3ER)

BB-3.1.5-4-202

PART IV

TN-AP-68- 369

contract NAS8-4016schedule]I,

vehiclesystemsintegration

SATURNAS-205/CSM-101

POSTFLIGHTTRAJECTORY

AO,V,S,ON_ CHRYSLERSPACE

CORPORATION

_.0. _ie:_ " ,,%"1

IIi

TH-AP-68-369

SATURN AS-2OS/CSM-IOI POSTFLIGHT TRAJECTORY

DECD4BER !968

AEROSPACE PHYSICS BRANCH

CHRYSLER CORPORATION SPACE DIVISION

PREPARED BY:

THE TRAJECTORY RECONSTRUCTION UNIT

J_W_ Nichols, Supervisor_aJectory Reconstruction Unit

APPROVED:

O. K. JoneS, Nanaging EngineerPostflight Evaluation Group

der, _nagerFl_ght Mechanics Section

R. H. Ross, Chief Engineer

Aerospace Physics Branch

FOR_ORD

This report presents the postflight trajectory of the Saturn AS-205/

CSM-IO1 vehicle from guidance referencerelease to S-IVB/CSM-IO1 separation.

Included in the report is an analysis of the powered flight trajectory,

orbital flight trajectory, orbital effects of the S-IVB propellant dump

safing experiment, and the ballistic £re_flight to impact of the expended

S-IB stage.

The trajectory determination and documentation were performed by the

Aerospace Physics Branch of Chrysler Corporation Space Division in compliance

with the work scope of con%tact NASS-_Q16, Schedule II, Supplemented Agree-

ment MSFC-1, Amendment 105, Paragraph I1.2, BB Item 3.1.5-&-202, Part IV.

Acknowledgements are made to the personnel of Marshall Space Flight

Center, R-AERO-FFT, for their assistance and cooperation, and to the Dynamics

Programming Unit of CCSD Computer Services for their invaluable assistance.

-i-

TABLEOFCONTENTS

Foreword............................ ............. ................ .....

Table of Contents .....................................................

List of Illustrations .................leeeoeeee_eOo6Of_J_meooBIOaoOeooOoeeeoeeJeeoeeeo.

List of Tables ........................ .................................

Sunmary ..................,,,..,,..,leoeeolooellooeOeOemw_,e,olm,loeeeeeeoeele,,.eolee. J

1.0 Introduction .................... ,,, ..............................

2.0 Coordinate Systems and Launch Parameters .........................

g ..........3.0 Powered Fli ht Trajectory Analysis ...............................

3.1 Data Sources ..............................................

3.1.1 PAFB Tracking Station (O.18) .........................

3.1.2 Cape Tracking Station (1.16) .........................

3.1.3 Merritt Island Tracking Station (19.18) ..............

3.1.h Grand Bahama Tracking Station (3.18) .................

3.1.5 Grand Turk Tracking Station (7.18) ...................

3.1.6 Bermuda Tracking Station (67.18) .....................

3.1.7 Bermuda Tracking Station (67.16) .....................

3.2 Trajectory Composition (Powered Flight) .....................

3.3 Powered Flight Trajectory ...................................

3._ Error Analysis ..................................................

Orbital Trajectory Analysis ...................._,0 ,eeooeeo,_,o,,,,,,,,ee,,,,eooe,,B.oo,,

PAGE

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i.l Orbital Trajectory ......... ................................. ii

A.2 Orbital Data Sources ........................................ ii

4.3 Trajectory Analysis .................. ' 12

A.4 Orbital S-IVB Safing Experiment ............................. 13

5.0 Expended S-IB and S-IVB Stage Free Flight Trajectories ........... 14

- ii-

TABLE OF CONTENTS (CONT,D.)

PAGE

6.0 Government Furnished Data ....................................... 15

References and Distribution .......................................... 119

Appendix A ........................................................... A-I

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FIGURE

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1_,

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LIST OF ILLUSTRATIONS

TITLE

Trajectory Coordinate Syste_ ..............................

Available Tracking Data (Powered Flight) ...................

Vehicle Ground Track and Tracking Stations .................

Antenna Location and Vehicle Center of Gravity .............

Measured Parameter Tracking Comparison (Azimuth) ...........

Measured Parameter Tracking Comparison (Elevation) .........

Measured Parameter Tracking Comparison (Range) .............

Altitude• ,,,,,,,,,,-e,lJeg_Tllee_elee,,,eJeoeeeiIeo e,e io, ,

Surface Range. ........... ... ..............................

Total Inertial Acceleration_ ..............................

Earth-Fixed Velocity and_vation Above Local Horizontal

Space-Fixed Velocity and Flight Path Angle ................

Mach Number and Dynamic Pressure ..........................

Estimated Uncertainty of_eference Trajectory (PoweredFlight) ....................................................

Orbital Ground Track (Two Revolutions) .....................

Accleration Due to LOX Dump ...............................

Orbital Altitude ...........................................

Orbital Space-Fixed Velbcity ...............................

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TABLE

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IV

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IX

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XVII

XVIil

XIX

LIST OF TABLES

TITLE PAGE

Tracking Data Sources Available During Powered Flight ...... 34

Times of Events .......................................... 35

Significant Trajectory Parameters .......................... 36

Cutoff Conditions .......................................... 37

S-IB/S-IVB Separation Conditions ........................... 38

S-IVB/CSM-IOI Insertion and Separation Conditions .......... 39

Available Orbital Tracking Data ............................ 40

Orbital Tracking Utilization Summary ....................... 41

Orbital Elements at Significant Times ...................... 42

Effects on Orbit of S-IVB Safing Experiment ................ 43

Earth-Fixed Plumbline Positions, Velocities and

Accelerations (Metric Units) ............................... _4

Space-Fixed Ephemeris Positions, Velocities andAccelerations (Metric Units) ............................... 56

Geographic Coordinates (Metric Units) ...................... 68

Earth-Fixed Plumbline PasStions, Velocities and

Accelerations (English Units) .............................. 80

Space-Fixed Ephemeris Positions, Velocities and

Accelerations (English Units) .............................. 92

Geographic Coordinates (English Units) ..................... 104

S-IB Stage Free Flight Trajectory (Metric Units) ........... 116

S-IB Stage Free Flight Trajectory (English Units) .......... ll?

Government Furnished Documentation ......................... i18

SUMMARY

The manned Apollo Saturn Vehicle, AS-2OS/CSM-IO1, was launched from

Cape Kennedy, Florida, at iO:O2:&5 A.M, EST, October Ii, 1968. The primary

mission was to flight test the manned Apollo Spacecraft. The actual flight

trajectory was very close to the predicted nominal. This report presents

the AS-2OS/CSM-IOI postflight trajectory from guidance reference release

to S-IVB/CSM-IOI separation, and includes a discussion of the orbital

effects due to the S-IVB safing experiment. The trajectory is presented

in the earth-fixed plumbline, space-fixed ephemeris, and geographic coor-

dinate systems. Time histories of trajectory parameters are given, in tabular

form, at; 1.0 sec intervals from guidance reference release to S-IB/S-IVB

separation, 5.0 sec intervals from S-IB/S-IVB separation to orbital insertion,

and 50.0 sec intervals from insertion to S-IVB/CSM-IOI separation. Also in-

cluded is a tabulation at lO.O sec intervals of the expended S-IB stage

ballistic free flight trajectory to impact.

The traJectory was established from radar tracking data, telemetered

guidance data from the ST-12& M guidanceplatform, and measured meteorolo-

gical data. At S-IVB/C_-IOI separation (iO502.& sec), the vehicle space-

fixed velocity was lower than predicted nominal by 7.6 m/s (2A.9 ft/s). The

altitude, at this point, was 6.6 km (3.6 nm) higher than nominal and the

flight path angle was 0.02 deg lower than nominal.

-1-

I.OIN__

The mannedSaturn IB vehicle, AS-2OS/C_M-ioI,was launched from KSC

at IO:O2:L5 A.M. ESTon October ii, 1968. The launch azimuth from pad 3_

was I00 deg east of north. After approximately iO sec of vertical rise,

the vehicle began a roll maneuverto the flight azimuth of 72 dog east of

north. Also at iO sec, the downrange pitch maneuverwas started. The

S-IVB stage and the Apollo 7 spacecraft with three Astronauts aboard were

placed into an elliptical earth orbit for flight test of the mannedApollo

configuration. A safing experiment (propellantdump)was conducted with the

S-IVB stage during the first revolution and prior to S-IVB/CSM-IOIsepara-

tion. The S-IVB stage was separated from the mannedspacecraft well into

the second revolution as the vehicle approachedHawaii.

This report presents the postflight mass-point reference trajectory,

and associated information, from guidance reference release (-&.972 sec)

to S-IVB/CSM-IO1separation (10502._ sec). All times are referenced to

the established RangeZero of iO:02:15 A.M. EST,unless otherwise specified.

Comparisonof this trajectory with the nominal is given for somespecific

parameters as indications of vehicle performance. Reference 1 provides

documentation of the predicted nominal trajectory. Also presented in this

report are details of available tracking data, the data utilization, an

error analysis, the orbital determination, the orbital effects of the S-IVB

safing experiment, and the expendedS-IB stage ballistic free flight to

impact. Accompanlngthe discussion are figures and tables of the trajectory

data in both the metric and English units of measure.

-2-

2.0 COORDINATE SYST_S AND LAUNCH PARAMETERS

The translational motion of the Vehicle's center of gravity is tab-

ulated in three coordinate systems: earth-fixed plumbline, space-fixed

ephemeris, and geographic. These coordinate systems conform to the "Project

Apollo Coordinate System Standards" and are defined in Appendix A and gra-

phically illustrated in Figure 1. The earth-fixed plumbline coordinate

system has its origin located at the launch site on the reference earth

model. In the earth-fixed system, the vehicle's center of gravity has an

initial displacement of 3&.7 m (ll3.8ft) above the reference ellipsoid.

The representative model for theearth and its gravitational field

is the Fischer Ellipsoid of 1960. Alllatitude and longitude coordinates

are defined with respect to this elli_oid.

The geographic coordinates and gravity data for launch pad 34 at

Cape Kennedy are:

Geodetic Latitude

Longitude

Acceleration of

Gravity

Elevation above the reference ellipsoid are:

Base of Launch Pedes_a!

C. G. at First Motion

Azimuth alignments are: .....

Launch Azimuth

Flight Azimuth

ST-12AM Platform

Azimuth ___

28. 521963 deg

80_ 5611Ai deg

9.818 m/sec 2 (32.21 ft/sec 2)

5.7 m (18.7 ft)

34.7 m (113.8 ft)

I00 deg E of N

72 deg E of N

72 deg E of N

-31

3.0 POWERED FLIGHT TRAJECTORY ANALYSIS

3.1 Data Sources

Tracking data from seven radar tracking stations and telemetered

guidance data were available from first motion through insertion (S-IVB

CO + lO sec). The coverage of each tracking station is itemized in Table

I and shown in Figure 2. The vehicle ground track relative to each tracking

station is shown in Figure 3. The r@dar antenna location and the vehicle's

center of gravity versus time are shown in Figure &. The measured parameter

data from each of the seven radar tracking sites are compared with the refer-

ence postflight trajectory in Figures 5 through 7-

3.1.1 PAFB Tracking Station (O.18)

Patrick Air Force Base radar produced data from 20 to 593 sec. The

quality of these data were much higher than that received on the previous

flight. The range data were much smoother and its maximum deviations were

less than 10 m (33 ft) through the entire track. The angle data were also

good with the magnitude of the m_ximum deviations being less than 0.03 deg.

3. i.2 Cape Trackin_ Station (I.16 )

Cape Kennedy radar produced data from O to 603 sec with a 59 sec gap

from 500 to 559 sec. These data matched the reference trajectory very closely

with the exception of the initial I00 sec and final A4 sec of track where the

largest angle and range deviations occurred. After the first I00 sec and

prior to the gap, the deviations settled to an 8 m (26 ft) bias in range and

the angle deviations were less than 0.O1 deg. After the gap these data were

rough and exhibited large deviations from the reference trajectory.

-&-

3.1.3 Merritt Island Tracking Station (19.18)

Merritt Island radar produced its usual good quality data with coverage

from ii to 606 sec. With the exception 0f large deviations early in the

flight, the angle data agreed very wel!with the reference trajectory. The

range was in close agreement with the reference trajectory, containing de-

viations of less than iO m (33 ft) until the last IOO sec of track where

the deviations tailed off to a maximum of approximately 20 m (66 ft).

3.I.A Grand Bahama Tracking Station (3.18)

Grand Bahama radar produced a good set of tracking data from 96 to

58& sec. These data were very similar to that produced on the last flight.

The azimuth and elevation were in clos9 agreement with the reference tra-

Jectory, containing a bias of slightly less than 0.02 deg in elevation. The

range data reveals excellent agreement with the reference trajectory, con-

taining deviations of less than 15 m (&9 ft) through the entire track.

3.1.5 Grand Turk Tracking Station (7.18)

Grand Turk radar produced data from 211 to 685 sec. The azimuth data

received from Grand Turk were in excellent agreement with the reference tra-

Jectory, containing deviations of less than O.O1 deg throughout track. The

elevation data were completely unusable and deviations were too large to be

included in the measured parameter comparisons. The range data, although

having large deviations from the refer_ce trajectory at the beginning and

ending of track, had dsviations of less than i0 m (33 ft) for the major

portion of track ...........

-5-

Bermuda (FPQ-6) radar produced data from O to 689 sec although the

data were not usable until 250 sec. The measured parameter deviations

of this set of data exhibited the same characteristic deviations as on

the previous flight. The azimuth data were in good agreement with the

reference trajectory with maximum deviations being less than 0.03 dog.

Deviations in elevation data were less than 0.03 deg with the exception

of the first 50 sec of usable data. The range data were smooth and re-

vealed maximum deviations of _5 m (148 ft).

3.1.7 Bermuda Track'_ Station

Bermuda (FPS-16) radar produced data from 0 to 689 sec. The angles

and range measurements all exhibited very large deviations with respect to

the reference trajectory. The azimuth data were the better of the three

measurements. The range deviations were too large to be presented on the

measured parameter comparisons with deviations up to A20 m (1378 ft). Al-

though the parameter deviations were large they did appear to contain the

characteristics of a station location error, as observed on the previous

IB flight.

3.2 _a_ Cr_sition (.Powered Flight)

Tracking data from C-band radars, covering the major portion of powered

flight, were available for establishing the postflight trajectory. Teleme-

tered guidance information and measured meteorological data were also received

and utilized in the postflight trajectory determination.

The observed mass-point trajectory; often referred to as the postflight

trajectory, the reference postflight trajectory, or the best estimate tra-

Jectory, was established by a composite fit of the radar tracking data.

-6-

The composite fit or best estimate trajectory is established through

the utilization of a computer program called GATE. This program uses

telemetered guidance velocity data as the generating parameter to compute

a trajectory which will best fit the tracking data, yet retain the smooth-

ness of the guidance data. The guldance data can vary only in accordance

with an e_ghteen term error model and the variances assigned to each error

coefficient. The error coefficients are determined using the Kalman linear

filtering technique and applied t0_he telemetered guidance data to produce

the final smooth and continuous trajectory. The GATE program also incor-

porates a ten term tracker error model through which the residuals between

the tracking system and the reference postflight trajectory may be resolved.

However, only the guidance error m_del was used to fit the data for this

flight. See Reference 2 for further details of the GATE program.

3.3 Pow_ered F!_ht Tra._ectory

A comparison of actual and nominal times at some significant flight

events is presented in Table II. Altitude and surface range are graphi-

cally illustrated in Figures 8 and 9, respectively, for the entire powered

flight. Figure lO is an illustration of the total inertial acceleration

profiles for the S-IB and S-!VB stages. The magnitude of the total earth-

fixed velocity vector and the associated elevation angle, positive above

the local horizontal, are shown _ Figure Ii. The magnitude of the space-

fixed velocity vector and the angle between this vector and the local hori-

zontal plane are shown in Figure 12. The Mach number and dynamic pressure

parameters are shown during the S-!B powered flight in Figure 13.

_7-

ORIGINAL PAGE IS

OF POOR QUALITY

The meteorologically associated trajectory parameters were calculated

using measured meteorological data for the day of launch. The measured

data were furnished to an altitude of 9Okm (A9 nm). Above this altitude

the U. S. Standard Reference Atmosphere was used.

Various trajectory parameters, such as altitude, surface range, and

velocity, are given at some significant flight event times in Table III.

The apex and impact of the discarded S-IB stage are also included in Table

III. Several trajectory parameters are compared with nominal at engine

cutoff events for the S-IB and S-IVB stages in Table IV. Trajectory parameters,

for the purpose of performance evaluation, are compared to nominal in Table

V for the S-IB/S-IVB separation event and in Table VI for the S-IVB/C_._-IOI

insertion and separation events. The vehicle flight evaluation report,

Reference 3, provides details of vehicle subsystems performance. Tables

VII through X present orbital trajectory information which is discussed

in Section A.O below.

The actual postflight trajectory, from guidance reference release

to S-IVB/CSM-101 separation is tabulated in both metric and English units

of measure in Tables _I through XVI. These tables present the trajectory

in the earth-fixed plumbline, space-fixed ephemeris, and geographic coor-

dinate systems. The data are tabulated at l.O sec increments from guidance

reference release to S-IB/S-IVB separation, continuing at 5.0 sec increments

to insertion, and at 50.0 sec increments from insertion to S-IVB/C_-IO1

separation.~.

= _ _8 m

The actual trajectory was very close to the predicted nominal, as

reflected in the previously mentioned tables where comparisons are made.

The velocity gain due to thrust decay between OECO and S-IB/S-IVB separa-

tion amounted to L.I m/s t(13.5 ft/s) which was 2.0 m/s (6.7 ft/s) less

than predicted. The velocity gain after S-IVB CO, due to thrust decay,

amounted to 6._ m/s (21.0 ft/s) which was 1.2 m/s (3.9 ft/s) greater than

predicted.

3.A Err___orAnal_

The best estimate of the reference postflight trajectory during the

powered flight is the results of a composite fit of C-band radar data received

from seven Eastern Test Range tracking stations. During the major portion

of first stage powered flight, good coverage was provided by Merritt Island,

Cape Kennedy, and Patrick Air Force Base radars. These data were the main

data used in the GATE program to establish this portion of the powered flight

trajectory. The remaining portion of the powered flight trajectory was

established as a composite fit of all available radar tracking data.

The reference trajectory was smoothed, differentiated, and transformed

from the point of track (radar antenna location) to the vehicle's center of

gravity to provide a positional time history of the center of gravity rather

than the point of track.

The measured parameter comparisons (Figures 5 through 7) reveal the

trends of the radar data with respect to the reference trajector_j. The dis-

persion of these data and their analyses give an indication of the quality

of the reference trajectory. Most 6_the range and angle deviations of the

radars appear to be biased or show systematic trends that could be represented

-9-

by a realistic error model. The maximum range deviation shown in Figure 7,

is 50 m (164 f_) which occurs in the Grand Turk data at the beginning of

track. Four tracking systems; Merrltt Island, Patrick Air Force Base,

Cape Kennedy, and Grand Bahama, all produced range data with deviations

clustered within 520 m (i66 ft) of the reference trajectory for their

entire period of track. The angle deviations showed very good agreement

with the reference trajectory between lOO and 500 sec of the flight.

An estimate of the total uncertainty of the powered flight trajectory

is presented in Figure 1A. At S-IB outboard engines cutoff, the position

uncertainty is about 30 m (98 ft) in the XE and ZE components and about 50 m

(164 ft) in the YE component. The corresponding velocity uncertainty is

about 0.3 m/s (1.O ft/s) in DXE and DZE, and about 0.5 m/s (1.6 ft/s) in

DYE. At S-IVB CO the uncertainties have increased to about I00 m (328 ft)

in the XE and ZE components, and about 150 m (A92 ft) in the YE component.

Re velocity uncertainties at S-IFB CO have increased to 0.5 m/s (1.6 ft/s)

in the DXE and DEE components, and 1.0 m/s (3.3 ft/s) in the DYE component.

-10-

4.0 ORBITAL TRAJ_TORY ANALYSIS

£.i Orbital Trajectory

The AS-205 S-IVB/C_4-1OI vehicle was inserted into orbit at 15 hrs

13 min i1.76 sec U.T. (626.76 sec Range Time). Figure 15 is a ground

projection plot showing the first two orbital revolutions. The orbital

insertion parameters for AS-205 were determined by a least squares differ-

ential correction procedure using C-Band radar orbital tracking data over

the first two revolutions and by the insertion point established by the

best estimate powered flight trajectory.

The primary objective of the AS-205 flight was to provide tests of the

manned Apollo 7 spacecraft. Also, an orbital safing experiment (LOX dump)

of the S-IVB stage was planned during the first revolution. The orbital

safing experiment was conducted beginning at 5668.96 see and ending at

6389.96 sec. The S-IVB/CSM-101 separation occurred over Hawaii in the

second revolution at 10502._ sec.

4.2 Orbital Data Sources

Orbital tracking of the AS-205 vehicle was conducted by the NASA Space

Tracking and Data Acquisition Network (STADAN). This network provided the

C-Band radar data used in determination of the AS-205 orbital trajectory.

A sun_nary of the stations furnishing data for use in determining the S-IVB

orbital trajectory is presented in Table VII. These data cover portions

of the first two revolutions of flight.

The two stations at Bermuda (FPS-16 and FPQ-6) and the Carnarvon tracking

station furnished tracking data in the first revolution prior to the orbital

safing experiment. The tracking stations at California, White Sands, Merritt

-ii-

Island and Patrick furnished tracking data during the first revolution

while the orbital safing experiment was being conducted. Data for the

second revolution werefurnished by the tracking stations at Bermuda (FPS-16

and FPQ-6), Carnarvon and Pretoria prior to S-IVB/CSM-101 separation and

California, Hawaii, Merritt Island and Patrick following the separation.

A.3 Trajectory Analysis

The Orbital Correction Program (OCP) was used to provide solutions for

the insertion conditions and orbital trajectory, utilizing orbital tracking

data and representative orbital acceleration models. Solutions were made

using various combinations of all orbital tracking data received. However,

the most reasonable solutions were made using data from Bermuda (FPS-16),

Carnarvon, California and Merritt Tsland during the first revolution and

Carnarvon and California during the second revolution. From themost reason-

able solution, Table VIII provides a tabulation of the number of observations

and the root mean square (_IS) of the residuals associated with each measured

parameter.

Telemetered guidance accelerometer data were furnished to represent the

actual orbiting vehicle acceleration. These data were utilized in the orbital

solutions to give a more realistic fit of the orbital tracking data.

Considering the most reasonable OCP solutions and the agreement between

the orbital and powered flight solutions, the estimated uncertainty of the

insertion position and velocity components are no greater than quoted at

S-IVB CO in Section 3.A, above.

-12-

The orbital trajectory, from insertion to S-IVB/CSM-IOIseparation,

was obtained from the OCPusing orbital tracking data and telemetered

guidance accelerations. The orbital parameters at insertion and S-IVB/

CSM-IOIseparation were taken from the orbital trajectory and are pre-

sented in Table IX.

_._ Orbital S-IVB Safing Experiment

The scheduled S-IVB orbital safing experiment (LOX dump) was initiated

at 5668.96 sec and terminated at 6389.96 sec. Orbital tracking data from

the tracking stations at California, Rite Sands, Merritt Island and Patrick

and telemetered acceleration data were available to help construct the orbital

trajectory through the period of the safing experiment. The telemetered

acceleration magnitude profile, during the safing experiment, is shown in

Figure 16.

In addition to the actual S-IVB/G_H-IOI orbital trajectory, a theoretical tra-

Jectory was initiated at the beginning of the safing experiment and integrated

through S-IVB/CSM-IOI separation assuming nominal drag forces and no dump

forces. The orbital parameters at the end of the safing experiment from this

theoretical trajectory are compared to the parameters computed from the actual

S-IVB/C._I-IOI orbital trajectory. This comparison, which reveals the effect

of the LOX dump on the S-IVB/C_-IOI orbit, is presented in Table X. The effects of

the safing experiment on the orbiti_ S-IVB/CSM-IOI altitude and space-fixed

velocity profiles are shown in Figures 17 and 18, respectively. The solid

line in these figures represent the actual S-IVB/C_-IOI orbital trajectory.

The dashed line represents the theoretical trajectory which would have

occurred with no propellant dumping.

-13-

5.0 I_P_DED S-IB AND S-IVB STAGE FREE FLIGHT TRAJECTORIES

Three theoretical free flight trajectories were computed for the

discarded S-IB stage using initial conditions at S-IB/S-IVB separation.

The trajectories were integrated from separation to impact using actual

retro-rocket performance and actual outboard engine decay data.

Trajectories were calculated assuming nominal drag coefficlents

for three types of S-IB stage free flight conditions. These three con-

ditions for the expended S-IB stage are: (I) stabilized at zero deg angle

of attack, (2) a tumbling body, and (3) stabilized at 90 deg angle of attack.

This provides the following S-IB stage impact locations.

Drag Conditions

0 deg Angle of Attack

Tumbling Body

90 deg Angle of Attack

Impact Range

501.32 km (270.69 nm)

490.78 km (265.00 nm)

483.76 Km (261.21 nm)

Impact Time

h95.0 sec

560.2 sec

604.3 sec

Radar tracking data were not available to confirm the results obtained.

However, on previous flights the tumbling drag case was proven to be close

to the actual tracking data. For this reason, the theoretical free-flight

trajectory utilizing the tumbling drag coefficient data is considered the

actual trajectory of the expended S-IB stage. This ballistic free flight

trajectory is presented in tabular form in Table XVII (metric units) and

Table XVIII (English units). The ground track and impact are also shown

in Figure 3.

The S-IVB expended stage remained in earth orbit, following S-IVB/CSM-IOI

separation, for approximately 7 days. Due to the lack of tracking data during

the final revolutions, the S-IVB free flight re-entry trajectory was not computed.

-iA-

6.0 GOVERN_tENT FUq%NISHED DATA

The Government furnished data used to establish the postflight tra-

Jectory of the AS-205 vehicle are tabulated in Table XIX.

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-26-

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TABLE I

TRACKING DATA SOURCES AVAILABLE DURING _D FLIGHT

Data_So,,_rce

Patrick (0.18) Radar (FPQ-6)

_m (1.16) Ra_r (PP_)

Merritt Island (19.18) Radar (TPQ-18)

Grand Bahaea O.18)Radar (TPQ-18)

Grand Turk (7.18) Radar (TPQ-18)

_rmuaa (67.18) Radar (F_-6)

Bermuaa (67.16) Radar (FPS-_)

20 - 593

0.- A99

559 - 603

11 - 606

96 - 58&

211 - 685

0 - 689

0 - 689

TABLE II

TIMES OF _V_NTS

Fan e Time in sec

Events _ _ Act-Nora

Guidance Reference Release - &.972 .....

First Motion O.17 O.17 O.O0

L. O. Signal (Umb. Disc) 0.36 0.37 -O.O1

Mach One 62.15 61.55 0.60

Maximum Dynamic Pressure 75.5 75.0 0.5

IECO IAO. 65 1AO. 28 0.37

OECO IA_ .32 iA3.28 I.O&

S-IB/S-IVB Separation (Signal) IAS. 59 IA&. 58 i.Ol

Guidance Initiation (IGM) 169.76 168.A2 1.3h

S-IVB CO 616.76 614.80 1.96

Orbit Ins ertion 626.76 62&. 80 1.96

S-IVB/CSM-IO1 Separation 10502.& 10&95.17 7.23

Note: Actual times are referenced to Range Zero (i0:O2:h5 A.M. EST). Nominal

times were obtained from Reference 1 and adjusted to the actual 0.17 secfirst motion time.

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TABLE V

S-IB/S-IVB SEPARATION CC_DITIONS

Parameters

Range Time

Altitude

Units

8ec

km

nm

Separation Signal

Actual Namina_ Act-Nam

145.59 144.58 1.01

61.8& 61.91

33.39 33 .&3

Range km 62.15 61.82 0.33

nm 33.56 33.38 0.18

Space-Fixed Velocity m/s 2320.3 2326.1

ft/s 7612. _ 763 i.5

Cross Range km

nm

0.14 - 0.O3 0.170.08 - 0.02 0.i0

Flight Path Angle deg 26.32 26.60 - 0.28

Heading Angle deg 72.35 72.23 0.12

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TABLE VII

AVAILABLE ORBITAL TRACKING DATA

Station Type of Radar

Revolution

1 2

Bermuda

Bermuda

California

Carnarvon

Hawaii

Merritt Island

Patrick

Pretoria

White Sands

FPS-16

FPQ-6

FPS-16

FPQ-6

FPS-16

TPQ-18

FPQ-6

MPS-25

FPS-16M

X X

X X

X X

X X

X

X X

X X

X

X

-&O-

TABLEVIII

ORBITALTRACKINGUTILIZATIONSUMMARY

Station ......

Bermuda(FPS-16)(Rev. l)

Time of Track Data Valid

(Range Time in Sec) Type Observations; " .... n,

Begin 633 AZ 29

End 807 EL 28

RA _9

R_ Errorof Residuals

0.006 deg '_

0.013 deg

5 m (16 ft)

Carnarvon

(Rev. i)

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RA 52

0.003 deg

0.008 deg

6 m (20 _)

California

(Eev. I)

Merritt Island

(Rev. i)

Begin 5379 AZ A7

End 5667 EL A5

RA A7

Begin 58&2 AZ

End 6255 EL 67

RA 68

0.018 deg

0.017 deg

8 m (26 ft)

7

O.OiA deK

18 m (59 ft)

, Carnarvon

(Rev. 2)

Begin 8907 AZ 7&

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RA 7&

0.008 deg

0.025 deg

21 m (69 ft)

California

(Rev. 2)

Begin 11139 AZ &6

End ll&21 EL A5

RA &6

0.027 deg

0.01] deg

15 m (iA8 ft)

-AI-

ORIGINAL PAGE IS

OF POOR QUALITY

TABLE IX

ORBITAL ELEMENTS AT SIGNIFICAWr TIMES

PARAMETERS UNITS INSERTION S-IVB/CSM-IOI SEPARATION

Time

Space-Fixed Velocity

(Range Time in

(m/s)

(ft/s)

Sec. ) 626.76 1O5O2.4

7788.6 7772.3

25552.g 25499._

Flight Path Angle

Aititude

(deg)

(_)

(=)

0.005 - 0.30:,

I

228.1 246.8:

123.2 133.3

Apogee(kin) 282.13 315.23

(rim) 152.34 170.21

Perigee(km) 222.29 227.82(rim) 120.03 123.01

Period

Eccentricity

(min) 89.55 89.9_

0.0045 0.0066

Inclination (deg) 31.608 31. 640

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APPENDIX A

DEFINITIONS _ SYMBOLS

XE, YE, ZE

DXE, DYE, DZE

DDXE, DDYE, DDZE

XSP, YSP, ZSP

DXSP, DYSP, DZSP

DDXSP, DDYSP, DDZSP

E. C. DIST

LONG

G.C. LAT

Definitions

Position, velocity and acceleration componentsin the Earth-F_d Cartesian Coordinate System.

The origin of this system is the projection of

the center of gravity of the complete vehicle atfirst motion onto the Fischer Ellipsoid of 1960.

The Y-Z plane is tangent to the reference ellipsoid

at the origin of the coordinate system. The

positive Z-axis is oriented in the flight azimuth

direction, 72 deg E of N. The X-axis is normal

to the Y-Z plane and is positive above the origin.The Y-axis is _ to the X-Z plane and is in

a right hand _lation to the x-Z axes with the

positive direction 162 deg E of N. The originof this earth,fixed system rotates with an angular

velocity identical to that of the earth. Theearth-fixed coordinate system is shown in Figure l.

Position, velocity and acceleration components inthe Space-Fixed Ephemeris Coordinate System. The

orlgin of this:_stem is located at the geocentriccenter of the _ea-_h. The Z-axis points north

along the earth's axis of rotation (through thenorth pole). The X-Y plane is coincident with the

equatorial plane. The X-axis points through thevernal equinox_ The reference equinox and equatorare the mean equinox and equator of date for the

epoch of midnight or zero hours on the day oflaunch. The Y_xis is normal to the X-Z plane

and in a right hand relation to the X-, Z-axes.The direction of the coordinate axes remain fixed

in space although the origin continues to movewith the center of the earth. The space-fixed

ephemeris coo__nate system is shown in Figure l.

Position of vehicle in the Geographic Coordinate

_. Position in this system is defined by theradius vector from the vehicle to the geocentric

center of the e_th (E.C.DIST)_ geocentric latitude(G.C. LAT) and lo_itude (LONG). Geocentric latitude

is the angle between the radius vector of the sub-

vehicle point and the equatorial plane, positive north

of the equator ............Longitude is the angle between the

projection of the radius vector into the equatorialplane and the Greenwich meridian, measured positiveeast of the Greenwich meridian.

A-I

DEFINITIO_ (F SYMBOLS (CONT'D)

S_bols

E.F. VEL

VEL-AZ

VEL-ELEV

S.F. VEL

FLT-PATH

HEAD

LAT

MACH

DTN PRES

ALTITUDE

RANGE

DEC

D,fla%

Earth-fixed velocity of the vehicle in theCoordinate System. Velocity in this system is givenin terms of azimuth (VEL-AZ), elevation (VEL-ELEV),

and magnitude of the velocity vector (E.F.VEL). Azimuth

is the angle between the projection of the velocityvector into the local horizontal plane and the north

direction in this plane. Elevation is the angle between

the velocity vector and the local horizontal plane. Thelocal horizontal plane is defined as the plane perpen-

dicular to the radius vector from the vehicle to the

geocentric center of the earth. The geographic coordi-

nate system is sho_ in Figure I.

Space-fixed velocity of vehicle in the GeographicCoordinate System. Velocity is given in terms offlight,path angle (FLT-PATH), heading angle (HEAD),

and magnitude of the velocity vector (S.F.VEL).

The flight-path angle is the angle between the

space fixed velocity vector and the plane normalto the radius vector from the vehicle to the

geocentric center of the earth, measured positive

u_ward from this plane. The heading angle is

measured positive clockwise from north to the pro-

Jection of the space-fixed velocity vector in the

plane normal to the radius vector.

Geodetic latitude of vehicle.

Mach number.

Dynamic Pressure.

Distance from the reference ellipsoid to the center of

gravity of the vehicle measured along the radius vectorfrom the vehicle to the geocentric center of the earth.

Surface range measured along a spherical earth from

the launch site to the subvehicle point. The subvehicle

point is defined as the intersection of the reference

ellipsoid and the reference ellipsoid normal passingthrough the vehicle.

The Declination angle is the angle between the radiusvector from the center of the earth to the vehicle

and the equatorial plane, positive north of the

equator.

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-]28-

REFeReNCES

i.

e

.

Solmon, Gordon W., Operational Trajectory Data Report, "AS-2OS/CSM-IO1

launch Vehicle Operational Trajectory, Revision I", dated September i0,1968, NASA George C. Marshall S_ce Flight Center, Huntsville, Alabama.

Hill, R.E. and Rich, N.E., "Man_l For The GATE Program", TM 5h/30-150,

LMSC/HREC A78h527, dated September 1967.

Saturn Flight EValuation Working Group, "Results of the Fifth Saturn IB

launch Vehicle Test Flight AS-205", to be published by the Saturn IBFlight EValuation Working Group.

DISTRIBUTION

Mr. Germany I-I/IB-E (i)Mr. Mann I-I/IB-E (1)

Mr. Sisson I-I/IB-E • (i)

F_r.Jackson R-AERO-P (176 plus i reproducible)