70 dhm. Reasons for this unexpected improvement are discussed in
the next paragraph. Because of the FM noise improvement factor, an 18.5 db
carrier-to-noise ratio 1s equivalent to a detected signal output signal-to-
noise ratio (peak-to-peak) of 26.2 db. Using the actual figure of approxi-
mately -70 dbm for received signal strength, a signal-to-noise ratio of
about 35 db was typical for most passes.

As stated above, the nominal information bandwidth of the system is 6 Mo/s.
However, considerable effort was expended in optimising the system for this
operation. The paramp, receiver RF and IF stages, and discriminator were re-
aligned for wider and more linear pass-band. The receiver post-~detection
filters were redesigned. Most important, the antenna feed system was criti-
cally examined for VSWR and attenuation. Several problem areas were dis-
covered in connection with the antenna rotary joints and the diplexer. Con-
sequently, for the Vehicle 2355 operation, the entire antenna feed systen
was temporarily bypassed with approximately one hundred feet of 1-5/8"
Styroflex semi-rigid, air dielectric coax. This temporary fix greatly
improved performance by minimising problems of impedance uismetch, milti-
mode propagation and non-uniform attenuation over the data link pass band.

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Pass 24 - Video Level and Gain Data

4-116

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tem Time on, Effe

to the far range.
Timmination of the map is good but still with
avery light streak in the fer range which
disappears in 16 inches of map, corresponding
to approximately 8.6 seconds.

At about 196.7 inches of radar map there is a

strip of fog 2.8 inches long corresponding to
10 inches of fog on the data track film, starting
at 2359.8 seconds. This section is over Lake
Huron.

2369 25 Payload Operate OFF ~ Film Drive OFF.
Payload Warm-Up OFF.
Telemetry OFF.

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FIGURE 3.2.6 YAW DISPLACEMENT VS. SYSTEM TIME (PASS 9)

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Map detail from h.7 to 83.8 inches is improved and was recorded with
PRE Step 12,

From 83.8 inches to 213.5 inches the map was produced with the PRF on
Step 11. The illumination and detail is generally good.

Over the bay by Alpena and North Point, Michigan, shore and lake ice
formations were recorded.

Major land marks such as roads, rivers and communities can be identified
without difficulty.

Operating Chronology in Telemeter Time:

System Time Function and Effect

Payload Warm-up OW ~ PRF on Step 1h,
Payload Pre-Operate ON.
NES acquired telemetry.
NHS acquired Wide Band telenetry.

2h219h Payload Operate ON - Film Drive ON.

2h255.3 Payload High Voltage ON.
The radar map begins with the near range dark
and changing to light in the far range. From
approximately 1.8 inches to the end of the far
range detail is obscured.

be23
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PASS LOG
Pass #47 STATION VIS ‘TIME 0928 (POT) DATE: 12-2h-6)
(Sheet 2 of 2) N-S
EVENT SEQUENCE
SISTA EVENT OR COMMAND REMARKS
62500 BCD - 6 To PRF Step 5
510 " 2 To PRE Step 6
62522 = ah Payload Operate OFF
62729 Brush h ~ Payload OFF
Thh Brush 2 = ALL OFF

TOTAL ON TIME: 179 sec.
GENERAL COMMENTS :
1. Stepped thru all PRF Steps

2. Was'on Tier Subcycle he'= = and also sent a REPEAT to get timer back to
Subcycles.

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3e Aerodynamic
. Rotating machinery on board

The data were exemined for the presence of an external torque. During
times when the Horizon Sensor output was disconnected from the gyro, it
was noted that in the absence of gas valve firings, rate changes occasion=-
ally appeared on the gyro outputs. The required torque to produce the
rate change was calculated. Its value was found to be 0.0018 foot-pound.
The gravity gradient moment would be of a magnitude of 0,000L5 foot-pound
per degree, and the serodynamic moment would be 0.0028 foot=pound per
degree. These are small values compared with the observed moment. There-
fore the magnetic moment was assumed to be the major contributor to the
apparent torque. In light of this, four passes, one day apart, were
analyzed and evaluated. The reason for selecting them one day apart was
to place each pass in essentially the same earth's magnet field, therefore

the same magnetic moment.

Further, because of the wide variance in WF, that method of evaluation
was temporarily abandoned. Pitch body rates were determined, and a steady
state torque was superimposed upon these calculated rates. The rates were
numerically integrated, and the curves shown in Figures 3.2.2 thru 302.5
were produced. The curves do exhibit similarities, but they do not suggest
the possible vehicle attitude.

Tt was next decided to perform the same type of operation on the roll and

yaw parameters for the same passes It was felt that the pitch and roll
sensor errors together might suggest a solution for vehicle attitude.

2-6
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For either method of evaluation it appears that with the exception of Pass 9
the roll attitude was within the required limits. The data for passes 11 a
and 56 were not suitable for analysis.

TABLE 32223
Pass No. Swath Center % Overlap
Offset _ Deg.
8 + 0.01 100
9 = 0.55 29
wy = 0017 82
16 + 0.17 82
2h + 0.03 100
25 + 0.27 69
30 = 0.25 n
ho + 0.25 200
ha - -
46 - 0612 89
7 = 0.12 90
56 . -
ST + 0.26 69
72 + 0.09 oh

Derived Pitch and Yaw Attitude - As stated previously, it had been thought
prior to the flight that the radar map data could be used to determine the
azimuthal pointing accuracy of the vehicle. The azimuthal pointing is a
function of both pitch and yaw pointing accuracy. The method which had

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Pass 14 - Video Level and Gain Data

4-110

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PASS 100
Pass # 30 STATION x1S,B TIME 0743/0754 (PDT) DATE: 12=23-6)

EVENT SEQUENCE

Seem EVENT OR COMMAND REMARKS
86965 Brush 7 and 8 - Payload Warmup ON
57234 Brush 9 and 10 = Payload Pre~Operate Ot
57293 BOD- 3 To PRF Step 8
57366 BCD = 16 Payload Operate ON

39k ® 2 To PRF Step 9 (by PAC)

518 "3 To PRF Step 8 (by Pac)

589 BOD -2h Payload Operate OFF

60h, Brush ) = Payload OFF
S7E16 Brush 2 - ALL OFF

TOTAL ON TIME: 223 sece

GENERAL COMMENTS :

1, Went to payload Step 8 before payload operate.
2. PAC went to Step 9, then back to Step 8,
3. KIK ZORRO 36 was sent on Pass 29, This commits us to Recovery on Pass 33.

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FIGURE 3.2.4 PITCH ATTITUDE VS. SYSTEM TIME (PASS 11)

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range is lighter than the near-half of range due to the PRF not being on
an optimun setting.

At 174.5 inches the PRF was changed to Step 9 where the illumination
appears to improve, Step 9 appears to be the best PRF. Between 222 and
234 inches the terrain reflectivity seemed to increase which corresponds
to a momentary increase in AGC voltage monitored on F53. From 23) to
252 inches the map detail and illumination is good,

From 252 to 285 inches the map is generally lighter in the far-half of
range. The map is fogged 3.7 inches due to fog on the data track film.

At about 293 to 301 inches the details are washed out in the far range.
ACG voltage monitored on F53 shows an increase of 2 db for this period.

Two (2) areas on the radar map were selected for quantitative
comparisons with USGS maps. The first area is south of Big Sandy
River, Arisa, and close to "S" Look parameters 34.21°N - 113.95
which indicates a ground speed of |,,01 nautical miles per second, as
expected, and a range swath of 965 nautical miles. The second area

is north of Urie, Utah, close to "S" Look parameters 41.56°N - 110.27
which indicates a ground speed close to 3.9) nautical miles per second
and a range swath of 9.35 nautical miles, Points can be located on
the map without major difficulty. Major land marke such as roads,
rivers, camunities, ad airports cam be identified without difficulty.

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306

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Pass 40 - Video Level and Gain Data

. 4-125

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AC 04306

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FIGURE 3.3.1 SIONAL STRENGTH (dbm)
35

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System Time

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Function and Effect

2385720

in range apparently due to the Pil’ being one (1)
step too high (the repetition rate too low).

The clutterlock output monitored on F60 started
from +1,3 volts at 23833.7 seconds to +0.5 volt

at 2385.0 seconds and remained there until about
23857 seconds.

Pit changed to Step 10

Hap informntion shifted about 0.33 inches to the
far range (1.27 nautical miles) at the PRF change.
"Raboits't on the data track film in varying
strengths depending on doppler signal strength.
These apparently have no effect on the radar map.
The first 27.5 inches of radar map produced with
the PRF on Step 10. covers land only and is cal-
culated to be 58.5 nautical miles in length. The
light streak in the middle of the far-half in
range (from PRF Step 11) disappears in about 3.25
seconds and the map is evely illuminated with good
detail to about 1, nautical miles from the Lake
Hichigan shoreline, Within this 14 miles, the AGC
monitored on F53 increased 2.5 db until water nade
up about one-half of the target in range.

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Pass 41 - Power Data

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TABLE II_ (Continued)
RESENTRY_SEQUENCE OF EVENTS:
EVENT. SYSTEM TIME ACTUAL DELTA TIME Noms,
Transfer 73354eh0 _ _
Electrical Disconnect 13355055 Lag 0290 +430
Separation 73356037 1.97 2.0 4.25
#“6pin 73388488 3033 3eh + 030
Retro 73366013 1.55 7055+ oS
De-Spin 73316098 10.55 1075+ 250
Thrust Cone Separation  733782h7 1.h9 1.8 + 015
Voltage Monitor Close 7351.63 T2016 14.0 + ohh
de Voltage Monitor Open —_ _
wee "GC" Switch Close — ~~
"G" Switch Open 73909073
Parachute Cover Off 739.08 3he35 34.0 #265
Deceleration Parachute
Deployed 739.70 0.62 o75t 208
: Main Paractute Bag,
! Separate 13955010 10.0 10,05+2.0
Main Parachute Deployed 73955«71 0.81 0.80% .20
( Main Parachute Disreefed 73960.70 L.99 4.0 +17
r
‘ NOTE: # Delta time is taken from Transfer.
( tow Bvente oovurred during ianiastiene
me Beaberas HEE Id SCRIBE NTE Ame Cievbeved plotortatay

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3-5 EQUIFMEN? TEMPERATURES AND THERMAL PERFORMANCE
Vehicle 2355 was launched at 11:09 PST on 21 December 196i and had a
useful life of 72 orbite. The Solar Incidence Angles (BETA) corre-
sponding to this mission have been calculated to bes

o Initial Beta = -9°

o Final Beta = 9°
Flight temperature data, as well as a comparison of this data to
predicted orbital temperatures, are included in Tables 3.5.1 and
3-522 Flight temperatures were obtained from wavetrains and
digitised plots. In all cases differences between actual and
predicted temperatures are within the range of allowable unertainty
for passive temperature control.

In response to several primary-battery flight failures, special
attention was given the design of passive temperature controls for
the primary batteries of Vehicle 2355. The deaign was intended to
provide identical temperature environments for these three batteries
even though they were separated within the vehicle. Assumptions used
in the battery thermal analysis, such as temperature limits and
internal power dissipation, were much more restrictive than for
previous IMSC satellites. Table 3.5.1 presents flight data and
predicted texperatures for the primary batteries.

Actual and predicted temperatures are included in Table 3.5.2. for
Vehicle 2355 equipment which had external temperature instrumentation.
Flight temperature represents the maximons and minimums recorded during

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PASS LOG
PASS #47 STATION VIS TIME 0918 (PDT) DATE: 12-2h<6)
(Sheet 1 of 2) N-S
EVENT SEQUENCE
some EVENT OR COMMAND REMARKS
62022 Brush 7 and 8 ~ Payload Warm-up ON
257 VIS Acq. Delta 1 md Delta 2
62330 BOD ~ 17 Payload Pre-Operate ON
62343 BOD = 16 Payload Operate ON
360 " 3 To PRF Step 7
370 ® 8 To PRF Step 8
380 " 2 To PRF Step 9
390 " k To PRF Step 10
400 " 3 To PRF Step 11
lao " 7 To PRF Step 12
" 2 To PRF Step 13
430 ” 5 To PRF Step 1h
440 " 3 To PRF Step 15
4so " 9 To PRF Step 0
460 " 2 To PRF Step 1
470 " 4 To PRF Step 2
480 " 3 To PRF Step 3
490 a 6 To PRF Step

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Function_and Effect

Lake Michigan takes about 52.5 inches of the radar
map starting about 23871 seconds, which is calculated
to be 11] nautical miles in length as displayed on
the map.

At 12) inches of map Lake Michigan shoreline is
reached (going north), The land terrain is dark
until the land itself almost fills the radar map
in range. The far-half of range is then lighter
than the near-half of range and continues this way
for about 27 inches which is calculated to be
approximately 14.3 seconds. The map continues
with even illumination and good detail for 17
inches where the terrain contains a large amount
of water, At 23908.8 seconds a 0.02 second loss

- of data occurs = cause unknown - with no apparent

effect on the radar map.

From 168 to 203 inches the radar map is a combina-
tion of land and water which is calculated to be
about 7) nautical miles. The first 5 inches

this portion appears to be evenly illuminated then

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Study of data quality and illumination indicated that PAF step 8 was

the most nearly correct value although the near range edge of the map
was slightly lighter than the far edge. Extrapolation of the trend
in data quality indicated that the ideal PRF setting would probably
lie between PRF steps § and 9.

Operating Chronology in Telemeter Tine

System Tine

Function and Effect

22956.8

2298h.4

22985.3

22986.5

22989 02

22989.5

2299123

229922

Ground Based Recorder ON - Strong rabbit pattern
on both doppler and radar map.

Glitch on doppler, unknown cause - map
unaffected.

35 cps modulation in density of doppler data
lasting for 17 seconds (to 23002) - map
unaffected,

Rabbits fading on map.

Interference on doppler film lasting 3.3 seconds,
unknown cause ~ not on map.

High Voltage ON (PRF setting on Step 6, Attenuation
Position 1, AGC). Unable to determine exact
location, either on doppler film or on map.
Glitch on doppler, 0.1 second data loss, very
faint trace on map.

Glitch on doppler, 0.1 second data loss, rabbits
until end of pass - very faint trace of glitch

be7h, :

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PRF Optimum (Step 10), Altitude ~ 130 NM

Figure 3.4.5.1 Antenna Vertical Two Way POWER PATTERN

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At high voltage ON, the vehicle was in a fairly stable condition, the
teleneter record indicating a yaw error of plus 0.1°, The increased
clutterlock time constant was from 2.5 seconds to 5 seconds, Turn on
occurred while the swath was over Catalina Island off the coast of
Southern California.

Good may detail was present from the coastline of Catalina until a
PRF change (from Step 9 to Step 8) 128.5 seconds after high voltage
ON, The second WEDL operated nominally during this period.

Simultaneously with the above PRF change (the only one made during

the mapping portion of the pass) the radar map deteriorated in quality
due to an apparent jitter in the range direction. This displacement
and duplication of all major targets continued until high voltage OFF.
The amount of displacement was approximately 0.03 inch on the map.

An examination of the corresponding doppler film showed a 0.01 inch
displacement in range of prominent targets. This value agrees with the
enlargement ratio (1:2.60) between the doppler film and the radar map.
The jitter in the doppler data was approximately square wave in form
although considerable raggedness in the pattern was evident.

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premise that at sometime the Horison Sensor output must be exhibiting true
vehicle attitude. The data from all 13 passes were reviewed, and a pass
which seemed to offer the best possibilities was chosen. Yaw displacement
was backed out of eq. (18). ‘The correlation with the yaw displacement which
was calculated using eq. (10) was poor. It was at this point in tine that
further effort to obtain absolute roll and yaw attitude information was
discontinued. The poseibility of determining absolute pitch attitude using
the latter method has promise, However, the value of this quantity is not

as great as the roll - yaw parameters. Therefore this method was not pursued

Pitch and yaw body rates have been evaluated. They are tabulated in Table
3.2.2. The confidence in this data is good. The pitch rate tabulated is
body rate minus orbital rate. It should be noted that in almost every case
the pitch and yaw body rates were quite high immediately following the
horigon sensor disconnect. These rates resulted from the anomalous Horizon
Sensor signals. When the corresponding attitudes attained an amplitude
sufficient to actuate the pneumatic system these rates were damped to much
lower levels. Thus if the first twenty seconds of each pass were ignored
the average rates would be approximately one half of the values tabulated.

No attempt to evaluate roll rates was made for two reasons:
1. The magnitude of the roll rates were so low that the fd and the
Wwvoterms became significant.
2. The threshold rate of the roll gyro was uninowm.
The observed roll rates were well below the required limits in all cases.

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Pass 9 - Clutter Lock and Gyro Outputs
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ACO 4306

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Pass 46 - Power Data

4-132

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Figure 3.1.1 Predicted Ampere Hour Meter Readings - Vehicle 2355 Actual Values are Shown (0)


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3.6 Vacuum Measurements Flight
Flight Test - All five monitors on Vehicle 2355 parformed perfectly
during flight. Figure 3.6.1 shows the gages reaction during the ascent
and insertion phase of flight. Trace A is the theoretical ambient pressure
levels for the altitudes shown in lower left. F100, F101, and F103 had
decayed to approximately 1-5 microns by +3500 seconds with Fl0) at approx-
imately 9 microns at this time. It should be noted that the recorder had
a@ very slow vent rate as illustrated by the slow decay of F102. This
monitor did not get down to 1-5 microns until pass 8, This is attributed
somewhat to film outgassing. During pass 8 the payload was turned on for
the first time. Approximately 22 seconds after "Payload ON" command, a
disturbance was detected on the high voltage power bus. At the end of the
disturbance, monitor F103 indicated a very slight level change - which
may or may not have indicated an actual pressure change. This lasted for
‘ three seconds and then returned to normal. All other monitors remained
constant during this period. This type gage is not suitable for monitoring
of orbital pressures. A superior gage which will operate in the orbit
pressure region will be utilised in a future flight of this type payload.

NOTE: Altitudes on Page 6-2 (Lower Left) are in hundred thousand foot
increments, 1.6. 0 to 750,000 feet.

6-1

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DATA
OBTAINED
BETWEEN
NOTED TIMES
Pre-OP 22950
OP-ON —-22989.5
OP-OFF  23088.1
Du
Pre-OF 22557
OP-ON —-22609.95
OP-OFF  22687.2

MODE
56 During

PASS P/L

72

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FRI

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Pass 8 - Clutter Lock and Gyro Outputs

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=
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- 3-7
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oan inn Wien Uiteus titan

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3-7 RECOVERY SUBSYSTEM
30701 The recovery subsystem, as described in Para. 2.3.2.10 above, per=

formed the payload on-orbit functions of maintaining film tension during

nonoperate periods, taking film up into the recoverable cassette, with a
constant tension, during operate periods, cutting the film prior to sepa=-
ration and providing a light-tight and protected environment during re-entry.

In addition, the capsule takeup mechanism maintained film tension during
ascent. The takeup motor gear drive was prevented from umrinding by a
ratchet. During ascent the ratchet (anti-backup) was held by solenoid
action in the disengaged position to prevent ratchet damage from ascent
vibrations

The capsule status on orbit was evaluated by the following telemetry points:

F-91 Footage Potentioneter (Cassette Hub Diameter)
F-93 Water Seal Position and Continuity Loop

F-97 Cassette Temperature

F-99 © Takeup Idler/Cassette Comutator

The other capsule telemetry points were temperature monitors and recovery
battery signal monitors:

F-92 Retro Temperature (Rocket)

F-9i, Thrust Cone Temperature

F-95 Recovery Battery #2 Signal (Vo!)
F-96 Recovery Battery #1 Signal

F=98 Forebody Texperature

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o PRE Bit 2 -FL3

o PRF Bit 3 -FLb

o PRE Bit h -FuS

o Attemator Bit 1 -H3h

o Attenuator Bit 2 -H35

o Attenuator Bit 3 -H36

o Pre-Operate -F9

o Warm-up -Flh

© Payload On -Fh2

o Built-in Test Mode -FL6

o RF Power Out -F73

o Waveguide Pressure -F1Ol
The first eleven points were ON-OFF indications displayed on lights, while
RF power and Waveguide Pressure were continuous values displayed on meters.
During the operations, the primary use of the panel was to observe the status
of the four PRF bits in order to ascertain the PRF step position number.
This was necessary to compute the new step position if a change were required,
and then to verify this new position was obtained. Waveguide pressure and
RF Power Output Meter indications were used to determine any problems associ-
ated with high voltage breakdown and waveguide arcing. All other indications
were used to check on payload status.

308.7 Personnel Performance

Personnel at both tracking stations were allocated as followe for the 2355
program peculiar equipments

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3.1 Electrical Power Subsystem

3e1.2 Summary
The 2355 Electrical Power System performed flawlessly throughout the entire

mission. Ascent, orbit, recovery, and post-recovery orbital performance of
all components was normal until the rated capacity of the three Type 1-D

batterLes had been exhausted, at Orbit 73. Abnormal loads on the output of
the High Voltage Power Supply occurred during payload operation on Orbits 8
and 93 however, no interruptions or excessive degradation in output from

the power supply was present. The abnormal hizh voltage loads at Orbits 8
and 9 were of two types, each identical in all respects to similar distur-
bances experienced during payload testing in the TASC Chamber, 30 November

196.

3.1.2 Battery Performance

Battery performance was exceptional for the duration of the mission,

Average current division throughout the life of the vehicle was 2:1 as
anticipated, within the tolerance of the Ampere Hour Meters (+0, -10 ampere-
hours). Projected versus actual AHM readings are showin Fige 3elele
Actual values are slightly lower than predicted because of: a) the AHM
tolerance, b) relatively early recovery, and c) the fact that actual
average payload operation was conducted at PRF Step 6 or 9, rather than

at PRF Step zero (worst case) for which the projections were made.

Rattery temperatures increased slowly throughout the mission. All three
Type 1-D batteries were between 65° and 75° from launch to recovery, and

fron 73° to 85°F from recovery to Orbit 73.
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3.3 Command and Control Subsystem
3.301 Data Links (VHF)

Quality of Data - All of the telemeter data links performed as specified.
Signal strength of all links were adequate for good data quality. No
failures or malfunctions have been reported.

3.3.2 Command System

S-band signal strength fluctuations and dropouts during three passes -
(NES 13, KTS 32, KTS 33)

Investigation of S-band Transponder performance revealed that it was acti-

vated throughout each of the hj; passes, and a totel of approximately 200
S-band commands were transmitted to it and verified. In addition, it was
continuously interrogated during each pass to provide the S-band tracking
signal.

C&C has reviewed telemetry data from the transponder monitors during the
three passes where dropouts occurred (NHS 13, KTS 32, and KIS 33) and three
of the passes where large fluctuations occurred (KTS 16, HIS 18, and KTS
31). It ie significant that although the receiver interrogation rate
monitor (H7) and the modulator interrogation rate monitor (H8) were not
affected by even large fluctuations, they both dropped to zero during the
periods of signal strength dropout. It is also significant thet the
transponder temperature monitor (HL9) remained steady throughout the
passes and the dropouts. (It showed a consistent temperature increase of
4° F during each pass.) Since the receiver level dropped to zero during

each dropout, unusual or excessive interference at the receiver input

cannot be blamed for the dropout since such interference would have caused
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PRF and gain were approximately correct. There were no known
targets suitable for a reliable resolution measurement.

A study of the AGC telemetry record, F-61, indicated that radar returns
varied in signal strength over a range of less than 10 db, further
confirming the relative uniformity of the terrain and lack of strong
targets. Attenuation Step 1 (AGC) was used for the entire pass.
Comparisons of radar maps with the corresponding doppler data from
earlier passes had indicated that most minor interferences recorded on
the doppler film would not "correlate", thus leaving the map relatively
unaffected. On Pass 56 doppler film, however, there were large amounts
of strong rabbit patterns recorded in the GBOE before the start of
Signals from the payload. This section of film was fortunately processed
through the correlator and was searched for any trace of the rabbits.
This search resulted in locating the entire rabbit pattern, equivalent
to about 30 seconds of recording time, reproduced through the correlator,
on the radar map. The individual pulses were not present but the

paths taken by the pulses were clearly defined.

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rates and attitude changes, the roll rates and displacement were not
reasonable. For this reason, rate calculations were performed for another
pass. (By this time better data records were available.) The results
were as follows:

Way 7 Wag 7 0062 and 0.55 m °/s

Weg * Way, & O06 m %/s

Wyg * 0.82 and 0.64 m /s

Wyg * 0.85 0 °/s

These resulte indicated a greater dispersion in the rate produced per gas
valve firing (W/VF) than had been anticipated. For this reason it was
decided to concentrate on the non-coupled pitch axis W/VF for all of the
thirteen passes available, The results produced the following range in
the datas

Wye * 0064 to 1.14 m/s

Wg * 0.75 to 1.40 m °/s
The weighted average of the W/VF was:

We = 0.80 m °/s

Wer 0.92 m °/s

The difference between the impulse from gas valve #2 and gas valve #5 could
be real, or it could be caused by an external torque which tended to
produce a positive rate. Sources of external torque would be:
1. Vehicle's magnetic moment interacting with the earth's
magnetic field
2. Gravity gradient

25
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' ORBIT 8°
Fi +23.5 VDC
is f
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Fa +300 voc

HIGH VOLTAGE SUPPLY
C275 OUTPUT CURRENT

TEE i Vimo

F103 . TRANSMITTER PRESSURE MONITOR

"24260 24270 24280
Figure 3.1.5
1-10

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Numbering and Or zation
The complete 2355 System Report is contained in three volumes.
Volume I = (PARTI) - Summary
Volume IT - (PART II) -= Engineering
Volume ITI ~- (PART III) = Flight Performance

The report paragraph numbering is in accordance with the following
convention:

First number indicates volume number

Second number indicates main paragraph number

Third number indicates a subparagraph

Fourth number indicates a further subdivision of a subparagraph

Figures are numbered consecutively within main paragraphs.

7

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TABLE
POINT NOMENCLATURE

P25 Temp - Timer A
F-26 Temp = Audio Sync. Demod.
F=27 Temp = Ref. Computer Gate
F-28 Temp - Deflect Amp.
Fe29 Temp = LOKV Pwr. Sup.
F-30 Temp ~ Recorder Case ‘
F-31 Temp - TWT
Fo32 Temp ~ Stalo
P-33 Temp - RF-IF Case
F-3h Temp - Klyst. Collect.
F-35 Temp - Klystron Body
F-3 Temp - Trans-Mod Case
F=37 Temp - Resistor Block
Fel Pre-Operate ON
P-L2 PRF Select #1
F-b3 PRF Select #2

. Fouls PRF Select #3

7 F-LS PRF Select #h

Poib Bypass Integrator

l Pah? Internal Test Mode

c P-48 Integrator T/C Select

‘ F-L9 Film Motion Monitor

[ F-51 Operate Recorder

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Operating Chronology in Telemeter Time

Systen
Time

Function and Effort

56529
56796
56879

56907

5692305
5692565
569255

569205
56942.5

$6956.65

56958
56961 8

5697203
to
569732

PRF in Step 9, Attenuation in Position 0.
Brushes 7 and 8 Warm-up ON.
Brushes 9 and 10 Pre-operate ON.

Tracking Station acquired Telemeter Links 1 and 2 and the
Wide Band Data Link.

Ground-based Recorder ON. Rabbits vere present on the Data
Track Film but did not appear on the Radar Mp.

Glitch on the Data Track Film which caused a .3 second noise
burst in the Radar Map.

Attenuation changed to Position 1 (AGC). Telemeter point F-53
indicates the change but the Radar Map density does not change.

Noise level drops for 0.3 seconds on the Data Track Film, which
caused a light strip on the Rader Map for .37 seconds.

PRF to Step 8,

Glitch appeared and Rabbits change frequency on the Data Track
Film; Radar Map not affected.

Glitch on Data Track Film of 0.2 second duration which caus:
a 0.21 noise burst on the Radar Map. .

OPERATE ON.

HIGH VOLTAGE ON - Rabbits change frequency on the Data Track
Film. Radar Map gete darker tut no evidence of rabbits.
Turn-on was over water (Lake Michigan) the AGC level was
90.) dbm after High Voltage ON.

Passing over North Manitou Island, Michigan the AGC changed

from -90.) dhn to 86.1, dbm then back to -90.4 dim. The Radar
Map of Manitou Island is very poor (dark).

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Zele2e1 Orbit 8 Worth to South Pass ~ NES
Recovery capsule data film analysed,

Vehicle Targst Geonstry (S-Look) tt VOLTAGE
‘ o System time in seconds: 24255.3 2369.5
Vehicle flight path lecatd 3TH 45.29%
° ot pe ont Bid for 80.76%
o Vehicle altitude: 138.367 MM «137.634 HM
Radar look point: 93°8 45.9198
° . 36500 82.81°W
o Radar target slant range: 170.615 WM :169.951 HM
o Radar map ewath length: Approximately 156.8 HM

Radar Map Scale Factors
. o Measured radar map length © 213.5 inches
_ © Measured data track film length = 571 inches
© Elapsed payload on time = 11).2 seconds
o Radar map asisuth scale = 1.86 inches/second

“FEF + 1.06 inches/seoond

Radar Map Evaluation
The first 32.5 inches of map has poor detail visible in the far
~ range. PRF Step 1, 4s probably too low in repetition rate.

From 32.5 to 4.7 inches the map far range detail still is poor
due to low PRF. .

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Figure 3.6.1 Pressure Decay - F-100 thru F-104


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2-10

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The Type I disturbance occurred 7 times during Orbit 8 and times during
Orbit 9. The Type II disturbance occurred only once, at Orbit 8.

The Type II disturbance started at 21268 seconds and stopped at 21,280
seconis System Time, The Type II disturbance is characterized by: a) a
slight decrease in high voltage; ») a slight decrease in high voltage
supply input current; ¢) essentially constant high voltage supply output
current until the end of the disturbance when the current momentarily in-
creases; d) an oscillatory noise burst causing the high voltage peak-
reading monitors to repsond, The slight decrease in high voltage is
considered to be caused by the effect of the abnormal oscillatory nature
of the load at the time of the disturbance on the regulator circuit of
the Lear-Siegler unit.

Both types of disturbance discussed here were also encountered during pay=
"oad altitude testing in the TASC Chamber 30 November 1964, and were present
only during the first four simlated orbits.

The source of the disturbances is the transmitter or the power supply, A
conclusive finding as to cause cannot be established,

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Pass 56 - Clutter Lock and Gyro Outputs

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System Time Function and Effect

57396.5 PRF to Step 9.
Mapped data moved in toward the near range
approximately 1.1 nm. Near range and far range
approximately same density indicating PRF was
correct.

5739763 Radar Hap blurred for approximately .5 second
centered on the time indicated.

5739867 Glitch of unknown origin appeared on Data Track
Film, it did not appear on the Radar Map.
ees Radar Map blurred for approximately .5 second

centered on the times indicated,

5742009 End of first piece of Data Track Film.
Approximately one (1) second of Data Track Film
lost at this point.

S7u22 Start of second piece of Data Track Film,
S7h52 Data map blurred for approximately one half (.5)
second centered on the time indicated.
i? 57458 8 Glitch causing data dropout on Data Track Fila,
did not appear in Radar Map. Cause unknown,
r S775 Cleveland, Ohio Targets.

Ghost images of strong Cleveland area targets

a)

appeared .68 seconds (approx. 2.7 nm) early on

r

oy

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Operating Chronology in Telemeter Time

System Time Function and Effect

Payload Warm-Up (i = PRF on Step 10,
Payload Pre-Operate ON.
VIS acquired VHF telemetry.
VIS acquired Wide Band telenetry.

2900.0 PRF changed to Step 11.
"Rabbits" recorded on the data track film which
were strong with no apparent effect on the redar
map.

2910662 Payload High Voltage Ci.
"Rabbite" on data track film decreased in
strength with apparent change in repetition rate
- no apparent effect on radar map.
The radar map begins with the first 3.5 inches
of detail light. The near-half of range is
darker than the far-half of range with a
slightly darker strip in the middle. The AGC

voltage monitored on F53 is 2 db below the average

for this period of time.
At approximately 20 inches from the start the
radar map appears to be evenly illuminated and
the detail appears good.

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3eh.9 Positioning of the Reflected Energy in the Range Gate
At the orbital altitude, depression angle and nominal PRF selected, approxi-

mately sixteen pulses are transmitted fran the airborne radar system before
the first target pulse returns from the center of the antenna pattern,

(tz and ty in Figures 3eh.5e1 thru 3.4.5.4). The returning target video is
recorded on the data film for a fixed time period (nominally 73.5 micro-
seconds) between each transmitted pulse. (Crosshatched time periods in
Figures 3.4.5.1 thru 3.4.5.4.) This 73.5 microsecond time period represents
approximately 60 percent of the period between transmitted pulses. The PRF
selection determines the location of the 73.5 microsecond period in the
antenna vertical pattern. If the PRF is optimum, the 73.5 microsecond period
is centered on the video returns from the center of the antenna vertical
pattern (Refer to Figure 3.l.5.1).

As the PRF is adjusted above and below this optimum frequency the center of
the range recorded (73.5 microsecond) moves off the center of the vertical
antenna pattem. (Refer to Figures 3.1.5.2 and 3.5.3.) If the PRF is
adjusted far enough fran the optimm frequency, the 73.5 microsecond period
being recorded covers portions of the video retums fram two successive
transmitted pulses including the ambiguous returns between the pulses.
(Refer to Figure 3.4.5.4.) Two successive video returns displayed during a
single unblanking period of the film recorder causes the far range video of
the first pulse to be recorded first, then the ambiguity region between
pulses, and finally the near range video of the second pulse. (Refer to
Figure 30.5.3 At and ty represent the start of the film record and ty

4-6
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ORBIT 8

- C141 PYRO BUS VOLTAGE

C178

+28 VR, TYPE X (PIL)

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DISTURBANCE

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Roll gyro output varied from -.1° to +.05°, pitch gyro varied from
-1.7° to +1.1° and yaw gyro varied from -,15° to +.2° during the pass,
From 57400 seconds to the end of the pass the pitch gyro varied from
+.1 to #15°; the yaw gyro from 0° to +.2° and the Clutterlock Integrator
output from =-1.3 to -2.5 VIC.

Operating Chronology ‘in Telemeter Time

Syatem Time Function and Effect
PRF in Step 9.

56965 WARM-UP ON

S723h PRE-OPERATE ON

57293 NHS acquired VHF-IM Links 1 and 2 and the WIDE
BAND DATA LINK.

573307 PRF to Step 8.

OPERATS ON, FILM DRIV ON.
The Data Track Film has rabbits present, changing
frequency slightly at HIGH VOLTAGE ON, gradually
lowering in strength to end of pass. The Radar
Map doesn't have any evidence of rabbits.
ST3Tbeb HIGH VOLTAGE ON ,

; Turn on over water (Lake Superior). Near range
was lighter than far range indicating that the
PRE was not optimm.

4-50

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little APE Polariod - Sweep 20 usec/cm Exposure 1/100 seo.

Figure 3.8.4.1 - Little APE 35 mm Film - Sweep 20 useo/cm ~ Single Sweep

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optical substitute for the receiver compression networks, to a pulse
of 0.68 microsecond duration with good sidelobe structure. The length
of the uncompressed pulse corresponded to the pre-flight examination
of the transmitter pulse made by Goodyear shortly before launch. An
attempted observation on Pass 1h, which would have yielded a recordable
pulse only in the presence of strong-back-lobes from the satellite-
antenna configuration, did not produce a discernible signal.

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System Time Function and Effect
6252402 High Voltage OFF.

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PASS L0G
PASS #57 STATION ys TIME 2347 (POT) DATE: 12-2h-6)
EVENT SEQUENCE
som EVENT OR COMMAND REMARKS
27704 Brush 7 and 8 - Payload Warm-up
972 Brush 9 and 10 ~ Pre-Operate ON
2800), VIS Acquire
280L9 BOD = 19 Selected T/c #2
077 e's) Selected WEDL #2
26104, * 2 = To PRF Step 9
28217 » 16 Payload Operate ON
352 ® 3 To PRF Step &
28389 Brush ) = Payload OFF
28h42 Brush 2 - ALL OFF
TOTAL OW TIME: 172 sec.

GENERAL COMMENTS:

1. Selected T/C 2 and WEDL #2.
2. Started pass on PRF Step 9 then PAC went to Step 8,
3- Did not send Payload

Brush § turned Payload OFF.

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tom Function Bt _

At 24266 seconds there is a gradual building of
noise on the data track film corresponding
Olosely to a glitch (anomaly) noted on teleneter
points C283 and C28. Wo apparent effect on the
radar mape
"Rabbits" are on the data track film are noted
in increasing numbers and intensity until sudden
drop-off when the PRF is changed to Step 12 at
2279.7 seconds.

2427323 PRF changed to Step 13.
Map illumination improves but the far range
is still light with loss of detail.
The radar map information appears to have moved
about 0.1 inches to the far range and about 0.2
inches to the left in azimth.

242799 PRF changed to Step 12,
The map illumination improves but still with a
light streak in the far renge. Detail is
generally good.
The radar map information appears to have moved
about 0.3 inches to the far range and about 0.15
inches to the right in asisuth.

2300.7 PRF changed to Step 11.
The radar map information moved about 0.3 inches

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3e4e7 Direct Monitoring of Payload Radiation
The performance of the radar system in the asimuth dimension,

particularly with respect to avoidance of “azimuth ambiguities" and
realization of the limiting azimth resolution, is very much dependent
upon precise control of the azimuth-dimension beam pattern of the
physical antenna carried by the vehicle. A direct measurement of the
azimuth beam pattern was therefore made during the periods of payload
operation on Passes 8 and 2; this measurement waa made using a

mobile receiving station of suitable desig, which was positioned near
the predicted swath center prior to payload-operate, based upon updated
S-fook information, The measurement showed that the azimuth pattern

of the physical beam essentially conformed to the pre-flight measurements
on the antenna, (Ref. Part II, Para. 2.1.5) and that incident power
levels at the mobile receiver were nominal.

A second direct ground-based measurement was prompted by the fact that
telemetry data derived from on-board monitoring of the transmitter
would provide an incomplete picture of the detailed character of the
tranemitted pulse. Because the vehicle would be within line-of-sight
of the SBBMY tacizity curing several of ite operating periods,
arrangements were made to monitor the transmitted pulse after one-way
propagation from the vehicle, in most cases via a sidelobe of the
satellite-borne radar antenna. The transmitter pulse was successfully
observed and recorded during payload operation of Passes 6, 2h, and 30;
the pulse was of nominal structure and could be compressed, using an

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30202 Derived Data-Vehicle

The Horizon Sensor output normally defines the vehicle's pitch end roll
attitude. Unfortunately the Horizon Sensor output for this particular
vehicle was anomalous. Part, if not all, of the cause for the erroneous
Sensor output was the vast cold cloud cover at the time of the flight. At
any rate, because of the loss of vehicle attitude data, some other mesns of
determining vehicle attitude was necessary. ,

A mumber of methods were used. The initial attack was to approach the solu-
tdon from a grossly approximate standpoint with the intent to refine the
method as the results pointed to the most likely solution.

It was felt that the key to the solution lay in evaluating the impulse
contained in each gas valve firing. In pursuit of this, the following
method was used

T «= Ta Q)
m = r-2¢ (2)
rte #aw (3)

Impulse per pulse = EAL 4 5 tog ..etg (Li)

and it follows that
yo Wy3 ig « Wo3 ete.
(see Figure 3.2.1 for gas valve location and vehicle axis description).
Vehicle body rates were obtained in the following manner:
Wy = &- ba + By = Wo = Ke (By = @,) (5)
Wet ie Bae VOT ALE Vo Mo Te 6)

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pss ERGATA
HE
a
a a a a cD
e
1 r i ni
F61 i iH i be
H
6
!
Sp Ste steag sas ergs sere,
tt Ht tye
rm Hi Ea
3
i
Cs a a a a oF
rm i
f s

°
Ting 99640.

$e
Oats 3-4068 .

#3
3

H bah se8s s

Pass 16 - Video Level and Gain Data

4-113

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Systen Time Function and Effect
the Radar Map before the AGC reduced the IF gain,
F53 IF GAIN CONTROL changed from -90 dbm over
Lake Erie to -7l.l dbm over Cleveland.

S7519 PRF to Step 8.
Mapped data moved out toward far range approximately
e8 rm. Far range slightly darker and resolution
better after PRF change to Step 8.

azo & Radar Map blurred for approximately one half (.5)
second centered on the times indicated,

S1s82 Radar Map is washed out during this period appears

5758h to be processing problem.

$7591.1 OPERATE OFF (Film Drive OFF) 34.13°N, 78.0L°W
(Geodetic Map).

5760h, BRUSH PAYLOAD OFF

57616 BRUSH 2 ALL OFF,

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2.0,

© - CALCULATED PITCH DISPLACEMENT (@.)
©) - PITCH HORIZON SENSOR OUTPUT (Hp
i @ ~ CALCULATED SENSOR ERROR ( MINUS ) (Hoe)

°

| ait |

7

-1.05—

ah \e

2.0] | L ! J
300 400 500 600 700 800
‘SECONDS

FIGURE 3.2.2 PITCH ATYTTULE VS, SYSTEM TIME (PASS 9)

2-7

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PASS SUMMARY LOG (Continued) Day 1, 2, 3
load ON ©
Pass Sta. Dir, pakroee_OF by, Significant Events
46 NHS NS 19h 1432 Went to Attemator Position #1 and

PRF Step 8 before payload operate.
PAC went to PRF Step 7, then to
PRF 6 during payload operate.

WyooWTS OB O179,- 16 Stepped thru all PRF Steps. (Was
on Timer Suboyole 4,8.)
56 NES SN 105 1716 1. Bypassed Integrater T/C.
2. Went from PRF Step 6 to 7, to &
S57 VIS SN 172 1688 1. Selected T/C #2 and WBDL #2.

2. Went to PRF Step 9, then to 6,
3. Let Brush ) turn Payload OFF.

1975 1. To PRF Step 7, then to 6.
(32.91 min.) 2. Had very poor Decon Sync.

73 vs S-N — — Last pass that was seen by SCF did
not operate payload.

72 NES S-N 87

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3ehe2.7 Orbit 30 North to South Pass - NES
Recovery capsule data film analyzed.

Vehicle Target Geometry (S-Look) Priel VOLTAGE Oe

© System time in seconds: S737h ey 37591.1

© Vehicle flight path location: 146.640N 33-3K°N
87.39% 79620

o Vehicle altitude: 128.941 NM 127.847 NM

one et ka

o Radar target slant range: 158.882 NM = =»-:157.521 1M

© Radar map swath length: 861 NK

Radar Map Scale Factors
o Measured radar map length = 406 inches
© Measured data track film length = 1082 inches
© lapsed payload on time = 216.7 seconds
o Radar map azimuth scale = 1,87 inches/second

tee = 1.87 inches/second

Radar Map Evaluation
The Radar Map quality was good and little data was lost due to improper
PRF settings. Some areas of special interest are the followings
o Divider strip US Highway 2 in Michigan at 57395 seconds.
o Parked aircraft at Wurtemith AFB, Michigan, at 57423 seconds.
© Side lobe ghosts at Cleveland, Ohio, at 57471 seconds.
o Ships near Wilmington, North Carolina at 57590.5 seconds.

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TABLE 3.201 (Cont)
Symbol Description Units
AVx, OWy, OWz Change in vehicle body rates deg/sec
Wis Wos +2. W6 Body rate produced per gas valve firing dee/aee/

Why Body rate produced per gas valve firing
t + Start and End of payload operation
2-19

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PITCH

DEG

YAW

DEG

ROLL

0&6

whe
rime
wate

TT

Pass 25 - Clutter Lock and Gyro Outputs

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Hii it
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a a a a
roses et Ty anit worats ments Betty
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TABLE

POINT NOMENCLATURE

P52 Isolation Roller

P-53 Gain Control

F-55 Ramp Monitor

F-56 Payload Operate

F-60 Integrator Output

F-61 AQC Monitor

F-62 . TOMC Reference

F-63 70 MC Offset

Fol, 70 MC SSB

F-65 Sweep Trigger Monitor
F=66 0.06 u sec. 70 MC Pulse
F-67 . 140 mc pulse

F-68 ON-GATE Monitor

F-70 Video Monitor

Fe7l Cathode Ray Tube Light
F-72 R.F. Pwr to Xntr

F-73 RF. Pwr from Xntr

F-7h, TWT Grid Pulse

F=75 100 mo output level
F76 PRe/,

F-83 Acceleration - Recorder
P-6h, Acceleration ~ RF-IF
P-86 Acceferation - Trans. Mod

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FIOURE 3.2.1 GAS VALVE LOCATION AND VEHICLE AXES

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PASS 100
PASS # 6 STATLON NES TIME 0748 (PDT) DATE: 12-2h-64

EVENT SEQUENCE

som EVENT OR COMMAND REMARKS
56529 Brush 7 and 8 - Payload Warm-up ON

196 Brush 9 and 10 - Payload Pre-Operate ON
56879 MES Acquire Delta 1, Delta 2 and Delta 3
56923 BOD = 14 Attenuator to Position 1

940 " 3 To PRE Step 8
56956 « 16 Payload Operate OW
5707 . 9 To PRF Step 7 (by PAC)

16 * 2 To PRF Step 6 (by PAC)
$7150 oh Payload Operate OFF
S716 Brush ) ~ Payload OFF
57179 Brush 2 = ALL OFF

TOTAL ON TIME: 19h, sec.
GENERAL COMMENTS s
1. Went to Attenuator Position 1 and PRF Step 5 before Payload Operate.

2. PAC went to PRF Step 7 and then 6 during oad Opera’
3. Sent a "Subcycle Skip" - to have Timer timer oo Suhepeae hE for Pass hi7e

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326 SATELLITE CONTROL FACILITY
328.1 Introduction
The SCF Configuration for Vehicle 2355 was predicated on two main objectives:
o Maximum utilization of existing station equipment.
© Minimum additional program peculiar hardware.
In accordance with these objectives, it was decided to utilise the Program
HEE screen Roons at VTS and NHS as the location of the program peculiar
equipment. This location permitted a secure storage and operation area as
+ well as minimising the installation of new cables, racks, power drops, etc.

The GFE program peculiar hardware located in the screen room were the Re-
corder (mounted on a dolly for convenience) and the Recorder Controller. Two
IMSC built devices, the TM Display Panel and Command Computer Panel, were
located in an existing rack in the Screen Room, as was a digital counter to
display PRF/i(¥-76). Other equipment used in connection with the operation
were the GFE Similator, Delay Register and DDE. Outside the Screen Room
were located the AMIE (Wide Band Tape Recorder), "Little APE" (Photo Monitor)
and WEDL Receiver Discriminator and Distribution Amplifiers. Each of these
major items of hardware will be discussed in detail, both as to their per-
formance during the operation and recommendations for the future. See
Figure3e8 .1.1 and 3¢8,1.2 for a description of the SCF configuration.

3.6.2 Wideband Data Link
The WEDL at VTS and NHS is a 2.2 Go/s System capable of a nominal 6Mc/e
information bandwidth. Elements comprising the system are the IMSC Type VIII
Wide Band Transmitter in the vehicle, a 60 foot parabolic antenna and a

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System Tine Function and Effect

Northern Wisconsin. Sharp contraste and good
detail as swath moves into Leake Superior and
over several islands.

2262521 Change to PR Step 7 = 0.2 second data loss in
doppler and map. Illumination symmetry decreased
slightly. Far range edge of map noticeably
darker. No prominent targets in water but surface
appears to have a definitely mottled texture
such as might be caused by humuocks of ice and
snow.

22630.3 Change to PRF Step 6 - Sharp glitch in doppler,
very faint trace on map. Far range edge of map
mach darker than near range. Swath crosses over
water/lend interface. Good detail except for
far range.

22646.8 " Qhange to Attemation Position 0. Map detail
very dense and blocked out except for weak
target areas. Near range contains more useable
data but still of low quality. Correlator/
Processor adjustuents would probably produce higher

—

quality map.
i, 2265325 Change to Attenuation Position 7. all data
ceases abruptly on doppler film and on map.
[ 22688 Payload Operate OFF - Fila Drive OFF

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shutdown and subseyuent restart of the GBOE recorder just prior to
Payload Operate OFF. ‘there were no excursions in AGC greater than 10
ib as there were no great chanyes in the terrain, i.e., from land to
vater, etc. there were no «known targets suitable for a reliable

resolution measurement,

Due to the major portion of the map being made at intentionally
incorrect Pii¥ settin,;s, the point by point correlation with the USGS
maps was necessarily low. However, Pass 47 provided an opportunity

to study in detail the effect of PiiF changes and the associated swath
shifts in the range direction and to trace the pro ress.of the "washed
out" area completely across the map. Transposition of near- and far=
range data was well illustrated. For the orbital altitudes and terrain
elevations encountered, the most nearly correct PF would have been
between Steps 7 and 8 (about 8467 CPS). This value, obtained fron
visual inspection of the radar map, incidentally corresponds to the
PRE setting which would provide a swath whose canter would coincide
with the S-look path. Position 1) exhibited the maximum loss of

data due to ambiguity transposition although this phenomenon was not
confined to PRF 1),

‘A detailed study of the Pass 47 map would not be required to conclude
that the covrect PRF setting is a definite requirement for the production
of useable maps. Throughout this expariment the main source of data

loss was an incorrect PRF value.

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System Time

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Function and iffect

6210.7

6242025
62443003

6240.4

62h50.4

6260.5
52U700b

I 6243004
c 624,87.5

[ 6249065
[

my

Chan,.;2 to PRF Step 12, Washed out data shifted
further toward near range. Targets visible almost
continuously at extreme far range. Near- and far-
rane data transposed,

Change to PKF Step 13. 1.1 inch data loss.

Change to PRF Step 14. Two data losses of 0.4
inch and 1.0.inch separated by 0.3 inch data,
Change to PRF Step 15. 0.4 inch data loss,

Near range has started to fade. Washed out

area of swath passes over Colorado Springs but
only a few prominent targets are recorded,

Change to PRF Step 0. 2.7 inch data loss. Near
range further washed out, however, western portion
of Pueblo is clearly discernable,

Chanye to PRF Step 1. 1.5 inch data loss, Only
prominent targets visible at near range.

Change to PRF Step 2. 0.9 inch data loss. Almost
no data at near range.

Change to PRF Step 3. 0.9 inch data loss.

Glitch. 0.3 seconds on doppler film, varies

from 0.4 to 0.7 inch on map. Cause unlnow.
Change to PRF Step 4. 1.5 inch data loss. Data
continuous across map in the range direction but
lighter and lower quality at near range.

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Reports By Participating Contractors
The complete system description and performance evaluation is contained

in reports issued by the three contractors. These are listed here for
reference by the reader:
Lockheed Missiles and Space Company:
Title: 2355 System Report, dated 31 March 1965,
Volune I - Summary
Voluwe II - Engineering
Volume III - Flight Performance

Goodyear Aerospace Corporation:
Titie: Program Report, KP-II Orbital Doppler Radar, Thar/
Agena Satellite Program, dated 1 March 1965.

_ Po

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System Time

Fonction and Effect

2919905

far-helf of range became darker. As the Grand
Canyon is crossed the map becomes lighter, more
evenly illuminated and the AGC monitored on F53
goes up (just over the canyon) approximately 5 db.
After crossing the Grand Canyon the far-half of
range remains light and the near-half of range
dark with an overall loss of detail. At about
158 inches the near-half range becomes darker

for approximately 0.8 inches from the leading edge
(this is 3 shades in contrast). From 29151.3 to
29199.5 the integrator output monitored on F60
varied between -0.8 and 0,0 volts.

PRF changed to Step 9.

At about 174.5 inches, corresponding to 29199.5
seconds, the radar map information moved 0.35
inches (approximately 1.23 nautical miles) to

the far range. The near-half of range becomes
evenly illuminated and the far-half of range
remains light. At about 182 inches the radar map
dJlumination becones even and is generally good to
about 221 inches. From 221 to 235 inches the far-
half in range is lighter. Just south of Urie, Utah,
at 235 inches which corresponds to 29232 seconds
the map terrain is

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been envisioned was simply to find two easily identified points on the

radar map (one near range and one far range) which should lie on a line
perpendicular to the swath, The angular difference between the actual line
joining the points and a perpendicular would then be measured. Unfortunately
the method will not work. oth ne 2 Goodyear personnel
came to this conclusion after some deliberation. The complete explanation
of the impossibility of the method is beyond the scope of this discussion.
Briefly stated, the near and far range targets have different doppler
histories and their positions are effectively shifted in an undeterminable
manner by the clutterlock action.

Goodyear is analyzing the clutterlock performance and may have some canments
on vehicle attitude control performance.

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Fi ‘
= e

Pa a aT: rr rr
C275 seo.

=

a
F72 Hh

74 20.8

i a ac aro

ws T Gausacgut inesebecabenetsties
F73 ee Hane
3

oo

oe A OME agra,

Pass 14 - Power Data

4-111

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The displacement in range between a typical doppler history and its
duplicate was about 0.67 microsecond. The frequency of the jitter
varied widely between 16 and 120 cycles per second. ‘The cause of the
jitter is not know and since it appeared in only one isolated instance,
a further study is not recommended.

Operating Chronology in Telemeter Tine

System Time Function and Effect
* 28077 Select WBDL No. 2
+ 2610; Change to PRF Step 9 (had been in Step 8).
* 28217 Payload Operate ON (in Attermation Position
#1, Adc)
4##2822h,.8 Ground Based Recorder ON
28225.6 High Voltage ON. Map lacks detail for 0.8

second, followed by generally blurred condition
for an indeterminate time, approximately
3 or k seconds.

28230.0 Swells in ocean indicating north-westerly wind.

28231.8 Swath crosses California coastline near Long
Beach. Targets typical of large populated
areas. Swath lighter than optimum but legible
over entire width.

28254.8 Glitch - 0.20 second data loss on doppler,

corresponding light streak on map.

% = Taken from VTS Pass Log entries.
+ From measurement of doppler film.

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3ehe2.8 Orbit 40 South to North = NES
Wide Band Data Link film analyzed.

Vehicle Target Geonetry (S-Lock) Pee WLI

o System time in seconds: 2348.7, 23521.2

© Vehiole flight path location: 10.23°H 16.32%"
88.17% 84.19°W

o Vehicle altitude: 136.681 NM 136.433 NM

© Radar map look: 40.87°R 47.03%
90.119 86.28"

o Radar target slant range: 168.76 NM 168.207 NM

o Radar map swath length: 1406 NA

Radar Map Scale Factors
© Measured radar map length = 191.65 inches
o Measured data track film length = 509.5 inches
© Elaepsed payload on time = 102.5 seconds
o Radar map asimth scale = 1.869 inches/second

Be = 1,869 inches/second

Radar Map Evaluation

In general the quality of the radar map was poor. Targets could not

be detected for the first 3 seconds after High Voltage OW and were very
poor for the first 7 seconds. The data was very light during the AGO

operation which was the first 3.8 seconds after High Voltage ON. The

Olutterlock integrator output moved from 0 to + VDC during this first
7 second interval.

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this receiver level to increase. Furthermore, a review of the tracking
error signals from the ground radar (VERLORT at KTS and PRELORT at NHS) at
each tracking station has shown that the radar antenna was locked on at tine
dropout occurred. Therefore radar antenna misorientation cannot be blamed
for the dropout, since if the radar had lost track and caused the dropout
by shifting out of the S-band radiation pattern, a large error signal

would have appeared just before the dropout when the radar antenna was
moving out of the pattern.

With no evidence of malfunction in the transponder, the difficulty must be
in the ground radar or an unusual propagation condition which caused a large
attenuation of the radar signal.

3.303 Wide-band Date Linke
Flight Data vs. Calculated Data - Signal strength records from VTS and NHS
have been compared with calculated values and found to be in good agreement.
Signal strength records from both stations are the best that have been
obtained to date. In general, NHS records show signal strengths 4 to 6 db
higher than VIS. Calculated values for the passes checked lie between the
values of recorded signal strengths. Calculations are shown in Table Be3ele
Figure 3.3.1 shows recorded signal strengths for three typical passes and
the calculated values.

A possible variation of 3 db in transmitting antenna pattern, calibration
errors, and differences in propagation losses can easily account for the
observed differences and between stations caloulated values.

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