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TODISTRIBUTION STATEMENT: A

Approved for public release; Distribution Unlimited.

LIMITATION CODE: 1

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............................................................................................................................................. . . . . ........................ ............................................................................ .. . .. ...... ... ...... ... ... .............................................................................................. .................................................. .. . .. .. .......................... ...................................................... ............................................. ....................................................................................................................... ............................. ............................ 7 7 d...................................... .............................. ................................................................... ....... ................................ .... ...............................................--............................................. ...* ............................................................................................................................................................................................................................................................................................* ...................* ...............................................-...........................................................* ...........................-.......................................................................I ............................................................................................................................................................................- .........................................I .......... ..............................I .......................................SAMSO, USAF Ltr; Feb 28, 1972

THIS PAGE IS UNCLASSIFIED

WTUNCLTest Report AA 6t087

-p E,~N'~,c prONDN~~~.1--! . 5-August 1960

rizk~o 12, CALIFORNIA

WS 07-IFLIGH~T TEST WORKING GROUP -

FLIGHT TEST REPORT

ATLAS MISSILE 66 D

IZ AUGUST 1960

Log No T 1276S2 Copy No. 6~4 COMASTRONAUTICS

SEP 16 16to special export controla and Lb{K

ea~~Or ôrc:Utn - tn lA MAR RANGE TEST NUM1BER 1004

MZ -0 0`C.cClrONVA1R TEST NUMBER P1-404-00-66With Prior approval. of:lHq.SA2.4Z0, LA., Ca. 90045Attn: SUSD

SECURITY NOTICE

is d c ent nt 'ns inf rr -,'on ting thetia I fe 'eof e U tei, tatis ~thin thea ng oth spio ge aw,, "ite 18~ S.C.

ct ns nd 794 T etra T-r sion r thevation .-its cont t 'in an annerthoriz person iE ohibite by law.

00LL ) compiled and published at AMR by 'u-j

ajz CONVAIR (ASTRONAUTICS) DIVISION -

O ~ GENERAL DYNAMICS CORPORATION

0>

MT-60-17671

UNCLASSIFIED

SIU.AS RO NAUTICSPage No. iiAA 60-0087

FOREWORD

This report has been prepared to present preliminary information relative to theflight of Atlas Missile No. 66D. The information presented is based on visualobservation and data evaluation to the extent permitted by tirn limitatioas. Itshould be considered as preliminary only and the final reports on tniE flightreferenced for further inr7ormation. The technical content has been prepared andjointly agreed upon by members of the WS 107A-I Flight Test Working Group.

Prepared by: Dar:a Operations, Convair Astronautics, AMR.

j'P .E. Payne K. E. Newtonead of WS 107A-I Project Office Chief Test Conductor, AMRSpace Technology Laboratories, tnc. Convaiz (Astronautics) DivisionAMR. Florida General Dynamics Corporation

WR. WTaylor Rf. Radcliffe* ItResponsible Representative Chief Test Conductor

* WS 107A-I General Electric, (DSD)Rocketdyne. AMR, Florica AMR. Florida

V.4.4aldwmell Ow•4 Howard R.Sloan /

Manager. Test Operations Rtesident Senior EngineerBallistic Missile Division Acoustica AssociatesBurroughs

9N. "Farrentine AF,-'M. H. AllenWS 107A.-I Flight Test Engineer /# Test Operations Section HeadGE (MSVD) American Bosch ARMA Corp.

R. WignallColonel, USAF

Comma nder

,UNCLASSIFI B CONVAIR-ASTRONAUTICS Page No. iii

AA 60-0087

SUMMARY

"Atlas Missile 66D was launched at 0800. EST, on 12 August 1960, from ComplexII, at AMR. The range for this flight was 438'T nautical miles. This was thefirst Atlas using the all inertial guidance system with impact programmed-forthe MILS net at AMR Station 12. Guidance System operation was satisfactoryand impact was less than two nautical miles frorrm the target.

Recovery of the RVX-ZA Re-entry Vehicle was planned, however, this was notactomplished. The vehicle sank after impact; The parachute was deployedand impact was observed near the recovery ship, but the vehicle was notsighted after impact.

Discrepancies were apparent in the flight control, re-entry vehicle, and propell-ant utilization systems, however they did not compromise the flight and theprimary test objectivtes were satisfied.

A special study of thrust section temperatures revealed only localized heatingat the firephield and no general temperature rise was observed.

Due to the spurious re-press urizations of the engine LO0 and fuel tanks duringthe flight of Missile 60D and one spurious re-pressurization following anattempted launch on Missile 66D, the normal re-pressurizing circuit was by-passed and the booster cutoff relay output was used to initiate re-pressurizationon this flight. The normal re-pressurization circuit was instrumented in aneffort to localize any spurious signals. None were observed and re-pressuriza-tion was normal.

9

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CLASSIF..E-

S. ..........-- UNCLASSIFIFD

I PAIR.ASTRONAUTICSpage No. ivAA 60-0087

r,.TABLE OF CONTENT-

Page

FOREWORD .. .......................

SUMMARY ....... ............... ....

TABLE OF CONTENTS ...... ............. . ... iv

FLIGHT TEST O3JECTIVES. . . .......... I

FLIGHT TRAJECTORY DATA ........ ........... 5

SYSTEM PERFORMANCE ................. 8

Airf. ame ...... ........... ........ 9

Propulsion ..................... ...... I I

Pneumatic System .. ...... ..... ..... . 17Hydraulic System ........... ......... * . ..... .19

Missile Electrical System ........ ............ 0 Z

Range Safety Comma, nd System .... ............. 1

Azusa System . .. . . ... .. .. . . . . . ZZ

Flight Control System ....................... 23

Inertial Guidance System ....... ............ Z5

Mod III E Instrumentation Beacon System ... ..... 30

Re-entry Vehicle ............ ................ 32

Propellant Utilization System ......... 35

Propellant Tanking .... ............... 37

Holddown and Release System ................ 39

External Instrumentation ..... ............ ... 40

Airframe Internal Instrumentation ... .......... 41

Landline Instrumentation ........ ............ 4Z

FILM REVIEW ........... .................. 43

CONCLUSIONS AND RECOMMENDATIONS ....... ......

COUNTDOWN TIME VERSUS EVENTS ........ 45

MISSILE CONFIGURATION ..... ............. .. 50

3HISTORY OF XSM-65D MISSILE NO. 6 6. ............. 54

SIR-ASTRONAUTICSPage No. •

AA oO-003i'

Page

APPENDIX .................. .................... la

Fluid Chemical Analy.i- . . . ....i.. . ZaReference Documentr... . ...... .............. ..Seriai iurnbers of Systc.rr Components ........... 5a

Significant Dates During Testing of "A" ....... ... aSeries Flight Missiles at AMR ..... .........

Significant Dates During Testing of "B"Series Flight Missiles at AMR .... ......... 6a

Significant Dates During Testing of "C"Series Flight Missiles at AMR. ............ ... 9a

Significant Dates During Testing of "D"Stries Flight Missiles at AMR ..... ......... 10a

DISTRIEUTION ............ ................. 13a

JUNCLAS IF1 ECONVAIR-ASTRONAUTICS

Page No. IAA 60-0087

FLIGHT TEST 05JECTIVES

The primary objective for this flight was to evaluate the performance of an Atlas

Missile when the guidance and discrete commands are performed by the all-

inertial guidance fMG) system. This objective was satisfied.

Detailed objectives are listed on the following pages along with comments relativeto the degree of satisfaction.

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CONVA)R-ASTRONAUTICSPage No. 5AA 60-0087

FLIGU r TRAJECrORY

The flight of Missile 66D was planned for a range of 4387 nautical miles. Thiswas the first AIG missile with impact planned for the missile impact locationsystems (MILS) splash net area. Results indicate that impacLwas within. Znautical miles of the target. A tabulation of miss distances is presented below.

Miss Distance* Confidence

Mod III IP 1.8 Long Downrange 0.13 nm (1)

1.2 Left Crossrange 0.14 nm

SOFAR #1 1.2 Long • 0.1

1.2 Left • 0.1

Azusa 2.4 Long Major Axis i.SZ nm (•

3.1 Right Minor Axis 1.11 nrn.Azimuthof Major Axis 1290

* Due to nose cone changes after fabrication of the ARMA Flight TargetConstants Board, GSE target offsets were required for impact on thetarget called out in flight trajectory simulation case 466t03. By STLdirective these offsets were not inserted, and therefore a miss ofapproximately 0.9 nm downrange from target it)b03 was expected.The impact points as presented are referenced to the target in case46603, therefore, the ARMA system accuracy is better than indicatedby 0.9 inh.

(1) Deviation of the mean.

(2) Ellipse of 95 percent confidence.

Figure I graphically represents impact points as determined from several source

A comparison of nominal flight performance parameters from flight trajectorysimulation case 46603. and measured test values from Azusa and telhmotry dataat significant times along the trajectory are presented below:

NOTE: All times in this report are based on range zero time which occurredat 0800:10 EST.

It nnUnit Meosunyd

Liftoff Weight lbs Z62.953 Zb0. '5

Pitch Plane Azimuth deg 106 106

BCO Velocity ft/sec 10,164 10,525

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CONVAIR-ASTRONAUTICSPage No. b

P AA bO-008*i

Item Nominal- esrd

BCO Altitude ft 259,354

BCO Range nm 50.)

BCO Time sec 138.7 13U.2

SCO Velocity ft/sec 20,380 20, l12

SCO Altitude ft -- 1. 34?'

SCO Range nm - -- 3117.3

SCO Time sec 2.71. b65'9. 2

VCO Velocity ft/sec 20,314 -10,175

VCO Altitude ft 1,005.451

VCO Range nm --- 33.5

VCO Time sec 284.1 274.2

Impact Time sec 1864** 1919.87

Impact Range nm 4387 4388

Impact Latitude (Geodetic) deg S 8) 8.8' 8 Q 8.4'

Impact Longitude (Gecdetic) deg W 140 47.4' 14o 45.b'

NOTE: Nominal times are corrected for the' difference be'twee'n rart!' zeroand 2 inch motion. Measured velocity, altitt,de, rangt ind in•patttime are taken from Azusa data. Neasured il;pact coordinatvtq aretaker, from GElBRC impact prediction cdita. Mesit.,red cutoff tinme%,iare taken from telemetry recordings of di.c rete get'-ration. Altitudeis height above launch horizontal. Velocity is spetd relative to theearths surface. Range is horitontal range from the launih pad withthe exception of impact range which in iuttrface range.

Nominal without parachute deployment.

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CONVAIR-ASTRONAUTICS Page No. 8

AA 60-0087

S

SYSTEM PERFORMANCE:

9

S..~. . ..- III- I-ii -i - -I I-I

CONVAIR-ASTRONAUTICSPage No. V. _AA 60-0087

F AIRFRAME

Structural integrity of the Airframe was maintained throughout powered flight

and well beyond re-entry vehicle separation.

Boo -ter staging and separation of the RVX-2A Re-entry Vehicle appeared to be

satisfactory as indicated by autopilot rate gyro data and Jettison Section Separa-tion. M 26 D.

Measurement A 622 I, Thrust Section Light Quad IV, rose to 5 percent at enginestart and varied between 5 and 10 percent until 137.4 seconds when it rose to40 percent IBW. The indication had then decayed to 20 percent IBW by staging.The thrust section temperature measurements usually carried on "D" Seriesmissiles indicated no abnormal rises in temperature during the flight.

Extensive additional instrumentation was installed on this missile to furtherinvestigate the temperature environment of the thrust section and the areaaround the nacelles. Fifteen thermocouples were utilized for this purpose.There were also four measurements utilizing microswitches which monitoredthe position of the B2 upper nacelle doors. Twelve of the 15 temperaturemeasurements remained near zero percent IBW throughout the flight. Thezero percent IBW value for these measurements is 83°F.

The remaining three temperature measurements indicated temperature risesduring the flight. These three measurements were located on the forward sideof the heat radiation shield and immediately adjacent to the doors in Quad Ifor the thrust section heater and the firex nozzle, and the door in Quad II forthe firex nozzle.

Measurement A 819 T, Ambient at Heater Door, began increasing at 35 sec-onds and reached a peak of 563°F at 48 seconds. After this time the tempera-ture decreased slowly and had r.ached-.iZ6'cF by booster jettison. A820T, Ambientat.Quad I Firex Door, began increasing at 3"I seconds and reached a peak of169 0 F at 48 seconds. After this time the temperature decreased slowlyand reached a stable 83 0 F at approximately 104 seconds, where it remaineduntil staging. A 821 T. Ambient at Quad II Firex Door, began increasingat 25 seconds, and reached 373 0 F by 50 seconds. The temperature thendecreased to 254 0 F at 66 seconds. An increase began again and by 82 secondsthe temperature had reached 510 0 F. The temperature then decreased slowlyto 357°F at booster jettison.

W Data from the four microswitches on the two B2 upper nacelle doors appearedto be inadequate to analyze door movements during flight. Only one of thefour measurements, A 813 X. Quad II Door Aft Msw, indicated the expected

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CONVAIR-ASTRONAUTICSPage No. 10

AA 60-0087

door position during flight.

Data from the Quad II door forward microswitch did not indicate a properclosed position at any time throughout the flight. From liftoff to 55 seconds the

measurement reflected .hattering and after 55 seconds indicated that the doorwas not contacting the microswitch.

T'ze Quad III door forward microswitch data indicated a proper door position

until approximately 30 seconds. At this time ti'e switch started chatteringand indicated a door opening far enough to deactiv'te the switch. These

indications ceased at 85 seconds and the data then indicated that the door

remained closed until staging. Data from the Quad III door aft microswitchappeared to be invalid.

The new suit case type booster boot cable clamps were utilized on this missile.

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CONVAIR-ASTRONAUTICS-. Page No. 11

AA 60-0087

PROPULSION SYSTEM

Performance of the MA-2 Propulsion System was satisfactory.

The engine start sequence was normal and all valve and timer operating timeswere within specifications with the exception of the holddown timer. Releaseof the missile was delayed an additional 2. 76 seconds after main enginescomplete by means of this holddown timer. Planned delay was 2. 375 toZ.6Z5 seconds. The rough combustion cutoff (RCC) systems were activeduring this additional time.

RCC accelerometer data recorded on the FM landline system indicated levelsvarying between 5 and .5 G's RMS for the 5 RCC systems on the booster andsustainer chambers during mainstage. All booster accelerometers indicateda brief disturbance during thrust buildup, occurring between -3. 2 and -3.15seconds on the BI accelerometers and between -3. 16 and -3. 10 seconds onthe B2 accelerometers. The acceleration level varied during these 30 G'sRMS for the B2 backup RCC system, and between 25 and 40 G's RMS for theBZ primary RCC system. These levels were substantiated by oscillographicbinary count data as no count was observed on the sustainer, BI primary, andBI backup systems. Approximately 0.5 milliseconds of count on the BZ Primarysystem and 1. 5 milliseconds'of count on the BZ backup system.

Accelerometers on the booster LOZ high pressure ducting indicated levelsvarying between 20 and 40 G's RMS during mainstage. These data were erraticprior to and during thrust buildup and further evaluation will be required todetermine the data validity. The fuel high pressure ducting accelerometersyielded invalid data. LO and fuel low pressure ducting accelerometer dataindicated levels varying between 15 and 40 G's RMS.

Characteristics of the sustainer turbine inlet temperature as recorded on land-line were different than has been noted before. A maximum tempe rature of1240QF was reached approximately 0.85 seconds after the start of the tempera-

t ure rise. The temperature remained at this level for about 0.2 seconds andthen slowly began to decay reaching a steady level of approximately 890°F 3seconds 1.:tet where it remained until liftoff. This is a greater change intemperature than has been observed on previous tests. Although the indicatedtemperature at liftoff was lower than normal (1000-1100 0 F) engine performancedid not appear to be affected.

Missile axial thrust levels during flight were as follows:

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CONVAIR-ASTRONAUTICSPage No. 12*AA 60-0087

L/L At After Prior Prior Prior

EniUtne Unit Liftoff Lift Qf To BCO To SCO To VCO

Vernier No. I lbs --- 840 935 730 650

Vernier No. Z lbs --- 835 9.5 7Z5 640

Booster No. I lbs 15L,570 155,840 182,950

Booster No. Z lbs 152.650 153,360 181,840 ---

Sustainer lbs 5Z,720 53,875 78,725 78,550

Equations used for computing thrusts were:

PVerniers F ; (1.543 - E ) At Pc Cos 9

Sustainer F (1.749 - E) At P

Boosters F " (1.586 - Po2 E) At PC

Where Po a Ambient PressurePC a Combustion Chamber Pressure

E a Expansion Ratio (Vernier - 5, Sustainer - 24.7,

BI = 7.9, B2 = 8.0)At Throat Area (Verniers = 2. 10 inZ, BI - 205.62

inZ, BZ a 205.47 in 2 , Sustainer - 67.18 in 2 )Q Angle of verniers from missile longitudinal

axis in pitch plane.

The engine oxidizer and fuel tanks were repressurized during this flight byconnecting the output of the booster cutoff relay directly to the tanks pressurizing

solenoid. Press ur'Ization prior to liftoff was by the normal means, however,

this circuit was broken between the solenoid and its control relay at liftoff so

that any spurious signals could not re-pressurize the tanks. Pressurization

at booster cutoff was normal. Instrumentation throughout the normal re-

pressurizing circuit showed no spurioup signals.

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AA 60-0087

TIMERS AND VALVE OPERA TING TIMES

(all times in seconds )

Sequence Test Value Specifications

1. BGG valve opening control signal 0.48 0. 330 to 0. 590

until valve reaches full open

Z. Main LOZ valves opening control B1 0.37 0. 330 to 0. 470signal until valve reaches full open BZ 0.34 0. 340 to 0. 480

3. Main fuel valve opening control Bi 0.13 0.090 to 0. 170signal until valve reaches full open BZ 0. 13 0. 090 to 0. 190

4. S HS valve opening control signal 0.65 0. 480 to 0. 780until valve reaches full open

5. S PU valve opening control signal 0.59 0. 480 to 0. 770until valve reaches full open

6. SG valve opening control signal 0.44 0. 340 to 0. 490until valve reaches full open

7. V Engine valve opening control VI 0.49 1. 500 Maximumsignal until valve reaches full open VZ 0.51 1. 500 Maximum

8. Ignition Stage Limiter opening 2. 40 2. 16 to Z. 64control signal

9. Holddown Timer Z. 375 to 2. 6Z5

NOTE: Circled value out of specifications.

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AA 60-0087

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CONVAIR-ASTRONAUTICSP'age No. 17AA b0-0078

PNEUMATIC SYSTEM

Performance of the Pneumatic System was satisfactory. A minor discrepancywas noted in the operation of the ISS pneumatic regulator in that -the regulatorlocked up at a higher pressure than the normal setting after in-flight repressuri-zation of the vernier tanks.

Missile tanks and helium bottle pressures were satisfactory prior to engine start

and were satisfactorily maintained during flight.

Tank Pressurization System

Performance of the L02 and fuel Hadley 'D" Series pneumatic regulators wassatisfactory as indicated by the missile main tank pressure measurements. LO"'tank pressure during the ground run cycled between 40.0 psia and 39.0 psia. andwas satisfactorily maintained during flight. Fuel tank pressure during the groundrur. cycled between 74. 1 psia and 73.5 psia. and was satisfactorily maintainedduring flight.

Booster tank helium bottle pressure decayed from 2927 psia at liftoff to oI psiaat booster cutoff and was adequate for tank pressurization purposes.

Engine Control Pressurization System

The ISS pneumatic regulator locked up at approximately 100 psi higher than !henormal regulator setting after in-flight repressurization of the vernier tanks. T11regulator outlet pressure returned to the normal regulator setting at the beginningof the vernier solo phase. This type regulator has expe:ienced similar lockupson previous flights and this condition is prevalent during the times when a lowflow rate through the regulator exists. No adverse effects were noted on thisflight or on previous flights and this corndition is not considered detrimental topropulsion or pneumatic system performance.

Booster control pneumatic regulator output pressure was apparently satisfactorythroughout booster phase since no peculiarities were noted on other related data.Telemetry data of this measurement were considered qualitative only.

Engine control helium bottle pressure decayed from 2996 psia at liftoff to lt35psia at vernier cutoff and was adequate for all engine control functions throughuutflight.

! * • Values taken from landline and telemetry data, at the times specified. are listed onthe following page.

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CONVAIR-ASTRONAUTICS• I Page No. 11-

AA 60-0087I, .

HYDRAULIC SYSTEMS

Performance of the Hydraulic Systems was satisfactory. The booster hydraulicsystem maintained an airborne pressure of 3069 psia until Looster cutoff. Thesustainer hydraulic system maintained an airborne pressure of 3150 psia untilsustainer cutoff.

The operation of the vernier solo accumulator was satisfactory during the vernierphase of flight. At sustainer cutoff the vernier solo accumulator indicated apressure level of 3150 psia. This pressure had decreased to 875 psia by verniercutoff. The accumulator bottomed out when the pressure reached 805 psia. Z sec-onds after vernier cutoff, and 17 seconds after sustainer cutoff. The accumulatorgas precharge was 1000 psig.

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CONVAIR-ASTRONAUTICSPage No. /.0

AA 60-0087

MISSILE ELECTRICAL SYSTEM

Missile Electrical System performance was satisfactory. Telemetered dataindicated that satisfactory a-c and d-c electrical power were supplied until re-entry vehicle separation. System parameters remained within specificationsat all times. The changeover from complex external power to missile internalpower was accomplished without incident.

Missile main battery voltage remained between Z6.73 and Z7.93 vdc, and in-verter phase A and phase C voltage remained between 114.45 and 115.06 vacand 114.75 and 115.16 vac, respectively, over the time interval from enginestart to re-entry vehicle separation. Inverter frequency remained between400.00 and 401.20 cps during this interval. Minor inverter frequency transientsoccurred at engine start, bocster, sustainer and vernier engine cutoff, re-entry vehicle separation and retro-rockets firing.

The 115 vac phase B voltage,, as measured at the guidance system, showedseveral flucuations of as much as 2.5 volts coincident with ARMA steeringfunctions. It is not known whether these are true reflections of the -voltagelevel or are due to the method of instrumentation.

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CONVAIR-ASTRONAUTICS Page No. 21AA 60-0087

RANGE SAFETY COMMAND SYSTEMb

Performance of the Range Safety Command System was satisfactory. Automatic

and manual fuel cutoff command signals were received and properly decoded

during the flight. Telemetered r-f input/agc data indicated that the received

signal strength was adequate to maintain proper system operation from launch

until after re-entry vehicle separation.

The automatic sustainer cutoff signal was generated correctly by Station I

(GMCF No. 1) A-1 computer as a backup sustainer cutoff signal at Z59.563

seconds and initiated sustainer cutoff. This signal was decoded by the air-

borne system at Z59.63'9 seconds. The manual fuel cutoff signal was planned

for 320 seconds and was decoded at 3Z0. 056 seconds .

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-SEeREf-CONVAIR-ASTRONAUTICS

Page No. Z2AA 60-0087

AZUSA SYSTEM

Performance of the Azusa System was satisfactory. A type B-IA coherent carriertransponder and a tripod antenna were carried on this flight. Real time impactprediction plots were obtained during powered flight and trajectory informationwas obtained until 360 seconds.

Solid r-f lock was acquired at ZZ seconds and all ambiguities in the fine cosinechannels were resolved by 48 seconds. No further resolutions were requiredfor the remainder of the flight.

During the countdown AMR reported a "GO" transponder. Recovery, modulation,and coherency were satisfactory. Telemetry data indicated that the Klystronpower output, Klystron Beam Voltage and RF Input/AGG were within speci-fications and transponder can gas temperature was normal during flight.

Azusa Mark II tracked passively during this flight.

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CONVAIR-ASTRONAUTICSPage No. D3"AA 60-0087

FLIGHT CO-TRROL SYSTEM

Flight Control System operation was adequate to maintain missile stability andto perform the required control function.-. However, a 5 cps bending oscilla-.tion occurred in the yaw plane during booster phase which is unexplained atthis time. The bending started at 80 seconds and was evident until 130 seconds.Thrust chamber displacements at engine start were within the applicable toler-ance of 1 0.6 degrees. Satisiactory pitch and roll programs were accomplished.Propellant slosh during booster phase and engine movements at booster cutoffand during staging were normal. Response to guidance steeriag commandsduring sustainer phase was satisfactory. Programmer recycling after retro-rockets firing was agikin evident and was similar to that observed on Missile 54D.

Thrust chamber displacements at engine start were within the applicable toler-ance of 1 0.6 degrees. It was planned for the autopilot programmer to generatea roll program of 93.98 degrees to roll the missile to an azimuth of 101.27degrees true. Following this the guidance system was to generate a five degreeroll correction to giye a true flight azimuth of 106. Z7 degrees. Flight control_ystem data and radar plots indicated oatisfactory accomplishment of the rolland pitch programs. The short duration high frequency vibration which has beenobserved on previous D-AIG missile! at approximately 35 seconds, was evidentat 34 seconds with the largest disturbance occurring in roll, as has been thecase on the previous flights.

The excessive missile bending in yaw observed during the booster phase beganbuilding up at approximately 80 seconds at a frequency of 4.t, cps. At 11Z sec-onds it reached amaxdimun, value. as indicated by the yaw rate gyro output, of7.9 degrees per second, peak-to-peak, with a frequency of 4.8 cps. This bend-ing was accompanied by booster and sustainer thrust chamber movement in yawwhich reached peak-to-peak values of 2.2 degrees and 0.60 degrees respectively.At 113 seconds the rate gyro data indicated a shock with an abrupt reduction inyaw rate gyro output to 1.8 degrees per seco,).d, peak-to-p.*ak, at the same timethe experiments in the re-entry vehicle were energized. Iollowing the reductionin yaw rate output an oscillation in pitch developed which wis reflectf, d by a pitchrate gyro output of 0.60 degree per second, peak-to-peak, ait a frequtncy of 4.8cps. This bending decayed to zero in eight seconds. Following the shock, theyaw bending again diverged with a maximum rate gyro output of i. I degrees persecond, peak-to-peak, at 121 secuads. This bending was damped out by 130seconds.

The bending instability is presently under investigation. A 5 cps bending mode( during the booster phase was noted on the flights of Missiles 44D. 491D and Sth).

However, on these flights maximum rate gyro output was less than Z.8 degretsper second, peak-to-peak.

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CONVAIR-ASTRONAUTICS.Page No. 24

AA 60-0087

Failure of the pitch displacement gyro telemetry measurement was evident atapproximately. l06. seconds, however, proper gyro operation was substantiatedby other flight data.

Re-entry vehicle separation was not readily ditcernible on the rate gyro traceson this flight as this vehicle does not uitilize a torsion bar to impart spin atseparation.- Measurement S Z48 X. which normally monitors the vehicle separa-,ion signal monitored the kimbilical d 'isconn'ect signal on this missile, and in-dicated a signal was correctly sent at ?.89. 60 beconds , or 14. 6 seconds aftervernier cutoff. At Z90. 74 seconds a slight disturbance occurred on the rate gyrotraces which was apparen~tly re-entry vehicle separation. Retro-rocket firingwas evident at 291. 70 seconds indicating satisfactory completion of the separa.tion sequence.

At 292. 76 seconds (1. 06 seconds after retro- rockets firing was initiated) a 28volt short apparently occurred. The Zb volt DC power within the programmerwara lost at this time , as evidenced by the dropout of the high power switchesand by recycling of the programmer every Z4 seconds. A similar malfunctionoccurred following retro-rockets firing on Missile 54D. This did not have anyeffect on flight performance, since all flight programmer switching wds completed.

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CONVA)R-ASTRONAUTICSPage No. Z5AA 60-0087

INERTIAL GUIDANCE SYSTEM

Inertial Guidance System (IGS) operation was completely successful. All dis-crete commands and steering commands were properly supplied. All planneddata were obtained and all IGS test objectives were satisfied.

System Accuracy

1. The Mod III instrumentation system IP at the time of vernier cut-off discrete generation was 0. 52 nautical miles short and 1. 32nautical miles to the left. The guidance system computer isprogrammed to issue the vernier cutoff discrete 0.8 nauticalmiles short of the target to allow for expected thrust decay. Addingthis 0.8 miles to the IP at discrete generation results inapparent system miss distances at vernier cutoff of 0. 18nautical miles long and 1.32 nautical miles left.

2. Mod IllI system data indicate that the impact point moved 2.4 nauticalmiles dcwnrange between generation of the vernier cutoff discreteand. retro-rocket firing.

3. The ARMA and Burroughs data were checked for time correla-tion and the errors were found to be negligible. Velocity andposition errors converted to target misses indicate miss dis-tances of 2. 1 nautical miles long and 1. 75 nautical miles left.

Trajectory

Missile acceleration was above nominal. Sustainer cutoff occurred 11 secondsbefore the nominal time, and vernier cutoff 9 seconds before the nominal time.The flight path before staging was high in elevation and to the right in azimuthwhich is usually the case.

At staging, Z velocity was 784 feet/sec. high and Z position was 24,7o8 feethigh with respect to the nominal trajectory. The actual valites were:

Velocities Positions

Function X Y Z X Y .

Nominal* 10,537 456.75 4361 518,464 bl.528 234,944

Actual 10,524 412.75 5145 505,024 59.840 259.712

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CONVAIR-ASTRONAUTICSFage No. 2.

AA 60-0087

Discretes were issued at the following times:

Discrete Staging SECO VECO Prearm

Nominal* 133.45 271.0 233. 7

Measured 136.8 259. 76 274.80 275.95

Platform and Control

The autopilot roll program fcrr this flight produced a roll beyond the 0 degreeazimuth resolver position. At 15 seconds when roll trim is supplied by the

Missile Guidance Set (MGS) the azimuth resolver indicated 2 degrees left with

a roll rate of 5.5°/sec. The maximum roll excursion was 3.8 degrees left

from which point the roll trim returned to zero degrees without any overshoot.

The roll trim was completed within the 4 seconds the N.GS was in control.

Pitch steering was satisfactory. At staging the pitch resolver indicated 4 deg-

rees high and at guidance enable 4. 2 degrees high. From this point the MIGS

completed the pitchover to zero error in 13 sezonds. The pitch resolher

indicated zero error for the remaihider o, the powered flight.

Servo errors were all withia one minutc throughout powered flight which is satis-

factory.

The performance of the gyros was satisfactory and consistent with previous history.

rhe gross gyro drift-., which were nLaaured prior to launch were:

Azimuth r 1.47 0 /hr (Precoun,)

Pitch - 0.5vj8°;hr (X-1 Day)

Roll 0 O.04Z°/hr (X-i Day)

The roll-azimuth gyro 602 temperature at the time of the azimuth gross drift

measurement was 0. 920 C below buoyant tempe rature. Gyro temperatures dulring

flight were:

Buoyant Temperature Vatriation From Vuoyancy

Gyro Temp. -10 min -10 Sec Vec.

601 Pitch 6b.530 C I'1.22 11.33 11.35

602 Roll-Az 70.3 0 C -0.95 -0.70 -0.95

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CONVA!R-ASTRONAUTICSPage No. Z7

AA 60-0087

Redundant gyro torquing current was maximum between 90 to 105 seconds andat staging, with peak amplitudes of O47°/hr to -44 0°hr. The torquing currentafter vernier cutoff was below the inhibit level.

The performance of the accelerometers was satisfactory. Scaling measure-ments made during the tests prior to and on the launch day were very consistent.

Scale factors- which were measured during the precount and countdown operationwere as follows:

Accelerometer X Y z

Scale Factor cps/ft/sec-2 1.99981 2. 001Z9 1.99944

Temperature control was satisfactory. From liftoff to 10 seconds the mag ampoutput was maximum. From I1 to 52 seconds the mag amp was off indicating

that the platform was over temperature. For the remainder of powered flightthe mag amp was in control.

Telemetered information indicated there was no change in binnacle pressure.However, the range and calibration of the pressure transducer on this missilewas not known.

MGS Voltages were satisfactory. The oscillator amplifier power supply voltage(-2Z.5 VDC) was constant at 21.9 volts from AIM to 113 seconds. At this timea small transient occurred which was also present on all other voltages. Thevoltage returned to its original level for the remainder of powered flight. The115 volt phase A output was constant at 114.7 volts except for a I volt rise andreturn at 113 seconds. The 115 volt phase C output was constant throughoutthe flight. The 115 volt phase B output had some variation from a nominal 1ISVthroughout the flight. The largest excursion, a Z.5 volt drop, occurred from 135to 155 seconds.

There were no vibration pickups installed on this flight. However, an examina-tion of the double discriminated accelerometer strings gave an indipation ofplatform i/ibration. At liftoff there was a 5 cps 1.5g p-p vibration in Z axis'.

From 85 to 130 seconds an oscillation in Y and Z axis occurred with a maxi-mum at 110 seconds of approximately 1.5g. The X accelerometer indicated ashort 2g vibration at staging and 3g at sustainer cutoff.

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CONVAIR-ASTRONAUTICS, Page No. •

AA 6O-0087

Computer

Computer operation was satisfactory and there were no computer malfunctions.

All discretes were properly issued. Booster cutoff .ýas issLied properly by theMGS computer. The computer issued a sustainer cutofl diocrete, btt the

Automatic Sustainer Cutoff (ASCO) signal was received at the nii.sile iZ0milliseconds before the MGS cutoff signal was generated,,and ASCO effected

sustainer cutoff.

ASCO occurred when the Instantaneous Impact Point was iO Urnm aprange.Sustainer cutoff was programmed to (and did)* occur at 90 nm uprange.Slightly early ASCO has no effect on the connutations. Vernier cutoff andprearm were issued properly by the MGS computer.

Yaw steering, as in prior flights, consisted essentially of just two commands.At guidance enable the missile was turned left approximately six degrees. After12 seconds a six degree right turn was made and with one overshoot the missilewas on course with CEF zero.

The computer power supply voltages as measured during flight were as foliows

Power Supply

Time -_OV -Ib,1 V -ýOV o

1tfore Computer Start -10.0 -11. l1 4L.0 3-. 3 4.2

After Computer Start -10. 12 -lb. 80 4,'.0U 3.3 4.0

AZ,0 sec. (Vernier ph) -).64 - 1. O 48.b 3,.•3 -4.0

At 113 seconds all voltages except the -I0V shifttd ini accordance ' itii the ,h'falg,"in the 1115V 400 cycle phase A. All variations were within specificalikin,.

The con.puter temperattire was 31.2 0 C at the start of the flight test, slowlyincreasiug to 36uC at evernier" c 'utotf. Thi• var atlon .i ,,.-tl Li, tory.

Correct operation of the computer was established by wvaii of Data Checker.tests using tape recorded accelerometer and digital m•inals. These testsindicated that the computer perfornmed itb cal ulation:. t:urrectlv.

Alignnment-Countdown Set

Alignment -Countdown Set (A-CS) performante was matisfaitory. No difficultieswere experienced during prcv ountdown or Lountdown operations.

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CONVAIR-ASTRONAUTICSSi•,•-a. • No. •

The blockhouse Sanborn recorder idicated the alignment errors shown belowexisted at launch. The magaitude of these errors is considered satisfactory.

SpecifiedMeasured Tole ra nc

Azimuth Alignment 4. 8 sac 4 20 sec

Tilt: Roll per.,ulurn 1.0 sec 4 15 sec

Pitch pendulumr. 0.9 sec • 15 sec

The A-CS satisfactorily maintained the accelerometer zeros to the requiredS0.002 cps. as shown below. All figures are in cps.

CompensatedFunction Nominal Nominal Measured Erro r

X off3et 0.661 0.o936- 0.69303 -0. 0UUO4

X 1.000 --- 0.99971 -0.00Z',

Y 1.000 --- 1. 0017b P0. 0017o

Z 65.254014 65.23634 b5.Z3808 ,0.00 71-I

The compensated nominal is the value calculated during the countdown to compen-

sate for measured system variations. Of the error shown in /-.the portion dueto missetting of the A-CS is 0.00023 cps.

Instrumentation

The Analog Signal Converter (ASC) performance for this flight was satistattory.All 31 channels functioned normally.

ASC temperature increased from 17.5 0 C at launch to 1guC at vernier c,,totf.

Digital data transmission was satisfactory during the entire flight (guidancephase) and indicated normal functioning of the Digital Signal Converter (DSC).

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RemCONVAIR-ASTRONAUTICS

Page No. 30

AA 60-0087

MOD III E INSTRUMENTATION BEACON SYSTEM

Performance of the Mod III E Instrumentation Beacon System was satisfactory.The missile was tracked off the pad in the automatic rnonopk.ize mode antdtracking wzs continous until 353 seconds.

rhe A-I computer performa.,ce was satisfactory thro ýghu.t the iiagn-. Pre-liminary evaluation ind'cates that the Automatic Sustainer Cutoff (ASCO)

signal was received at the missile before the guidance discrete signal.

Performance of the individual subsystems was as follows:

Track Subsystem

rrack Subsystem performance was satisfactory. The missile w.-, trackud oithe pad in mono-.Ase mode and tracking was continwrious until -8 seconds aftervernier cutoff. .kt this time (35?.8 sec.) track went into mtumory for i1 sec-onds and then re-acquired the beacon. The low signal experienced duringthis mtmory period is associated with missile attitude change after nose coneseparation. After the memory period, tracking in monopulse was maintained

to the limit of range at 398.8 seconds.

The tracking characteristics for the first 60 seconds were typical with mono-pulse errors of 1.0 mils, peak-to-peak. After this the monopulse errorsdecreased to 0.10 mil, peak-to-peak, and except for the memory periods,remained at 0. 10 mil until, the end of the test. The received signal varieufrom -58 dbm early in sustainer period to -bo dbm near the end of guidance.The average was -6Z dbm.

Rate Subsystem

The performance of the rate subsystem was satisfactory. Rate lock was typicallyintermittent for the first 19 seconds of flight. Except for a short period of afew seconds following booster cutoff, rate was solidly locked until 73 secondsafter vernier cutoff. The agc's averaged -85 dbm at first and gradually wentdown to -92 dbm at 347 seconds. During the last 53 seconds of tracking ratewas solidly locked except for two ten-second intervals starting at 341. 5 and378. . The signal level in the last period was quite low, averaging between-100 and -105 dbm for the locked portions of the period.

A-I Computer

The computing system functioned satisfactorily during the countdown and flightperiods. There were no known equipment malfunctions.

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CONVAIR-ASTRONAUTICSPage No. 31AA 60-0087

The following impact position data are based on nominal re-entry effects:

Mean Miss Standard Standard DeviationDistance Deviation of the Mean

Downrange 1.81 nrn Long 0.51 nm 0. 13 nrn

Crossrange 1. 18 am Left 0.57 nrn 0. 14 nrn

The Automatic Sustainer Cutoff signal was generated and transmitted to the AMRlines at 0804:29. 563 EST or at Z59. 563 seconds Range Time. The instaneuousIP was approximately 38 nm uprange from target when ASC was effective (sus-tainer thrust was zero).

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AA 60-0087

RF-ENTRY VEHICLE

An RVX-2A Re-entry Vehicle, Serial Number 421, was flown on Missile 66D.The vehicle was not recovered. Nearly all re-entry dati were lost due to afailure of the playback link about 4 seconds after the end of the re-entry black-out. A premature ground on the separation ground bus turned on four of theexperiments early. The 5 volt power supply was shorted shortly after re-entry.

Intermittent telemetry reception was recorded by the aircraft for approxirra tely11 seconds after impact. The C-band beacon was tracked by Stations 1 3,4, and 12.

Powered Flight and Separation

All on board equipment which was monitored in the blockhouse or via telemetrywas functioning properly at iiftoff with the exception of J-Z9 (fuel tell). The fuelcell c-uld not be charged prior to liftoff due to a short in the fuel cell or harnesswiring. Coincident with the sudden decay in yaw bending at 113 seconds J-30-1,

J-30)-Z, J-22, and J-43 were energized. These are normally energized by theclosing of the separation switch which supplies a ground to a 'elay which thenis electrically held in. An intermittent ground on any of these experiments, orin the harness, or an intermittent closing of the separation switch would accountfor this failLr e.

The separation switch closed approximately 7 secc nds before the inflight connectorwas released. The time of separation sm. itch monitor is prior to sending of therelease payload signal by the airframe. The inflight disconnect monitor matches

the time when the signal was sent by the autopilot.

The following is a list of events and times of reception.

Experiments energized 113.0 seconds

Separation Switch Monitor 282. 5 seconds

Inrflight Connector Separation 289.8 seconds

Telemetry

The telemetry system appeared to function properly until after re-entry blackout.The playback transmitter signal strength did not return to normal after blackoutand dropped to zero approximately 4 seconds after the end of blackout.

During re-entry the programmer switched the sensors from fine to coarse. Thisis programmed by a lateral 5g switch. The sensors did not switch back to fine andthe telemetry system was not turned off at impact. Subsequent to the flight it wasdiscovered that the programmer was mounted in the vehicle hackwards. T

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a-AEC

CONVAIR 1ASTRONAUTICSFage No. 13

AA 60-008'i

latter events are programmed by 15g a d 25g deceleration switches.

Approximately 9 seconds after the end £ blackout the 5 volt power supply faileddue to a short across its output. This caused the loss of the 'rate gyros, anid thepressure and temperature monitors that used the 5 volts as excitation voltage.It is believed that the short was caused by a greater than expected ablation ofthe transmissibility sensor.

Recovery Sequence and Search

Two aircraft and one ship were stationid in the impact area for the recoveryoperation. Only one aircraft had telemletry reception capability. The following

are the positions of the aircraft and ship at impact. The sky was clear and the

sea state was a code 4.

ORV Lima A/C No. 1 C-130

0800515 07056'5 080.l'S

dip 14c50.W 14 0 39'W 15 0 51,W

The aircraft and ship reported seeing re-entry and observing the vehicle with thechute deployed. Both Station 12 amd thi ship reported 400 cps tone receptionwhich indicated recovery basket separation. Telemetry indicated correct seq-uencing of the recovery system events tp to recovery basket separation. Allmonitoring of the recovery systems ceajses at this time because electricalconnections between the recovery system and the vehicle are broken. Station12 reported radar chaff reception with the Mod II radar.

At loss of telemetry signal the search was commenced with no sighting of theballoon, fluourescent dye marker, alurminum dye marker or reception of theSARAH beacon reported. The first SOFAR bomb detonation was reported asoccurring at 0350 EST. This would be ihe bomb that is ejected after recovery basketseparation. At 0901 EST & second SOFýAR bomb detonation was recorded. Thiswould be the bomb that remains in the vehicle and indicates that the vehicle sank.

Preliminary evaluation of the recovery equence operation as recorded on telemetryindicates proper operation of the portions of the recovery system that are telemeteredIt definitely shows chute ejection, chute de-reefing and basket separation. Sightingof chaff and the time of the first bomb detonation are also indications that therecovery basket separated from the vehicle. No monitors of balloon inflation orballoon tether line cutting are made.

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CONVAIR-ASTRONAUTICSPage No. A4

ýAA t0-008"

Azter the re-entry vehicle impacted. as indicated by almost simnultarieous loss ofzt:lemetry signal at Station 12, ORV Lima and A; C No. I , the aircraft reacquiredintermittent telemetry for 11 seconds. This indicates that the vehicle floateafor at least I I seconds before sinking.

The following is a list of re-entry and recovery events is recorded oi telemetryor as reported by the Range.

End of Blackout 1908. 3 seconds

Loss of Playback Link 1912.0 seconds

Recovery Timer Start 1922.0 seconds

Rear Cover Off 192,.8 seconds

Chute Eject (Monitor) 1929.5 secondt

Chute Out (Long. Accel.) 1930.4 seconds

Chute De-reefed (Long. Accel.) 1934.5 seconds

Recovery Basket Separation 1945.0 seconds

Loss of T/M (ORV Lima) 1993.8 seconds

Loss of T/M (Station 12) 1994.2 seconds

Loss of T/M (Aircraft) 1994.8 seconds

Telemetry Blip (Aircraft) 1998.5 seconds

Telemetry Reacquisition (Aircraft) 19.99.8 seconds

Telemetry Loss Of Signal (Aircraft) 2003.2 seconds

Telemetry Reacquisition (Aircraft) 2005.0 seconds

Final Loss of Telemetry (Aircraft) 2006.0 seconds

SOFAR No. 1 2990.0 seconds

SOFAR No. Z 3650.0 seconds

pjgs gMU *omn yi M11 UPCISti IK M"I" WI V 1 wlIIs ff1 M 1W M moo" 0 "a to twk IM.S.SS istn g p.smi~nu1 1W UIo SntllU is mn•m K-tW~lE I~l MtSi

W M 1ISS 0 MV W MS % • • M IS • 0 •

CONVAIR-ASTRONAUTICSPage No. 35AkA 60-0087

CONVAIR PROPELLANT UTILIZATION SYSTEM

Performance of the Convair Propellant Utilization (PU) System was adequate,however, two pecularities were noted in the Error Demodulator Output (EDO)data. PU valve response to the EDO signal was correct in direction throughoutthe flight.

During booster phase the general trend of the EDO was a change from a 1.4 per-cent L02 rich error at 1.5 seconds to a greater than 5.8 percent fuel rich errorat 116 seconds. The EDOwas essentially at null between 36 seconds and 72 sec-onds. Between 116 seconds and 193 seconds EDO data were beyond the instrurnentation limit of 5.8 percent fuel rich.

A peculiarity was noted between 50 and 56 seconds in that the EDO signal indicateda momentary 4.6 percent fuel rich error for unknown reasons. The PU valveresponded by opening to 42 degrees.

At booster separation LOZ and fuel tar:k head pressLres 'indicated the transientEb, conditions usually observed at this time, however, LOZ tank head pressureA. (which is normally beyond the instrumentation limit during booster phase) returned

to 100 percent IBW momentarily. At a corresponding time the EDO signalmomentarily surged from its saturated fuel rich error to a saturated LOZ richerror. Immediately following this transient the PU valve responded by movingmomentarily from the open electrical limit towards a closing position.

The general trend of the EDO signal during sustainer phase was a change from theexcessive fuel rich error, which was created during booster phase, to a LO richerror with the signal crossing null at 212 seconds. The EDO during the last 36seconds of sustainer operation oscillated with a mean error of approximately2.4 percent LOZ rich. These cocillations were attributed to propellant sloshingsince LO2 and fuel tank head pressure data had similar characteristics. PUvalve response during sustainer phase was proper. During the last 35 seccndsof sustainer operation the PU valve was intermittently against the mechailicalstop due to EDO oscillations.

Neither the LO2 nor fuel head.sensing port uncovered prior to sustainer cutoff.Head pressure data indicated the remaining burnable propellants were approxi-mately 2690 pounds of LOZ and 1270 pounds of fuel at sustainer cutoff. This isequivalent to approximately 14 seconds of additional sustainer operation.

Missile 66D utilized Matched Set Number 305.

The following constants were applicable:

tCwo. Io , €MOAa ,inwuam Filc,,f 11 OT'NCL "FIRM ofe, ,T I S ,RIm 1 ,Ie m AWn of IN gIWO4U AWS. Te isL ,.u.s.c.. M Me M.a IN T e SWMS asn INI Of ,I r4, ,171 Oi 11111111044 0ns 4111 u• m1e1Rs MMOW IS POWW"s1 SV US.

pooee ."GRP..


IPU Valve Control Limits

Open Electrical Limit 48. Degrees

Nominal Angle 2').b Degrees

Closed Mechanical Limit 23.4 Degrees

C~osed Electrical Limit 23.4Degrees

EDO Sensitivity 0.840 VDCG I Percent

Trgs OXCUUM 1 CONTAIRS IUONU 14TION U111C1111S TN O 10114. OfFeNSE O0 IN U806T11 1T1TES11 m TIEM111 " NOf IIING Of tot EVWAO kA . TVInt 1S.U.SI. ,ECTIO 753 111 . INCE TI1UlanOU ll NC 1TIE 1YLATin Of Its cONTINTIiin in Am amOmm tO A• UNwIU Onis iimeot Is wositts Yv tAU

IHM &llll-o -q E]L•I e K

CONVAIR-ASTRONAUTICSif _ ____ ____Page No. 37t AA 60- 0087

PROPELLANT TANKING

The missile was satisfactorily tanked utilizing the Acoustica Propellant LoadingControl Monitor (PLCMV,) as the primary tanking system.

Fuel tanking was accomplished on 10 August 1960, X-I Day for the scheduled launch.The launch was rescheduled for 12 August 1960 and the fuel was left aboard in themissile. Flight level was obtained by tanking midway between the 100 and 100. 2percent PLCM probes. The Propellant Loading Control Unit (PLCU), load cells,and flow totalizer served as backup systems. Flow totalizer data were invalid withexcessive error. Correlation among the other weight indicating systems wassatisfactory. Changing fuel density between the tanking and X-Day dropped thefuel level below the 100 per:ent PLCM probe, however it was decided not to retopthe fuel to flight level.

LOZ tanking was accomplished during the countdown. Flight level was obtainedýbytanking to the 100.Z pe'cent PLCM probe plus 550 pounds. The PLCU and loadcells served as backup system|,. The load cells indicated a loss of only 50 poundsfrom the time tanking waa accured to ignition. The normal loss of weight duringthis time is approximately 400 pounds. The Error Demodulator Output (EDO)indication was very high at ignition (Z. 77 percent LO2 rich) and is consideredinvalid. Conversion from the EDO signal to weight could not be made.

The following tabulated data reflect the correlation between the desired andmeasured weights as indicated by the various systems for both loading operations.

Units._ Desired1 PLCM PLCU Load Cells

LOZ at Ignition lbs. 174,481 174,831 ---- i 4,

Fuel at Ignition lbs. 75,777 75,771 75.777 75,551

Missile Wet Weight 2 lbs. 15,727 15,727 ---- 15, 12

Ignition Weight lbs. 265,985 Z66,335 .--- 26b.Z54

Ground RunConsumption 3 lbs. 6,Z63 6,63 ---- b,2b3

Liftoff Weight lbs. 259,722 260,072 259,991

I. Desired Weights are based or. desired propellant weights and actual miss-leweight.

I"$ msUM.Su ta "I4 NII M INWSS S 48C1T14 M? la W ML opf M t Von $1a6T1 InVIGO "a ""mas - lo tlron •- LA, L "no Is.VSC."C*lo M me -o . TW fuAWlUem 0 noE VIYLAI•1W N I0T COSlE' I eOW Wuev to f u n•moins Phnsin s5 i os ma" ls tAWIN el .


SZ. Based on the AMR weighing.

3. Based on actual ground run time-and nominal flow rates.

WEAýt-HER DATA

Fuel Tanking Ignition

Ambient TernperatLre 82.9°F 83.7 0 F

Barometr;c Pressure 30. 070 In. Hg 30. 00 In. Hg

Re:a-ive H{umidity 80 Percent 70 Percent

Wind-Velocity and Direction 4 Knots, SSW 10 Knots, SSW

Cloud Coverage 4/10 7/10

111ItS OKUINI O ecotaIT I'O11MavI Mt"ItCTrnK V IE C UM V 11,19 t Uil 1 ittS a wituIN tI W.iAIEIIo 09 tiE IumAN LAWS. tit' Is,U S C. SMt S 1`113 A M .S T4 I TiE ti U NSSiW ON TIN SVILAIFION TS 0 C 0itS I1111 IN AM I WIES tO Mi UUIJIf' "t1 Pi1tO111 it f tciiIGITT LAWe.

1NtIIg59.ll ,S ~e T

CONVAiR-ASTRONAUTICS Page No. 31

40b

AA 60-0087

HOLDOOWN AND RELEASIZ SYSTENi

The Holddown jnd Release System operated satisfactorily in restraining the

missile prior to release and in releasing the missile at liftoff. All values

taken f-.om the holddow.% cylinder pressure decay curves were within spcii-

cations. Residual pressure data were based upon zero pressures taken 5 sec-

onds after the blowdown. This was necessary since holddown cylinder pressure

data after liftoff were affected by engine blast and were erratic. Values obtained

were as follows:tUnit Speification Tept Value

Event n__-

Release signal to Z550 psig sec 0.5 max 0. 388

Time difference between start

of Bl and BZ cylinder pressure decay sec 0.010 max 0,004

Time intercept of tangent at BI = 0. 148

Z550 psig sec 0.110 m% 0.134

Residual pressure U. seconds BI 193

after Z550 psig psig 350 max BZ - l16

Maximum differential cylinder

pressure after 2550 psig psid 400 max Z40 @ BZ 2550

11iraUWW A lW a WATIMv 01TI W IITM S WAII" W I NW " U to ,u "Va. Vilna i

* tWN M MeT 15 . "A "MOM ONu 44U WMI Mli W Vin II S 0 onWI~I5u O"a mIs UM¶ ~0ne V442" IS ~18019 IV LAW.A

CONVAIR-ASTRONAUTICSPage INo. 40

AA 60-0087

E.XTERNAL INSTRUNIENTATION

This section describes the. cove rage obtained by data recording systems otherthan telemetry and Convair acquired Iandhiin' instrumentation as reported initem 1 .0-10, Preliminary Estimate of Data Cove rage.

The operation of the exte: nal data system was satisfactory:

66 D DTOInstrumentation Requirements Test Resuits

Optical Coverage

37 Engineering Sequential 4. 1. 5. 1 atid Satisfactory with the excep-Cameras 4. 1.5. Z tion of1. Z- 30 which had

zero coverage due to cameradifficulties.

13 Metric Cameras 4. 1. 5.3 arnd Satisfactory4. 1.5.4

Electronic Coverage

rFS - 16 (XN-i at PAFDB) 5.4. 1. 1 Tracked from 32 seconds to295 seconds.

i'PS-16 (XN-Z at Gr3I) 5.4. 1. 1 Tracked from 95 seconds to320 seconds.

FPS 16 Sta. 12 5.4. 1. 1 Tracked from 1b3Z seconds tGl'04 secunds.

Mod IV (X-Band) 5.4. 1.2 Tracked from 7 seconds to13'ý seconds.

11# tss auus'e cawantsu t ee,.i Aeuqcvrs tIN msavstk "Itlow al INum ile 111111` Mlyim th IN u W& fl ONIN lWMK Will, TingU IC .cbf I IMU ?93 we PON N 3hO fI an vim S"vISAIMC 09 its CWl1*11g WV VANY Qt &A lunwineN PON"" 16 oef.htg 4, ag14

FU~CMd £154.

CON VA! R-ASTRONAUTICS/ Page No. 41

AA 60-0087

AIRFRAME' INTL.-RNAL INSTRU\MENTATION

Satisfactory telemete red data were received throughout powered flight. Telemetry

signals were recei~ed at Cape Canaveral for approximately 15 .-ninutes. Six

measurements were unsatisfactory as follows:

,Measure -

menft No. De sc ript ion Comment

F 12.5 P B Ctl Pnieu Reg Out Qualitive only.

A 813 X Quad 2 Door Aft Msw Data received from Quad III aft micro-

A 812 X Quad 3 Door Fwd ME-w switch appeared to be invalid. Instrurrien,

A 314 X %4uad 3 Door Aft 11 "1!, tion for all four positions appeared inadeq

A 811 X Quid Z Door Fwd Maw for accurately determining door positions

%A e' I N19 Axial Accel Fine Did Not Activate.

Missile b6D contained three Bendix Moud 47 FM telemeter packageb operational at

the following freqlaencies and with the following subcarriers and commutation

capabilities:

RF N''. F re'guincy Cont~niookis Channels Cormmutitated Channelis

8, 9. 10, E

ZZ229.7 2, 3, 4, 5, b, 7, 8, 11. E9,10, 12. A. C

Z 232..4 ,9.12, 13. A, C. E 11

Basic teleri't ry channel assignment is gi, en in Convair Report AZC Z2 -0 .'0-f-)1.

Inclu tded in that r eport are channel assignme nt , c omm iitat ion int Umi at ion . f req tVIe

responiae t .r~d mnake and model ) f t rans(Itice r.

fv4 UMI Comm~ WepIn0 s UVIte4eU Too 1006ILe 611114 of I"6 UMSIaI 45. w M 5 6'~

Va I K, ,g. Wa4111 091 MA M S as~a 114 960MuS enel2 141at MW it$ ce"11m'aT I* jAm "m e to M~~mN 11111Mu is mmWg.g IV tau


AA 60-008-t

LANDLINE INSTRUMENTATIOiJ

Although some difficulty was encountered with the landline instrumentation system,sufficient data were obtained to ascertain proper missile and complex systems

operalion prior to liftoff. ptnoee

Dtue to a fluctuation of the power su~ppiy voltage for poetimtrtype transducersat -4 seconds, large oscillations were noted in these mealsurements. Never the

less, ,seable data were obtained.

Due to difficulty with the oscillograph recorder during th 4 countdown there wereno calibrations for the Bl. , B and sustainer chamber pre~ssures and the BI and 132L02 pump inlet temperature measurements. Chamber p I essure data were obtainedon the FM recording system. Also, the oscillograph tra `1es were missing for theL02 dome purge pressure , the B I L02 valve closed niicrloswitch, the B2 fuelvalve open microswjtch, the sustainer fuel manifold pres ýure switch and thesustainer flight lockin signal. In addition, the B31 fuel mjiriifold pressure switchtrace on the oscillograph failed to activate. All of the sw itch activations were

p properly recorded on the seqt-ence (EA) recorders.

The timing pens did not operate correctly on the strip chjrt recorders for thesustainer main fuel valve position, the transfer room temtperature and the sus-tainer turbine inl~et temperature. Satisfactory data wer btained from thesemeasurements although time correlation was poor.

The transducers appeared open on the FM recordings of 1the 131 and B2l highpressure fuel line accelerometers and the B2 high pressure L02 line accelerometer.In addition, the B2 fuel pump discharge pressure dataj wei e erratic , the BGGchamber pre sskire meast,rem-enit subcarrie r oscillator wai out of band arid therewas nio catiiration for the B I LOZ irijeCion manifold pres iure data. Mll otherFI data appeared satisfactory.

tools W1010#111 COSW*93 tUomUVem 5999c11W6t he 4010 GmM Nit" W tooe unit#* fW 0 t wiYta 1014!S Wf*UUS 0 Ift OWNWA *36 II It.~I CC MCYI 4 0 NSC 14 -N11114110 0 S t A3 I3 JOWn *tt0gQ Wn I~a IN W WI ItC111111I III "V *400 10 ~ to-n "No iruw s s VO IM 604119~ $V tile

Ce*9a,..- %¶6eje~. R1IE T7


FILM REVIEW

A review of quick process engineering sequential film indicated all missile andlauncher systems functioned properly from ignition to the limit of camera

coverage. Operation of both east and west launcher heads appeared normal and,in general launcher operation was s9.tisfactory. Tracking films were exceptional

having the missile in clear view through staging and a portion of sustainer phase.No discrepancies were noted.

A tabulation of film items reviewed is presented below:

Size mm FixedCamera Frames B & W or or

Item No. Pad C Trackin& Field of View

1.2-8 Ramp 400 16 Color Fixed Entire launcher and missileto above verniers. ViewsQuads I dnd II.

1.2-11 East "A" 400 16 Color Fixed Views B2 high pressureFrame propellant lines at bottom

of clamshell doors.

1.2-12 West "All 400 16 Color Fixed Views BI high pressureFrame propellant lines at bottom

of clamshell doors.

1.2-13 North 100 16 Color Fixed Views turbine exhaust duct.Launcher

1.2-14 Ut22LZ9 48 16 Color Track Views entire misqitle.

1.2-15 D17R39 48 16 Color Track Views entire missile.

1.2-16 /5R6 48 16 Color "Track Views entire missile.

SUR

me-qm i ie0N msmn s *wnt ~

gM~go. grni m 's. 's'in ui tma.'-t u .q ins . U 0 a •st U


CONCLUSIONS AND RECOMMENDATIONS

Conclusions

I. The flight was successful although the majority of the re-entry vehicleobjectives were not met.

2. Excessive missile yaw oscillations were observed during the boost

-hase.

3. The re-entry vehicle playback telemetry link failed shortly after black-o ut.

4. Thrust after vernier cutoff war. greater than the nominal.

Recommendations

I. Examine the ability of the autopilot to stabilize the missine in thisconf iguration.

2. Investigate the re-entry vehicle telemetry transmitter reliability.

3. Investigate the cause of greater than nominal thrust after vernier cutoff.

noe Wu eW 4mY w "al WU m2",o a eye 39WO a w Wasse is a O wI I" 4 FR Lsiggm, MS MS I' •kinhES4D U1 tWO SAW 11 , 910m U - q• 9•as-4mmsMS

.@ *g M .. &O eftleI

COVAR-STRQ NAUTICS* Page No. -i3

AA 60-0087

COUNTDOWN TIME VERSUS EVENTS

T"his test was &ched~uled for a 150 minute countdown and started at 0530 EST asplanned. Tht countdown was performed perfectly with no holds or recyclesrequired.

The following notations were made by an observer in the blockhouse:

Countdown CountdownEST Time Procedure Event

0527 T-153 Holddown- Release Cylinders Pressurized to6Z50 psig.

0528 T-15Z T-150 Computer Warmup Test Started.

0530 T-150 T-150 Countdown Started.

* 0531 T-149 T-147 Telemetry Warmup Started.

0536 T-144 T-144 GAP Test Started.

0543 T-137 GAP Test Completed Satisfactorily.

0544 T-136 T-139 Telemetry Internal Power Check CompletedSatisfactorily.

T-135 Gyro Temperature Check Started.

0545 T -135 T- 135 Range Safety Cummand Test Stairted.Gyro Temperature Check Completed Satiiufacturilv

T-135 Zero Z, Scale X (I'lus IG Field) AccelerometerChecks Started.

0554 T-126 RAnige Safety COMMaind revt CoMPletrid 5Attxsf.%%4r

T125 Elect rIC~l Cunnet tion Of Red Dc qt r,4 1t L)x AwdK4etro-Ruckrt% StArted.

055 Ts , *-121 Zero Z., Scale X (PlZus Vs Field) At t elterioiivterChe(:e .Comiple-ted S~taltts. wr ily.

tous i q a - WeU leU veto ,g V lefseI 4161tfaA Wtow of via OWNI %lyali *41416 tow UW&M-10 two IvE~gai 46A Iho Is

094.~ M sin M 4110 lugN4 roammulm a fed "foula to f Ot C4004l s uti n * Woomottos u~&lWft lg NSý11 el .1 1000,41,119 *,%a*

CONVAIR*ASTRONAUTICSPage No. 46

AA 60-0087

Countdown CountdownES Time Procedure Event

T-120 Scale X (Minus IG Field) Accelerometer CheckStarted.

0602 T-118 Electrical Connection Of Red Destruct BoxCompleted.

0604 T-116 Electrical Connection Of Retro-Rockets

Completed. Pod Doors Being Closed.

0612 T-109 Tower Floors Being Raised.

0614 T-106 AIG System Landline Umbilicals Being Removed.

0617 T-103 Scale X (Minus IG Field) Accelerome~ter CheckCompleted Satisfactorily.

T-90 Normal Align-Scale Z ticcelerometer ChecksStarted.,

0620 T-100 Flight Control System Tests Delayed To CompleteSewing Of Sustainer Boot.GAP Test Was "GO" On Hangar "N' and AMRTapes.

0622 T-98 Service Tower Moving flack.

0625 T-95 T-65 Mod III E Beacon Warmup Started.

0627 T-93 AIG System Lindline Umbilicals Have BeenRemoved.

0630 T-90 Sewing Of Sustainier Boot Completed.

0bJ4 T-06 NormnAl Align-SCAle Z Acceiirromcit.r ChecksCompleted SAtiufaftorily.

T- 75 Comptater DSC 'rent Startedl.

0635 T-85 T -85 Helium Storage Pre.paration StArted.

T .6' L~asdlitir Elettric&I C~Alibraitiuri. Sarted.

V Is. WOD"MeAn? "M DW WII aU Twoe.S*i~ lu veiA'IO Of -1S C01Of$m'o Ill Wg" SARNI 10 Ail UVUI.j g teWe -% 'sOeiS-1 IT %a*

SGrCONVAIR-ASTRONAUTICS

Page No. 47AA 60-0087


0637 T-83 Service Tower Secured In Maintenance Area.

T-100 Flight Control System Test Started.

0640 T-80 T-70 Nose Cone Beacon And Telemetry Tests Started.

T-70 Helium Stoiage Started.

0642 T-78 Computer DSC Test Completed Satisfactorily.

0644 T-76 Flight Control System Test Completed Satis-

factorily.

0654 T-66 T-65 Telemetry Warmup Started.

0658 T-62 T-62 GAP Test Started.

0702 T-58 Nose Cone Beacon and Telemetry Checks Completed

Satisfactorily.

0704 T-56 Mod III E Beacon Lockon Check CompletedSatisfacorily. GAP Test Completed Satisfactorily.

0705 T-55 T-45 Insert Z (Minus IG) Bias Check Started.

0710 T-50 Landline Electrical Calibrations Completed.

0714 T-46 Insert Z (Minus IG) Bias Check Completed Satis-factorily.

T-35 Insert X Offset Checks Started.

0715 T-40 T-45 Roll Gyro rorq~ting Rimp r,,t St.artrd.

0719 T-4I Roll Gyro rorquing RamTp lVest Cornplettd - Roll

Is Lef 'M4 Degrees.

o7zO T .40 LOZ System Re..dy For raiik~ig.

r- 1 Atusa Check Started.

e win OMAN" a f tswom FItCIIi a "IC settmaa IN @ U40118 rlUSttS0 011MON t wo " wAn.m• s to OW 0*4L Lt4i Itrl t oiSS,M N 1111 M W fIns ,u•• w•l t•it tomb tll f fIn CONit "Itt $I1 I, IfCi0Oti I" s i" "Itwasu 4n Min iie I s um GT a9

t ,,'eu ea."e"


AA 60-0087

Countdown CountdownEST Time Proced'Are Event

T-20 Autopilot System Final Check Started.

0726 7- -34 Insert X Offset Checks Completed Sdtisfactorily.

0t34 T-Z6 T-25 Final Computer Check Started.

0738 T-2Z T-22 Range Safety Command Final Test Started.

0741 T-19 T-20 Telemetry Final Warmup Started.

074Z T-18 Final Computer Check Completed Satisfactorily.

T-18 Accelerometer Adjustment Check Started.

0748 T-lZ T-12 Nose Cone Beacon Arid Telemetry "ON".

0750 T-10 Range Safety Command Final Test Completed

Satisfactorily.

0753 T-7 T-/ Guidance Final Checks Started.

T-7 Forecast Final Range Clearance From AMR.

T-7 RCC System Act iated.

0756 T-4:00 Autopilot System Final Check Completed 6atis-

factori ty.

T-3:50 T-3:50 Status Check - All Reports 'GO'.

T-3:30 telemetry To Internal.

0757 T-3.00 T-3:00 Timer Ofi-Ready Swit h ro 'READY".

T-2:40 T-2.40 Nose Cone Switch fo Intern~al.

I-2:30 T-2:30 Water Systvmu l'urncd 'ON

T-2'. 10 r-2.10 L02 r.an•ing S4,'urrd.

0758 T-2.00 - .. 00 Flight Preuawrization St.irted.

M CAMIn YAI*NS WOONuiYeu WFI TIetE IIm114114M tto"" oef I" UNIt# t SIT otI 111 "Of m ni 1

W * l f i aut t o1111 . uIKS "I we ?" too Wfl', W 2 1 tIIIWIh 0"N ffO It 'ISutI I 111114101. tO 11 U"IT W 111111,."ISM -41 , OOK It low

to" 46-6414 a

CONVAIR-ASTRON4AUT ICSPage No.49

AA 60-0087


T-2:00 Commands To Internal,

T-1:45 T- 1:45 Arm Switch To 'ARM'.

T-l1:45 Engine Preýparaticon Complete Light ON

T-1:40 T-1:40 Missile To Internal Power.

T-1:35 T-1:35 Nose Cone Report Switch To "READY",

T- 1:30 -11:30 Arming Safety Pin Removed.,

T-1:25 T- 1:25 Commands To 'ARM" .

T-1: 15 T-1:l15 Status Check - All Reports "GO".

0759 T-0:60 T-0:b0 Missile Heliuim To Internal.

T -O0 60 Autopilot To "ARM",

T-0:55 T-0:55 Water Full Flow.

T-0:40 T-0:40 Status Check - All Reports "GO".

T-0:40 All Pre-Start Panel Lights Are Correct.

T -0: 40 Ready Light Is "ON"'.

T-O:25 T -0: Z5 Oil Evacuate.

T-0:Zl Evacuation Lights "ON.

T-0: 18 T-0:18 All Recorders To Falit.

T-0:18 r-i8 Seconds And Counting.

T -0: 18 Engine Start.

0800:10 Range Zero 'rim,..

11.116te S1 tgvamm. 01VC M rf"at"IIN 114 11IMIAI1IOSp t 0 .teu1 Of I"Y S aINS 0111111" VUfUS~sf IW tot o "(w lofIS t s is .

98. .. O = 0 S &% N 111 9VW011R '011ft'ft'II tI 44A1111 1 " 11414111 14 111

CON VA R*ASTRONAUTICSPage No. 5U

AA 60-0087

!MIhSILE CONFIGURATION

The Atlas M,ýissile consists of three basic secttons: re-entry vehicle,. bodysection, and propulsion systerr.. There are no external aerodynamic control

si. r 1aces. The re-entry vehicle is releasable and carries instramentation

and, ballast' to sin.ý.latte the operational re-entry vehicle. The body sectionof the missile consists primarily of a thin-walled, pressure stabilized,

stainless stecl tank, houising the missile propellants. Missile propulsionis provided by the Rocketdyne NIA-Al rocket engine propulsion system.

Missile stability is accomplished by a fiight control system consisting of anautopilot and a Aiydraulic system to gir-ibal the thrust chambers.

The following is a resume of thie major systems and components comprisingMissile 66D. Addit'.onal details are included for systems being flight testedfor t *he first time. as well as systemns which have received significant modi-fications.

Ai rf rame

Standard 0' Series AIG configuration.(

Re-entry Vehicle

The RVX-ZA Re-entry Vehicle was ai, instrurnented, recoverabie research testvehicle approximately 147 inches long. and was of a sphere-cone configuration.

The vehicle was desi,ned for high velocity re-entry into the atmosphere. Newtypes of ablative materials werc _Ailized for the heat shield; GE Series 100 andothers. The RVX-2A differed from the RVX-Z flown on earlier Atlas Missilesin that its ablative mate ria! was cast rather than woun~d around the vehicle structure

The RVX-ZA contained a recovery subsystem that decele rated the vehicle fro'mits high re-entry velocity. A parachute decelerated it to approximately 100 ft/second, then after impact , a balloon was to be uised for a flotation period of kipto 36 hot.rs. rhe recovery system also provided vehicle location by a salt-water -activated, battery-powered SARAH beacon, a light beacon, SOFAR bomb,radar chaff, dye marker and protection by shark repellant.

The vehicle carried a C" Band Beacon which was to operate fromy liftoff to imipact.

rwo FM I/FM VHF telene-try t ransmitte rs werse titilize(l. One was to transmitreail-time data fromi range zero to rnip,&ct. E'he othe'r wais to continuouisly playback the signal from the storage recorde'r (whit h t~iso opt' rated rom liftoif to

impact).

?1111 O"CU11011 CON1AIIWIII 1111ro AlIftS A$01INU two NAVInAa Delos$ 00 tsw U114110 %Wo~ 011141% "14 01ANIw of ?"I OV'IONAUA IW MIR Ies ,USC .1CW.OUI ?91 Uft T9 TV WaAIIIIIIIII IOO (W 9,64 1111W (It t O f III COTt 1? % I% Any Wfiftse 1O PA tUNAUINC14,fSO PII10M IS P10*12Y5 ,11 IVt

Foam 410 1ABBG~t7r"~f4A

Page No. 51

AA bO-0087

This playback data were to be recorded on recoverable magnetic tape.

A flight programme; was used to switch the accelerometer and rate gyro fromfine to coarse rance.

The following "piggy-back' experiments were carried on board the RVX-ZA

flown with Missile b6D.

Experiment No. Description

21 Ion Sheath

22 Ultraviolet Background

26 Hot Gas Radiation Spectrograph

Z8 Passive Transpiration Cooling

4, 29 Fuel Cell

30 Cloud Coverage

3Z "X' Band Prupogation

*39 Nuclear

43 Sputtering

*46 Radiation

47-2 Counter

48 Intergrating Acceleron,.ter

* Not Telemetered

Separation from the missile tank structure was effected in the same manner asthe Mark II Series (Separation latches and associated harnessing).

"mis $ m111111111w ama •"m aftlIC114 1w, w"N I NAT 1 ne Tw Uuotla "IoI ll Wiluls W 11I"IN INNA W OP "IN IVICONAW LAWi ling II.VAS.. upon M A PU 1" MIA ISIW asm "5116 sfllA n Of tSl CiTOf IN AM sA iIlInaawg tO #A ~140T0• s VINO It Pt"lItHs IV LAW

S411 tlem. l 84106-111


AA 60-0087

P1-e'irnatic Syvtem

Standard "D" Series pneumatic systemn w~th Hadley "D tane. pressurizaticonregulators.

Hydraulic System

The hydraulic system is comprised of three independent hydraulic systems whichprovide pressure for the booster stage stbsystems , the sustainerivernier sub-

system, and the vernier solo subsystem. The standard -D" series was modi-fied with the use of a 25 inch accumulator to furnish vernier solo hydraulic

powe r.

Electrical System

Remotely activated battery, rotary inverler, and mag.ettc amplifier regulatorsystem.

Con-,a r Propel.ant Ut.lization S stem

Convair PU System operated closed loop

Anti-Slosh Control

Eleven annular baffle r~ngs were installed in th,- LOZ tank to reduce propellart

"sloshing".

Propulsion System

Basic Rocketdyne MA-Z engine assembly. rhe propulsion sy-'tern utilized .t

"dry- start.

Bcoster Staging System

Standard "D" Series configuration, which utilized a separate fibe rglass b.;ttleto supply pneumatic pressure to actuate the release fittin't.

Flight Control

Flight Control for Missile b6D was provided by ARMA all-inertial guidance (AI()in conjunction with a Convair "square canister" autop lot.

1. Sensing Piatform - contained three acceleromreters, twogyros, three pendulums and an al.gnment priarm,

?oIo OWUMU COUI4AatuS INFOS A#TO Ap#IC'It"11 I maligemat 01g1g112 Of 110w U011o16 S tWIS 111o1, f114 *ACAu fo 00 gl IWXM&af [&*t I tg.t"IC.o ?CION 5 S Am 14 fI 14S U41hSWtION 11 11S- WR S.,ONf tyl CONVINTS Is Axm MAXIMO I& hAi U11 qp'lno 0%g11" A "0"1111110 OTt

Foos 1*1110.1n U

CONVAIR-ASTRONAUTICS"FP-age No. 53

q ,-\A\ riOO- 00'i7

Z. Digital Computer - integrated the accel,.ratiuns and flightdeviation sensed by the platform, and generate;d correctionsignals.

3. The final component of the MGSi w.as a control ( ,.ntr.il in 'wvhhthe nece ssary start, het, .-Aulignment, ind ope ration contrm)1swere housed.

ER and 0 testing at AMR. req-iare,. the ,ise of two .additional :ompurents for theairborne portion of the AIG equipment, a digttal signal con;verter (DSC) and .ananalog signal converter 1ASC)

The Convair autopilot package: 'tilihed in conftinction with D)1AIG misihileidiffer from that vied on previous "D" Serie'. mn•xh.-ilep -n the followIng re.p,.ct I

1. The canis'ters were r'ectangular in shakpe rather th.in rotand.

2. Switching in the progr.immer paLck.Ke was changted to el,'tronic.rather than electro-mechanical.

3. The excxtati~in transformer was remo'.'ed from the, filter i rvo-amplifier package ind set in ai .pa.rate houiiiing.

4. An 8 cps fifter was switched in at boooster citu|ff to give "4 and8 cps filtering for the stustainer ind vernierph.ae.

Instrumentation System

Three telemetry links for missile system ri tta. Two teleurietry hinis it.rre-entry vehicle data.

Range Safety Command Sy•mtem

Range safety command system consisting of two AHW-6- ri-e.ivrs,C (AVC0AD-319600 MKI}. power and signal control unit. .nd d•l.', tr.ict p.a I.Ige.

GE Impact Prt dictor

Ge Mod III E instrumentation beacon systerm in conijautiont with the G.,'lBturr'),,J)tMod III system.

Azusa Tranaponder

Type B-IA coherent carrier transpunder.11" Me s 1s u•s|l imisigitium UIMWWS IN W A I 410i t Of t9 •/olN 11511 04111 O ll05 I"S UMAINS of I "I IfHhIW f to1 Wit ius.rnl4CIMS PI US &NO fog 11"isslo n oe ,V eq ItAlofll !itsc ht,15101 Wo &S t# m ns PIIe 1 1 "'W1811 g ITo4

Best Available Copy

L WNTT1*V'CON VAI R-ASTRONAUTICS

Page No. 54

AA uU-0O87

lW'3TIOH'y OF X13%1-4.1- D) j. -I lENO

Atl~ Lii Mi 'I .iss I l D a:r ri.vd -it A 1 I by ainir t r.irviport (C - 13 3) un I 1 .1Jx Iv'..

'rrinqfrrm rh,' Yh !C tradeinr ~the li and D1.3r.&ile r And comnpletion mi r v%. vI I -.Inspec t ion . n .t.,r the no'xt .. lay. The' mis ~iii.. W4 t then pos tit:meet in t he

in:rth baiy of 11.- tn*m r 'K. Syst e re ' c he'c i'ot waq 'innitia.te'd (jfl Ib June- I 'to0ind~. tid n b 1 4 I T

kliviile br)D re'mn.a invet at A'111 for t 'pein od of .ipprixitridtely nlinet weet' i beforebeing latinched. This time w-i- u etilize'd in c rformllI -systv.m te-os t ei:'d Inreamdying *he.. rnissio me d l.iont hing comnpiv.x. for then fli~ht Pc t . Prefligaht lef.

of the mis*sil cw.ts tcci umnpl 411 i'd in- kC(cjcirifan'cv %%ith p'lannitli dccc irlietitecl irReport AA 60-,00) 1.4, PIight *rte st Diref ti -;' , Me-rI D "M i'!ia 4 l No -t- 0n IUn

p ( r:.tpe rdit iun we me pef' rt rr .d onl amn ''as~ rvcj-,irvd ,.i.

Ihr e t Li ailh iltt(,?.npt si wer, 1111:.4(11' On thi en4 It' thHIIe' % Ith t -1. #I 1I.IO Of~ Oct e.h

.111e :npt hvi'ng .a 't r ib.'c to a i jffe'.rernt p moble'.tm. rhe' i:r st *L~t erupt w - sI v ti' i I na! -em ecI.1 t -710 Frnlo.'t 04 I'ln t') a ifis. r e ) an %y i n th v is ta I n -r RCC am eI vr oer't -r vr c 1r,1 uItr V.

1" :tmrn is'r two wa:s te rmi:nated bec .i'z of .i piroxi as.s v. r ni1c r 1 :n K i. V

pre%sirI.izt ion Iiinning ai ret ycli, mid hold. 'rhe. third 1.in,.vt h .atternpt %& vs 1#c!-

rn1 in.at.'d (1 d'. to I'jm S -i nm~w.I.ittin til tit ~-4 t one- ivv ry link 41. A t in rplvte'de ,'(. riptiton of the- -e' la art h .mttl-rITpt % .P is presen-teId 11ri1rne'tl-ist Vly fillIO~Win tnbIll

4,gn~fitn:.innt e'vents re starn14'

14 Jane P11,0A Ar riveeil .iti AM It.

15 J-ar1w' I mut Poet~itilene' in north hayv 'it Ming am "K

Inc jean:. 1 'e00 Itin eiv:.g na.;e tao,:411 p 1 4-11lete'I. SVI V'%14-1

I italy 1160O We'aghr'l t (r-mi-tnrredl tit (:,oinlev I I inm

re*et Irde.

14 Juily 101,0 Stitn r,'a1tai toe'lI -&lilt LO,.' 1.4eainng.

15' .Jealy I16 'Id) FjI m Ia Ighatt ?ik I' I*ll -111 r Otill"

Z I .J Ily 1 10 X -I l).y lqev 1 at1 aoem.

Vice MCIO" pt Am ea. 14 ruailaYwemaeeeieen Isid m111a'.401 4"~m .1 SW011l aqi i4h4u mamlle, Asi -mematem @114 .me 1v40~a~e ,ege

E J; t' %"? t

CON VAIR-ASTRONAUTICSPage No. 55AA oO -00A

Datent

22 -July 1 60 Attemrpted launcli. Ttermninted bs.I Aof. a disc repinLy in t~ht RCC .%iv-t- rajr.e~ t.r

Z4 July 1960 X-1 Diy uperantitrns.

Z5 July 1,160 Attemrpte~d lakinih. rt'rminated ie.:

of -A sptiriuus ve~rnier taili.&s re -press rza~tiun.

1 August I'M0 Succ esf ul Flight.Acceptaince Composite Test

7 August 1160 X-1 Da Dy tipjr.%tion%.

14 -August I )I-)'j Attetuptt'd 14i;.nt.i. I* i iiAh. bet of.~i

link 4.

11 August.,1960 X- I Dasy uperat iona.

12 August, 1960 Flight.

Attempted Launich Resuilts

The initial launch countdown w an terrmin.ited it I IU' ST citir to the pre %vit r owater in the plugs -of the coaxial cable between plug 600PS aend the' 1CC ACCeleruivit'er

It was planned to Ptart the couant it -150,t mitites tt otj 30 sr. * ut tite to .131ARMA platform cooling problem and a dils.rrp.incy in the alust~ior r 14CCaccelerometer.ci~rc uitry the countdown WAS nUt started uintil 0910i i:s~r.

Duringý the. Guidance/ Autopilut/Propul sauo t est At - 144 it was tfinove~rrd thbit thepitch program ouatput voltage fAiled to step f rom 1. 7 to 1 .1 Vijlts At 1' Met OnLill

of programmer run time. 'rho spare priugrAtmmer was Installed on the min milereplacing the flight programmer and checitrd slatisfactorily.

The countdown. then proceeded normally tintil -70 minutes (i 0so t:s r) wheni ahold was called to-check ouit a newly unutAlleul sastainer RCC COAXIAl cable.While checking resistance readkng. thirough this cAble it' was fouind the luroblem3 first encountered still existed and there WAS water dripping froti. the pods intothe working area. 'rhe test was then terminated.

I"9 M5UMI CMINS iae"Astow is AeeCIIII 11f floh'*145 s09flJ 00 low 41,119a IfalsI woloutvm 995 eft-O OP 'Ia IiPOAGS I a*% 9,111 isv55.l e ?01 we M lu 11 ,101001691011011@ 4"1 01ISLAdIIO 6* .11 (014#0%I N 410V 06 00 00W 464 tMUAIMItSIpiS UMB5 j P vtgV S. a

~4~e~?tAL Best AvailableCp

CONVAIR-ASTRONAUrICSPagie No. 5bAA !)0-0087

T#!st Pl-40L-00-66. the second launch attempt, occuirred on Z5 July I itO0. Thecount-was started -it -150 minutes at QOtAU,6Sr a,; plar~ned and progressednormally until -25 rnin.t.es, (0435 EST) when ALu:sa was; reporte.d nut function-;ng properly. A hoid wvi ailed ..:Al the* Az~is- c.ini-.itpr was rep'Aced. 'rhecount was~ relj jirxd -it () ii E~sT (-45 ry;anut.* -,) aind c ontinued withouit fturbt.vdifficulty until -40 securiulu (l0s, EsT). when it .;,is discovered~ that therewas m6i Acoustica-ready light on the prestart ladde r. Since the Acousticio PUSybtern was not ziboard for thili flight.' the kcouu,tica ready light wais j'.mpered.

buAt the sequencer had reached - l'9 OLU~idi -slid .i..tomatic hold-fire. Trhi..pillled in th e master huid-fire rclay ond the ý-rg ready light went v,.t. .ianccthe pad safety uffi,_vr cou-ld not tairn the- rainge ready light on 1,eca5jai therraei~er litdf; Fe relay was; renrgiz~er, thl. hold tire ovrrride- iswitth was4 *,ilizedto obtain a range ready light. rhe Lo 1)lt w~ia re( y: lref tto -7 nunute, s i tt fe -

slimrd at 1012 EST,

When the count fro.afched - I') seconds all tilt pre -- ita Ft lights we r'! prop.. r 1)"tsince the hold-fire was overridden, the so.q-uenu. r ý--pt runnoing. -sld iiad re-iched -15 5 sec ovIdS by the. tin.', the sit~art ib..ttr ,v wtq pli 5iaed * rhis m.ir~d. theARIMA computer res~et late since it is a f .nt t iu~i tit '.t Art 1hutt4o:, pcIA'.a W he..no reset had occ iF reel by -Z ;--4ccns _ie .ARM A g-ittaclint c.alIled c .. tu I tt app roxi-maltte ly 1050 EST'. The ..:ount wal. rut. yvirld t(ý -0 moin ,te and hole!inc4 *.,rFe .ett ing the gtiad.inc.e. comnpute.r .and to p. t new li liii fii tilt- .&F-r.me F

At approxim atelIy 18 min ute! a fter r * itu)!i tha' e*oni iv I.e t .aiuý prF-s .rtz-c

light.s on thelt- enginae control, and ii'vagivne te ..t pane I - ,v-l ii..aresl !Ia ?ti..C 1 .0-1

had pre~scerize~d.

rh:se, inidi- ation% .cl atitdf ior .tj ,.t itie. miriviste blat c odid not he, ' ** Fill ee by EArocordt'rs &ince !he paper. wall .bring ých~aisgd .at that timer. thuwe~ve' . .A prem c

-ariZation and vent waso indic~ted by F 1"i I,. Iss pneumnat ic rfgsalat~ r .ioitlet

presse. ri*leiii-metry had Ibeen tea rie~d off ls dr isg t hat time' cand the refore' noverniter tahk pre-itqsure daW~ Wrrel ivailablv . Aivii.inei.sii vi gine tAiw pr e-olo.F I iztion CcleIt was pe rform~ed and all md it atkionq were proper. ýrhv trot w-talu su-

eq-ievit ly t .*riam initd -it 11ll EST (if le to- .i pa F loam ve'r nie r I an~ cr-pre'w siri-

ztat ion which ot cur red at 11 08 2l

the third I. aiiiih imttrmvpt ovt cir~red onl M Ataguot I ibO .sand W.64 t &r`!l in-iletl ,at0;05O' EST with the' cot)iti dit.wn ci t -7 mii iaitve e be-c .a ane of luv cmOt illod ul.i tiaill tillfloor conic' te*larvae try link 4.

lull OKIMON CerNtIAl cnecw"Aidea eletmlo 1 d14 fto 0011(wo Millier no 10 11011 nail' 10111iltg l~t 114411 Ofw~ IN ew V'aS&tS IAwS1 tiltif 1ease ucine~ "cI Am I"e till vuewwetauoa" (ar tewo *gwscaecm Of Mi trufelsm 'A &M, wUs" I* " niex~uuneb itsa vism4 imi'vwelif to I&*

Et-ýC.ýt Av ug ab-te Conpy

CON VAIR-ASTRON.AUTICS

The countdown was started at -150 min:,tes at 0430 EST as plannedtdfld proceededi

perfectly until the status checik at - 3:50. At -this time rose! c,.mt p-..rsi-flr.cl

reported a -NO-.(GO condition d,.e to lu%, o. .tlerrwptry lin^' 4 nodulti'o'. flie

c ountdown was held miom( ntartiy ait - 3: 30 an~d tht-n wais rtk! y ie, to M- S i.

(0657 ESTr) and the ho~ld continued. re rrninrmtiufl of the itest oco- .rrt,-.id .r i;n

this hold.

A brief comnpi~lition of signitil(.4nt difficulties in syster prep'arsktlof a.jid t~'f

accomplib.hed follows.-

Range Safety Ccmman d Sy-stem

There we~re no maJor difficalties encounrtered with this sy4teris dtiriug Ih~ht test

p reparatim.

The (i.IluwtniK pro-' efluires we inc comrplete~d in the han,inir-

Prof duro. L tu ).te Comipl ..t.'

~7d~j71 R'aritie Saifety Comm.Afld Siyottrmt revit

FTP-D-00O1 Range SAfety CommAnd 13." 4up L~rctionl lv -t I-l3 oOj

The futlowing proLedaire WAS performed At. the complex.

r or -1 j reDe -oc r i pt I (In )t' Go ipie. .. I

Fr--O0qB Rangie Siafe'ty CommAnd Il~lt khouse ComTpati - -I-1.

bality Trem.

In mt trn ,*ntation BrAcon S-ys teml

There were no my.m jor d ifivc tirw 4-men ouiiti re-d ciir iau Hli ght ¶ r 4t prept r-01%12%u

During hakngar c hec M out R At e lie iton 4 1.I04 ) warn re::auvi"I to -it ci lip :1 ...-..."

fication ECH IL4, *Andi KAto leracon 4LI1 U" wtas a1NmtAl'e-d tin the Oil~ u

17 June 1960 the rAte. arid pulme bemcont, were removedi for t 1.ah te~t. KPOS-1ita

were SAtisfactury and the ijeacouim were re .iai6t~lled on the mistasile.

*The f'61luwing procedtirem were turtylvitrd iat the ai iipltV%.

FTP-CG01 6 A GE± Mod III Inst riimiaaflticii 1C4 ÌAt,1 iy mteil) to, K-41

-04 Em5 " ltim ww"Wimu A ttic ts ae~ns "0106 aagr "I i fi~ .ue two s 1101110 Ififs '811. H diakm I'"s a it I%* m owa liii us11%1%

VS £.N u ONS m 0 #04 to* 1mlgultim to 181 SIVItgAlIt of Ifi (041101%i 810 X 5INARVN10 ~f 401 itii~u PI1m ito-0.i.S,ii S .0

Best Available Copy

CONVAIR-ASTRONAUTICSPage No. 58A.A 6 0 -00d7

Proce'ditrf Do'sc. riTpthion__________

FTP-G- 01 9A M"ll- III lnst r lane'ntat ion hMis, il.'hur. it- III. , ~ .7

g~aic, ind Cairiiiter Pre' gurt' Cht-l:I i-.'u..-4 -ru,

Flig~ht Control S3vqtter,;

During h;ingar checkot.t .in exce'.ilve~ drift r~ec wa% 'Ii iiove red in the n'&itatiner aindvernier enginesn when the* prograt~inier w~ts -it aipproxcima~tely 145 seconds9. *Plugsin the systern were dim.onnectced drid ext r',ive w-itt'r removed. The problemdid not rectir diAring subhseqruenit hangair te'iting.

Duiring flight control msy~temn chetkoit ait the- cvidpl.'x. excem~sive drift rate wasagain obq!'rver1. It w-i4s cor rectedi by the installation of ai cIapaiitor in the ,28vdc powerF suipply line- to the progr-timmer aind by replacing Servo Caniister. :ierial

11*w: th Se' rvuo C.&mi~ter , Se'ri-d Ne. 9.

During the firmt la-nch -ittempt , test jl'l-401 00-tb:) programmer canitit.'r . SertilNo. 12. w~is repl-aced with prograflritieir caini',ter . S.'rial No. 5 * beecause of tiluhrt'to switch to aterp neauribe'r three of the. pitc h prig r.am ou(tplit during the first

gnac ea i-ttopi lot test.t

During tes..t P - 40/1-00 *m * thf- N4Cond Iatint h atf(-l'lpt. in minave'rtent qign.tl topret'muirizr verni,'r tannks wail.'.~v'l rervr cofnigiarable time after c .ilof w-isgiven.* The ci rc'uts we- c1 .hanged s) t h' ve'runier tankm were preei' s earited., by the'

bo-tr *'ngi pe. ut teit~f #In.'ly *at the' e'ngine' re lay bOX . S-l'411s.'q ew~tant 411ing p rOdIUCCutno mtemie sr-ible efftf. t., f rom this c hamnge

Se rve) C..&ni ste. rSe.ri~al No. V. 'w.siN r e'p at nj by se.r vo Cantosicr , M1r ri.l No.Ibet iuspor of au ftiulty ri'l..y within fle,' Servo C.animit-.'

flat, following p rot vibir ore .ige cnimple*It'f iii thet han:gaur.

Frl-S-00,1 A Ve'rnie~r Engine. Alignme'nt 7 't -

The following pro FIJ idurrsi wer e t omp I.'tre amt ft#~- teusimpir

F rp-s,- u 14A Stostuain.r l.Enginue Aligimiii't Chet' It 7 -I 1 60

9 fa l O uMNIu 1`00114111 *U$WfftNlM AIFF111111 IMS UhitIlle" 11111 410 no E l Nug S "pls 11390 0e151611194 woSANSUS 419 INV9 IitP ~ag 14* tel l t ou Cuse .i'i~1 DOSASS W IN SA I'i l otN lolef iVA11111 19 IIIlNt i I1101k1 SNF UAW*Ot 10 IA~IM&iN.NSjIDPPSI4U 11 02-110S1101 14 tW

.... ***r

F c~; Av~ Cof

CONVAIR-ASTRQNAUTICS

AA iOO~

Procedare DescriptionD'IC..... I

FTP-S-006B Booster Engine Alignmrent Check

FTP.-S-021B Fihght Control system Thre.'nuld Trans~fer I-t

FTP-S-OZZB Autopilot Static Gim T est 7-1 1-oo

FTP-S-019C Autopilot F requency Rezopt.nse Tei-.t. 7 - I i-oo

FTP-S-049A Autopilot Polarity 'rest -4b

A-TP-S-10lO Autopilut System *r-flu

FTP.-S-O5OB Autopilot Squib Text -Jti

FTP-5-059. Rull Program Rr~sdouti C-ilhbr.ition 7l lt

41a FTP-S-06OA' Abbhreviated Frrquency Resp I onse rest

FTP-M-06LI3 Alatepilc.t'Inertral Geiid.irice ItegrAted

F'TP-S-O5lC -AUtopilot System RrAtimesri-tm4b

U'TP-S.5-0, Autopiljot Precowintdowra Ope ra own 8Z- lt -o

P ie'imatic Systtemr

N. major dlifficultie s we re encoiante redd i ring prep-t r.Ltlie of thoo sy ~t~rt for

flgttest.

*rhc foliowinig pr o( t-titirce ' vrre c)1iijhltc1 ml lir Itmn.tair

Prot-diire 1111emi? il

FTP-F-Ol')B Airborne PnellITIAULt SyStP11 LeAk Ch-t. k 6-4 1 -fl

FTP- V-O02.P Diffe rentti~l &'rems ire Switc I Chim. uItoit * m

Trhe folluwing procedkires were compltecir At thrl t 0omple s

S ~~~~~ ~~~~ a(u edcr D era) 11'c'laeC.

FTP1-F-O40 filgh I'rvscare Lr.Ak Chetc it .mie Airhoreac I Z~ i)0

14eg-delatuar ILot I-ip -'' i r l..it."Hie Smewy sMAs' ffupwaemt ... wis I-*vacI 1146 fIw mto saha eii vcmtall cautlomi~ two seas'If (w It*v.u* Owass ecg 11%$i

Best Availab~e Copy

CONVAIR-ASTRONAUTICSPage No. b0

AA 60-0087

Date

Proce-du re Descrciption Conipl.eted

FTP-F-007 Transfer of Missile Pressurizatton from 7-13-60Trailer to Tower.

FTP-F-015A LOZ Tank Relief and Shut-uff VlAI'e Checkoit 7-I *-b0

FTP-F-00513 Checkout and Vihlldation Ground Airborne A-7-bo

Pneumatic System.

R,-,ntry Vehile

Re-entry Vtehicle 41I irrtivd at AMMR on ZZ Junc 100. Four major problemsarose prior to flight -is the ri',..&Llt of iria)o r LUipunent f~ailire .. Three of thefailures occurred ait the crumplex anrxd one in the hang.tr. During the.first7launch attempt the tiiltiple.xe r would rut st~irt switching wintil the power 4upplyvolt.age was increased to 30 volts. When the vehicle was recycled, the replace-ment multiplexer also failed. On T-l Day of the firmt launch attempt the beaconfailed And had-to be replaced. During terninail count of the third launch attemptthe tape recorder jammed.

In addition the vehicle had to be disuassembted after each launch abort due totime limits on J-47-I exp,-riment. One extra dissassembly was necessary topermit the removal of J-4 7-I experiment.

The following tests jerformed on Re-entry Vehicle 4Z1.

DateFTI "r..,.rt Pt. r fo rrtied Cornpleted

N'•/A Speaa lnc h.4 omi t•Conficlrni•en6.' -. -2.60

.24 6 C - Band BeatOi on sysml,'n b- Z4-W)

N/A Special T-M b -

Z-1 I I4 rtIrtmtt ry System, t) -'#-jO0

24 1 '2 H|anzgar Sypdtrtrvi ctifitit-,ti "'t -'r,

N/A Shield ]l.trners 6- 0"bO

N/A Sp I.&i -4I I 2 7-- "b-

tie 4UM1091 t MiNAl ,ufMllU t Affer~lo IW Wlo t M.t 01liI of I"@ U41111 IlT e C tti" 01o IM at lot 1110g" 41 la ws 10% tlt o BVic . U1clte" Ml w I'M ,U 4liii l41,610111 as IwVo 1 IA1IIIS Io il fi llg It I* W• 406 11101g 10 410 5 61"'IUl 0 "l@iul ii POl t ll'|l I1 to*

_ _- A o Avk b Copy,

.CONVAIR ASTRONAUTICSPage No. t.l

I AA 00-008,

FT I rt.~. Perforrreqr Cor-nulett'd

24375 Sensor Stimuilation 7-6-1)0

N /A Special J-3-'A 7-7-oO

N/A, Special -32B3 7 - -t-O.

N/A Special J-21 .8?-t)O

IN/ A Special J-43 OU

N/A Special J-30-1 t.I

N /A Special J-30-2 7 I )

24378 Pressure Seal Test 120

N/A Special J-26 ,-hi 0

N/.A Special J-2v 7-13-oU

N/A Special 3-212 7 -13-bo

24 380 Final, Acceptance Test ;-14-bO

N/A Special RecoverylkMonitor Evenits 7-11-1)0

24384 Mating for FAC Test 7- 14-bO

N/A Pad Checkout'ri,!ut * -14-tA)

24385 FAC Test - -. bt)O

24384 Demnating following FAc rI~t-m1)-tt

N/A Special J-ZZ

N/A Speciz.l J-47-1

24383 Explosive Confadence 'rest 7-ZO-t)O -

24382 Wright and C.G. 7., .O..

wo 1u P110 twill c ~~I *e ufw 111101 a I woICIfa lu 4 t Ilu FM of I " 1111I IS1 09ut two I~ Eiaest I1W ,Vn- u a u i 'sll1111016gMgOMM lo me1 1Wb IN ~ wtto Seim ili ii O ISN S M 5.0111 4 VII 1 %~t M LY mam to 4A 7i O Pte- fl " itu ii E SmftEStc e w

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•r n

CONVAIR-ASTRONAUTICSPage No. b2AA 60-0087

Date

FTI T-st Performed Completed

24.384 Mating for Launch (airr) .7-Z1-60

24386 T-1 Day (B3dd Beacon) 7-21 -rO

24384 Dernating for Beacon Charge 7-21-00

L387ZB Beac:n 3ub-System Test 7-2l-o

24384 Mating for Launch 27-0l-0

24386 T-I Day (pm) 7-2!:bo

24387 Launch Countdown (3- rubbed) 7-22- OU

24384 Demating (R/V Returned to }tangart) ...- &

24383 Explosive Cunfidence 'rest 7-23-o

24384 Mating for Ldunch 7-24-pO0

243Z6 T-1 Day rest 7-:4-O

24387 Launch Countdown (Scrubbed) 7-t-h

24384 Demating (R/V Returned to ILang.ir) 7

24372A Incouming Confidenct- Trt.t (p.irtidi) -. - -to

Z4378 Presssure Seal "F,'t i-.:u-t,0

.,N/A Special J- b - )-

N/A Special J-.4Z - ; -Z 0

N/A Special (Mtultiplexer) ;-,-tO

N/A Special (Colfiderltt, l'#. st) 3.Z fit)

SN/A Speciv l J- 0 ti-;

Z43 8 Pressure Seal reut 8-1.0

USC UCIII 0Ì 9 11 114W Itil, I INA1 011WA IN4 IVIf lll.l 41 ( 10 II 1 ff 01 1 I TI QLO 5AuI4 to 4N1 kinfIIIWHn-1W O 10161#11 .1 POIS.1619 I of lWaw

A I :.: 1ý no.C,,,,.,,,.. .eo ai-ILNSAva la~e Cop

CONVAIRASTRONAUTICSPage No. b3

• AA'UO"0087

Date

FTI Test Performed Completed

Z4380 Final Acceptance Test 8-3-60

2438.3 Explosive Confidence Test 8-4-b0

24384 Mating for Launch 8-5-60

24384 Demating for Removalof J-47-1 8-5-60

243831 Explosive Confidence. Test 8-6-b0

Z4384 T-I Day Test 8-7-60

24387 Launch Countdown (Recorder Failure, 8-8-60scrubbed Flight)

Z4184 Demating to return R/V to Hangar for repair 8-8-60

24373 Telemetry Systems Test 8-8-bO

24376 C-Band Beacon Systems Test 8-9-60

N/A Spec-dl J-29 8-9-60

Z43)78 Pressure Seal Trest 8-9-oo

24 380 Final Acceptance 'rest 8-9 t)0

Z438) Explosive Confidence Test -,3 tO

Z4384 Mating for L4unch 8-10-bo

Z4386 r-i LDy 're.t 8- 10-bO

Z4387 Launch Countdown 8 -1 -)0

Propulsion. sys t*rin

The initial, latinch countdown was termmnalted duia to wat, r in the pl.4 .&t thilow coaxial cable between plug b00l5 and the sustain,-r RCC acceleruinettr. This

problPemI existed before sta rt ul thi cotuit and a hold warn called at - ,0 minnitet

to Lhert:k out a newly instilled r-lble*. Resistance rea4dings indic'ated the problem

I H bUN9 N aIl IM NI• Uflb MltlIaa 115 I IW VA MIN a to W1116 1141110 114 is I"i MI/Asse W I"I OIV 'A 1.01 till 11111 isIt. OCIONS I II M Iw sbW..Wvae (IA t1 *fV I AIOa 0 Ill C0 lI N 5&W OA S i 0 fI N uM~lwlII PgeofIt 11- reiuigIg I a *1

tA\'a.a 1 Copy

CONVAIR-ASTRONAUTICSPage No. o4AA 60-0087

still existed and it was noted water was dripping into this area from the. pods.This condition was corrected and no further difficulties from this area wereencountered during subsequent countdowns.

The second launch attempt was terminated due to a spurious vernier tanks re-pressurization after an observer cutoff. At approximately 18 minutes aftercutoff a spurious vernier tanks repressurization occurred. However only thefuel tank lights on the engine control acd engine test panels actuated.

These indications lasted for about iie minute but could not be verified by EArecordings since the paper was being changed at'that time, however, t pressuri-zation and vent was indicated by F 1288 P., ISS Pneumatic Regulator OutletPressure. A manual engine tank pressurization was performed and all indicationswere proper. The shuttle valves in the ISS package were checked, and thepressurization solenoid was leak checked. All results were proper and in-dicated that both tanks must have pressurized after the launch attempt.

Two mock countdowns were performed to see if the spurious pressurize verniertanks (PVT) signal would occur. No extraneous signals were noted. Duringtrouble shooting the ISS package and the engine relay box were replaced toeliminate these components as a source of the problem.

At this time wiring revisions to the system were made such that the missilesystem would still give an indication of spurious signals but these signalswould not effect vernier tanks pressurization. A TVA was worked to routethe hot side of the ISS PVT solenoid through the 42" umbilical so that thissolenoid could not be energized by the PVT relay output after liftoff. Thewiring was also changed so that a PVT signal would come directly from theclosed side of the booster cutoff relay. Several telemetered measurementswere ,ilso added to monitor for spurious PVT signals. Satisfactory checks ofthe new circuitry were made prior to launch.

During investigation of the spurious PVT signal it was discovered that the L02vent and relief valke opened prior to clusuire of the pressurizing shuttle valve.whenthe tanks were vented. This permitted the ISS regulated supply to bevented overboard through the LO vent and relief valve for a short period oftime which resulted in fluctuation of ISS regulated pressure.. It was decidedto go "as is" with thib condition, howevev'la noted'above the ISS package wasreplaced before flight.

The following procedurev were completed during hangar checkout.

lINI OWUWWU CWtIWIi WdOiUIIM" umliI"Tb ISO rm WahnN M OFNI IN# UNh10si lts W11"1r 1 U INCS MIWO M1~ Of 1WO ISF'OWACI tAIM. litin is.VIt.UKCTIM'SlI AIM VW0 fl GISSiI WON I I AINC O iv f at #is@NTE II mn iii asmxlte I A U5*UIpo IRIO P53lit II PIONIWIIIO IT tAN

[:yA Av•!&Uo Copy

CONVAIR-ASTRONAUTICSPage No. 1,AA cO-00-17

DateProcedure Description Ci mpiete'l

FTP-P-O?.7 Main Propellant and Hot Gas System Leak* ob)oCheck..

FTP-P-025B Propulsion Pneumatic Control Leak and 7-I-oOFunctional Check

FTP-P-026B Vernier Engine and Start Systen, Leak Checks. 7-11 -oO

FTP-P-030B Head Suppression Servo Controller Leak and 7-13-6U

r anctional Check.

The following procedures were completed at the complex.

DateProcedure Description Complete.d

* FTP-P-029A Pneumatic Purge System Leak and 7-7 -60Functional Check

FTP-P-OlZ Propulsion System Nose Cone Separation -4oPneumatic Leak Checks

FTP-P-006F Propulsion System Leak and Functional 7-13-60Check 7 ~~

FTP-P-0Z3 Propulsion System Components Inspection 7-19-bOCheck

FTP-P-014 Retorquing Procedure an Booster and 7-20-tbOSustainer Gimbaling Blocks -S-O

FTP-P-020A Post-Firing Securing Operations

FTP-P-009F Propulsion X-1 Day and Pre~countduwnOpe rations 7,1-b9-O

8 -12 -to U

IMM M TAMMI N a WsuemMISSMi 0iq ,IN u § NVIA M Of Ito UOR IIIS 14 AM AMI 10fi ANf IuMiUVSIl Of UM ItW *04,,hille offtg

~~~~~~~~~~~~~~~~~a 10TSS c1 W1 M~I.u1 l~hwO f owi~i n au sa aaiu~l i w Ct ... ,a,*

CONNV~ R*ASTRON AU TICS

:),at:''1 by C m rip. t', i, 1- ri Iwi' i~ . &* '

itr a~ relr1id - %

A\ d&tive roll r-,.2. -Nir k-4 ,;wl :.v A. * ...... *

A I; ' i~ir:

N.. IX)-Ir -

On j *1 1 i .

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CON VAIR-ASTRONAUTICS

F T P- M- Z ~: i . dnL i. r.t 'dT it

C T Pi- I C

FTP -G - 04 ~ X - Day it I.t~~,! 4 -i .1.--

FTP -G - 'M 7' Chtz ntr-n

-1 2-rAJ

're st P re-p 40) -%ilnl 41 Spe. .i.iI (;om#ptijtinr Pr- b~IM"n4- 10-r

GTP -1711 Lain ri (,ourit ri ,wyn Z- fit)~

Te I eine ft ry *iv 4!'*-ryI

In 1,111 , s 11 .4 ,)It I'l the. tellIttie-tri v 'i' iyii'w . .LnI 'ii'4t remitIi N-1A4 nDt*''t he' FAG; r.-t -rit I A'agiiit 1 0#.U, 11 0 1 V. K r ri r-I a.t i' DremwI Oullpiit. hv*ý .Lme .rai

(Alie- k 4 Oil~ 0114 miea !tit remI tia t Itr.tt eft tht. 4 mrr.stu e', vi, to the *t-ce-si- r,; pIm k.,

()it 11 Aiai-ait 1 *01-1), the -. t- ,**i4, Pr y pui 4 mIg v, 'i;~ '. *4 1 wa r e tit- )vu*1e n .S,.Il ' 01) ~1U.M.-4 ,v'ueeI*l ),I-r 4 i-It It 'iIth- 011 .'sieceutuui...*I .t t4.t

-)' I rill. 11 ýJcllt t)1ii'.t .,i uui tri Art'I-- tit , '-] .'.'*rll- * -j tu t hes' r-mn . ~ n [l'k ,ut tu* i vuei'

I'ell.,wiril lirw. **'t.i r-' wer-- uimulel.t@. tit ti.'hse e.r.

msuse ~ OaIV#A.WA UAmqm m Mul(Y'S 1)4 *INO 34111M of low gudlfs 13Afts *11*14NO 3401114 dI OIh "If O3)4 4 I ImAU I 3Aw s'l I11.utim pot~ No m Uim 11ma0mouuuss (aIs GIVlaw for~c is *tgreumeaws in A WWW 1 Mus ni N1V311 M1111 ftf§VW 11 PIM0w111111S 01 kus

Best Available Copy

CONVAIR'ASTRONAUTICSPage No. bdAA. C-O007

DateProcedure Descrintion 'Completed

FTP-T-005 Bridging of Temperature Transducers 6- z'-60

FTP-T-017 Vernier Engin,! Position .Clibrat-on o-23-o0

FTP-T-0"" "r,.lt..:r S,; , Finct.don, Check ,•-30-n0

FTP-T-0Z3 Telemetry High Pressure Tr:aniducer Checkout t-')-oO

FTP-T-024 Telemetry Sy-stem Checkout A-17-0

The following procedures wete completed at the complex.Date

Procedure Dt.scr:ption Completed

FTP-T-019 Telumetry Blockhouse Comp.atibility 7-Il -o

FTP-T-0"0 Te:emetry System Funct-,.nal Check 7-i 1-W0

FTP-T-008 Alignment and C.lihr;ition of Eng-ne Position- 7- 13-tOTransduce rs'

F rP-T-O!6 TelemetrySystem Readin,e=r Test 7-2U -no; .8-4-nO

8-10-0O

FrP-T-OZ7 Telemetry Svitem Precount Operation 7- Z-,.0

8-8-0o

Mi,ts le Electrical Syst•tm

No iigniftcant problems were-.tncountered du.-ing mnissile electri cal 9,vs tern ts stiniz

at AMR.

The following procedureu were completed in the hangar.Date

Procedure Desc:ription Completted

FTP-E-033 Inspection of Electrical Disconnects b-17-b0

FTP-E-044 Battery Fit Test b-17-60

fIj 9KINIM CIAI l INtOMaSlCN A'PtCING THE NATIMAi OiINU Of INI UNIIID STIll WITHIN 1W wamI•s Tof INC 1 tOAGI Laws, TIlI Is.

A Copy

CONVAI RASTRONAUTICS041 Pave e .N .

AAA rt)-O(- 7

D ite

Procedure De3cription n:•l,:te4

FTP-E-036 Separation Circuitry Check 7-'-

The following procedures were conipleted iat the complex.

Procedu re Dc r.:)t,-n

FTP-E-O03 Operational Checkout of Closied Circuitry

FTP-E-02bB Pneimatic/PropuisionJElectric.I Interlock I't.rt 7-14-e,0)

FTP-E-03ZB Missile Electrical Blockhouie Compat-bilty 7-I 3i-0Test

FTP-M-05 6B Missile RF and Electric.al Readinc-s rLst i-I0-w0

FTP-M-064A Missile RF and Electrical Precount Operations

Complex Electrical System

No significant problems were encountered during checkout of the complex electr-.calsystem.

The following procedures were completed at the complex.Date

Procedure Description Co molehted

.FTP-E-034 Launcher Microswitch Adjustment

FTP-E-041 Sustainer Overspeed Trip Check 7-13-b0

FTP-E-039 Launch Control Automatic Sequence Test 7 -14-b0

FTP-E-040 Release Sequence Test 7-14-t0)

FTP-E-037B Umbilical Adjustment Ejection Pioced'ire K-8 - n•

FTP-E-053 Complex Electrical Readiness Test 8-l0-6d

S FTP-E-054 Complex Electrical Precount Operation 8-U-60

WN~ smn M OWI NWAISUMl o WICIlIN l AiION"IL O1I1NS1 of IN! UNIgI! 1TAT11 WIVN 1W! -MIAW OP WN ! 1 ISOMAGEI LAWS. TIM11I6.V.S16.. 99TIMS MW AM 7W. Ing TI*ISMSSSN 06 IN! RItELAIW Of MT WOWINT 10 MIT ~ 9WN!0 #A UOIN JANOMfl FAOU IS AWESINITIS IT tAW

Best Available Copy

CONVAIR-ASTRONAUTICSS....Page No. 7 0

AA 60-0087

Hyvdraulic Systems

The sustainer hydraulic system hydraulic oil did not meet specifications due tolow viscosity when analyzed prior to flight. The oil was approved as acceptable.however, since visco.;ity can be! expected to drop when oil has been in use.

N.u other major difficultiei were encouncer,.d with this -istem during flight testpreparation.

-The following procedure was completed in the hangar.Date

Protedi re. Description Completed

FTP-H-005B Horizontal Fill and Bleed 7-7-oO

"rh-' following procedures were completed at the complex.Dalte

Procedure Description Completed

FTP-H-OOZD Ground and Airborne! System Fill and Bleed 7-1 3-no

F.TP-H-G07 Vernier Solo Hydraulhc Accumulator Installation 7-I1 -o

FTP-H-004C Airborne Hydraulic Sys.tem X-1 Day and Pre- 8-1 2--n0count Operations

A zusai Sy• tem

During syitem preparatiun for flight, it was discovered that Azusa Canister. SIN731-0044, had an internal short in the IF amplifier due to a pressuriz.tion leak.The .anister was IR'd and was replaced with S/N 731-00.4. This canister indicatedditficulties with the transponder in recovering on the high frequencies. Late'r checksby the Azusa ground station proved this to be false, however, the canister was re-placed with SIN 731-006Z. No other difficulties were encountered during systempreparation for flight.

The following procedure was Completed in the hangar.Date

Procedure Desc ription. Conphetd

Z7-92504 Azusa System Checkout 7-.-uo0

TONS OfcuutMT CMAIN o mlgtm TmU A loP NAIITA 15 N A L( 01110111mI of THE UnIiteSAS SWIT H N THE MIA111111NIS OP or t THE W WACI IAWI. TIlLS Is.U SC. .C III AI M 10 l TiH I I V •3AIUSION O ?14( TEIV ILT1I10 OF Mi COMlflNIS IN AM, MANIOI Is An U0 10UW1 10I 11M I S Pmw OOKslows IV SW

Oro" as 911e-. aeM M 94e L

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CONVAIR-ASTRONAUTICSPa No. IAA )Oi

The following procedures were completed at the complex.

Procedure De.icription C

FTP-Z-O00 Azusa Blockhouse Compatibilitv Test ,1 -.

FTP-M-056 Missile RF and Electrical Readtneis Test !- l)-i)t

Con vair Propellant Utilization Svstem

System difficulties were encountered during the FAC Te-t when v.riattun. ••currtci

on the Error Demodulator Output (EDO) signal. It was found the RF .v.item w.inducing these variations at the sandwich plug and also that the acce3sury paic~kgt-,was inducing 0.3 volts into the PU syste-n. The accei.-ory packagle wa.. ri.plt.-,idand the interference ceased. No other major difficultites were encountere'dc d1irink

flight test preparation.

The following proci-dures were completed in the hangar.

DateProcedure Description Com l ,ted

FTP-F-0I8A Propellant Utilization System Leak Che'ck 6-25-oo

FTP-U-016 Propellant Utilization Sensing System Test 6-29-o0

FTP-U-0Z6 Convair PU Valve Angle Setting 7-I 3-,O

The following procedures were completed at the complex.Date

Procedure Description Corolet,,

FTP-U-0lB Alignment of Fuel/L02 Ratio Valve 7-18-,,0

FTP-U-.0Z- Five Point Pressure Check of PU Error 7-al-1-O)Demodulator Output

FTP-U-0Z4 Readiness Check of Convair PU System 7-,1-1.(08-i- o0

8-l0-no

* FTP-U-oZ3B Functional Check of PU System 8-5-08-10-60

1" 14 INI l CONTAIN IUNUORItI AIIIICTIN• INC NATlON~tA 0111431 O1 Wll iE W ITH ISTAY$ 1n111001 NM 0MIA1 01 IE IVIONAGIE LtAS. VIT1i 1a.

U.S.C., II.TIOU£ MA M . YK 1251 I4Nl ISSIO• 0 THE1111 RIUIION OF IS 101411 II NI' N AM ANNITO AN UNAItOJIWOI D P19I10 IS PIWOIIITID Of lAW

Best Available Copy

CONIVA! R*ASTRONAUTICSPa vc No. 7,

AA 0~-0037

lt'( jl' nf anti; Pthi*- t ~v S it#!m

One ef the four cold rv~'v i --. to~ti performned in iCCOrtiana e with FTIP-L-00O'iB,. npre'paring 'he fotrntr aii:41t te--. w~ts Srt~ r .lh rvs o f th te !it~i were un-,s ti ~ hc tory (Jut! to not reloei .- -;iri~a I hean re c orticti )n thl* ) clo ri

rn, follow ing proC) edo re! .e ri prthi rmed, at th-~ i ai

Procedure i)'"ac rlpta.On C. u~~ t~

FTP-L-017A Launcher Relecai, Svstein Functionail and 7-6-0a

Restraint Tsest

FTP-L.OOIG Generail Launcher AlignmentT.8-o

FTP - L-00 4C Se~rv,,.ing Laiurchv.r Arrvste r*, 7. - ,'- t.0

FTP- L-007D Fuin~tional Checkout Launcher Stabibli. ang 7-I -!,o)

,and-Latinc~he~r AuxiliaLry F rame VSytemf

FTP-L-014D Launcher Linei Leak Chet k 7-1 ,-t,i)

FTP- L-OO 5B Checkout 01- the L~u nt lit r St-0)11141ng S1yqtem* 7-10O-w

FTP - L -O00B Shakedown for Launcher Gold Relv.it! -'0 o

INIS OOCJUWNT CONTASUI IrWOMATION MIICTINC 151 WATmnNAt 0191511 of 15 iit" 1111WUNINI stff INI R UFIINIS Of ?"I IMO(WMM AWS. n1tj1 I.V 89. UCIWM 793 AND ?04 IN(# ymAmuggIog .O -0 p;VIUWUON or Its CONVIUNS IN£. MASNY IAAStý1 All INAUINOI:lt[ PINION Ii psoSIOSI WI SW IAN

c ot Axva b Ie Copy

CONVAIR ASIRONAIJTICS

Best Availablie Copy

CO VIRAST RONAUTICS%A *.,U-OUkEt

iL )D C ' i

i ) ! .o i '~ m e v l ' ~ ' "a .*j~ o t t '- n p t U , , I. ~ , f .~i , , .& ..' i u A . . . I . 0

11ti rlty Po: rc e nt. **. N .

Ai~ Methine ~ ppm 10 pplu . 0 Tut il %IsxAi AcetyIvneNone . ý Niax.

Percent) f1 4.!f

If yrj rnw .i rhon s (, N.) w, ,I-

No )11,IT

11, r(*I t~ I.,i, I 5.,jI. i0 Ntir1

I14 r. 0. (i Si..

Appe.. r.tiz( e* 1. is o lo or .... i Frit

- No.. red . hi ... * *

411 11 Iple~ 'live''(.J' o I'1 p i 4 Ch.& r-it t -ra, s ati

Dipi~tkilitaura '4F 1 A U ti it i . I

Bnes Avail1able Copy

CONVAIR-ASTRONAUIICS'.0q N . 3 a

Hydraulic Fluid I___ Dill,___"_

oF •,0 100,M.

Flash Point Red 200 V"

Color Red Report

Viscosity Centistokes .4 0.0 4..i.S1 3 0u I

W a te r b y D is tillLitio n pE erc e n t C d 1,Y l s .P t IL, -

method.

Patilcle Count

10 - iO0 Microns I !$O %o solhd partite,';2.1" - 40 Microns •7b grt~lter tia,. I .,

10, taio re t, rIia'b,

41 - b5 Microns 4-4 n icrn A.

66 - 100 Mic0ronOver 100 Z partLcle&

o fiber s

Initial Boiling OF 3d R,.port

10 Percent OF . 1 A Report

50 Percent 41r Ri.prtOF 450 Report

j0 Percent 1;. Max.

End Point OF 47;'

ResicPe percent O. I. M.x.

Lo Pe tO. ". M.& l.Los U. ,40 ,,,u.

FlAsh Point tit.Gra,,ty .A1I 44. 1

[ jl rtYr I,' ,,zit

40 " 0 M ic tons to-t -o. ... IuI p.i r .."

Zo - 40 Mfc uns I0.40 *1ru.,.r . .a it I .

40 - .10 Mw run. I•O * . -. It'd ,' r

do fibes

Molttuire None

O • lPeI~w pro rerenreIl .p,'a sIi.ltat'io, how eve~r, '.iqiosit, ,.ti I~e us,' l.''

to drop when oil h.a%, bee, In use b1 ti "Or "ll .1-i0 .

Best Available Copy

CON VAIRASTRONAUTICSpage No. -,d

AA tbO-OO-.7

R~EFERE~NCE DOCUMENTS

Fi1.4$1t 'rest 1-an -Mis.,iit NO. 661) '-Z-0 3Z

.)t~ii dr*~ObifC~i.*h.~.,M ~. I;.sfL .5L/OR-UU-0000-090 0 7

A.*A)rLcvtVi.G ) zAA o000U31

.\did"w.oial ri-ports' which ma±y lie refercaced icr f .rt'ier inform-ation reig.Arding

m~srz.-iile are listed below:

Approximate 1l3i',e Date-

Rsqi'rt 5 (time after test)

Conv-ur - Astronautics,* San Diego. Calif.

Flight rest EVd~luattun Rteport 1.1 D.'v-i

.FImD/Y, )rL, logilewoud, Calif.

Fli .lght Stim~ma ry Report 8-1 e~

ARMA, CCO

CCO %i-jii~k Look~ Report 10 D1y

AmIeric-kii lio%ch ARMAl, Cu., Gtrir'lfn City, N. Y.

,*.reIFl : L t 1',-.% Evalelatio l ophu. . I.

ii .al.. t r 'i 14 1 ie it) I phiey -I.

(j. iw'rd Fle Inc ,ri :,yr~at imv-, N. Y.

Ev~ilcataion Report ofi Modt IIIIs~rm ti-tm Syiy'tem W~ill Nismoile- 61-1) 1, It) W'.

EBest Available Copy

V "TRONAUTICSS.•Page No.:)5a

As'AA b0-0067

SERIAL NUMBERS OF SYSTEM COMPONENTS

Azusa Transponder, Serial No. 731-062

Re-entry Vehicle, Serial No. 421

Range Safety Command System

Range Safety Command Battery No. 1, Seral .,No. -- 0Range Safety Command Battery No. 2. Serial No. OOo-0043Range Safety Command Canister No. I. Serial No. AF. 5h- I.'-.Range Safety Command Canister No. 2, Serial No. AF 5." -ilRange Safety Command Canister No. 1, Power Supply And Sign.il

"Unit, Serial No. 8

Propulsion System

Sustainer Engine. Se'ria'l No. NA ZZL0 1Booster Engine Assembly, Serial No. NA lZ-0 4Vernier No. I, Serial No. NA 3 3.1166Vernier No. Z. Serial No. NA )31187

Electrical Syqtm

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