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I N A S A TECHNICAL NASA TM X-52348

MEMORANDUM
I t
1

PRELIMINARY LAUNCH VEHICLE FLIGHT EVALUATION REPORT

NASA APPLICATIONS TECHNOL0GICA.L S 4TELLITE ( A T 9 PROGRAM
FLIGHT NO. 1, NASA ATLAS-AGENA NO. 19
(LAUNCHED1DECEMBER 6, 1966),

by the Staff of the Lewis R e s e a r c h Center /'

/
L e w i s R e s e a r c h Center
Cleveland, Ohio

Ir
\

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION . WASHINGTON, D.C. . 1967

 CONTENTS
Pwe
SUMMARY ............................. 1
INTRODUCTION .......................... 1
VEHICLEDESCRIPTION ....................... 2
A t l a s O . O . O ........................ 2
Agena . . . . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ..
ShroudSystem
2
2
TRAJECTORY ............................ 8
summary ............................
Trajectory Plan. . . . . . . . . . . . . . . . . . . . . . . . 88
. . .. .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 10
Trajectory R e s u l t s
Windsaloft
Atlas booster phase
10

.
Atlas s u s t a i n e r phase. . . . . . . . . . .
. .. . . ... . .. .. . .. . .. ... . . . . . . 15
Atlas v e r n i e r phase
. . . . . . . 10
10

Agena f i r s t burn phase 15

. . . . . . . . . . . . . . . . . . 17
e e e e e

Agena second burn phase

ATLASVEHICLEPERF'ORMANCE . . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. 17
Post second burn phase 17
. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. 17
S t r u c t u r e System
Propulsion System 19
Hydraulic System.......................
. . . . . . . . . . . . . . . . . 22
Propellant U t i l i z a t i o n System
19
PneumaticSystem . . . . . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. 22
Guidance and F l i g h t Control
. . .
E l e c t r i c a l System
Telemetry System
. . . . . . . . . . . . .
. . . . . .. .. .. .. .. ....... .. .. .. .. .. .. .. .... . . 31 . . . . . . 23
29
F l i g h t Termination System 31
AGENAVEHICLEPWFORMANCEe . 33
.......................
0 e 0

S t r u c t u r e System
Shroud System. . .. .. .. .. .. .. .. .. .. .. ............... .. .. .. .. .. . 33
Propulsion System
33
. . . . . . . . . . . . . . . . . . . . . . . 42
E l e c t r i c a l System
39
Guidance and F l i g h t Control
Communications and Control .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. 43
LAUNCHOPF3ATIONS . . . . . . . . . . . . . . . . . . . . . . . . 47 52
. .
Prelaunch A c t i v i t i e s
Countdown and Launch
. . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . 5254. . . . . . . . .
APPENDICES
A
B
-
-
Sequence of F l i g h t Events. . . . . . . . .. .. .. .. .. .. .. .. .. 55
Atlas Telemetry Instrumentation Schedule 59
C - Tracking and Data Acquisition . . . . . . . . . . . . . . . 63
D - ..................
Vehicle F l i g h t Dynamics 67
E - Agena Telemetry Instrumentation Schedule
F - .
Abbreviations . . . . . . . . . . . . .. .. .. .. .. .. ...... 79
81
REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
 PRELIMINARY LAUNCH VEHICLE FLIGHT EVALUATION REPORT

NASA APPLICATIONS TECHNOLOGICAL SATELLITE (ATS) PROGRAM

FLIGHT NO. 1, NASA ATLAS-AGENA NO. 19

(LAUNCHED DECEMBER 6, 1966)

by the Staff of the Lewis R e s e a r c h Center

Lewis R e s e a r c h Center
Cleveland, Ohio

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

I
I SUMMARY

The NASA Applications Technological S a t e l l i t e - 1 (ATS-1) Atlas/Agena

. Vehicle, carrying 1550 l b of separable payload, w a s s u c c e s s f u l l y launched
from Complex 1 2 , A i r Force Eastern Test Range (AFETR) December 6, 1966, a t
2112:00.876 EST. The vehicle f l i g h t consisted e s s e n t i a l l y o f four phases:
I an Atlas boost, an Agena f i r s t burn, an interveding Agena/spacecraft coast,
and an Agena second burn. The f l i g h t r e s u l t e d i n a spacecraft o r b i t w e l l
within t h e required accuracy. The vehicle w a s launched on t h e f i r s t attempt
within one second of t h e launch window opening. No unscheduled holds occurred
during countdown. A l l Aerospace Ground Equipment (AGE) operated s a t i s f a c t o r i l y
during countdown and launch, except t h a t t h e 2-inch motion switch malfunc-
tioned a t l i f t - o f f . L i f t - o f f time (2-in. motion) was derived from t h e t i m e
of t h e 8-inch motion switch s i g n a l .

A l l Atlas systems performed s a t i s f a c t o r i l y . A l l Agena systems per-

formed s a t i s f a c t o r i l y with t h e exception of a momentary drop i n engine
chamber pressure during second burn. This momentary drop had no adverse
e f f e c t on t h e f l i g h t r e s u l t s . The Agena was t h e seventh Standard Agena,
out of approximately 140 flown, t o experience a momentary decay i n chamber
pressure. The exact cause of t h i s anomaly i s unknown a t t h i s time. An
USAF/NASA supported engineering and t e s t program has been i n i t i a t e d t o
determine t h e cause.

The ATS-1 f l i g h t w a s t h e f i r s t t o use as a s p a c e c r a f t aerodynamic

shroud t h e Standard Agena Clamshell (SAC) shroud. The shroud performed
s u c c e s s f u l l y during t h e f l i g h t .

This r e p o r t describes t h e ATS-1 launch v e h i c l e f l i g h t performance i n

d e t a i l . Each major Atlas and Agena vehicle borne system, t h e ground radio
guidance system, and t h e s p a c e c r a f t shroud system a r e described. The per-
formance of each system i s evaluated, and s i g n i f i c a n t d a t a a r e presented.

INTRODUCTION

The ATS-1 launch vehicle w a s t h e f i r s t of t h r e e Atlas/Agena vehicles

f o r t h e ATS Program. It was a l s o t h e 1 2 t h Atlas/Agena v e h i c l e launched
under t h e d i r e c t i o n of t h e L e w i s Research Center and t h e 88th Atlas/Agena
launched f o r a l l NASA and A i r Force programs.
*
The o b j e c t i v e f o r t h e ATS-1 vehicle was t o place t h e 1550 lb. space-
c r a f t i n t h e proper t r a n s f e r e l l i p s e t o approximately synchronous a l t i t u d e .
0
An apogee motor aboard t h e spacecraft would be used t o a t t a i n approximately
synchronous v e l o c i t y and t o remove i n c l i n a t i o n . I n order t o meet t h i s
o b j e c t i v e t h e A t l a s was used t o boost t h e combined Agena/shroud/Lp c acecraft
i n t o a s u b o r b i t a l coast e l l i p s e . The Agena then performed two separate
burns t o place t h e spacecraft i n t o the proper t r a n s f e r o r b i t .

TM X-52348
 VEHICLE DESCRIPTION

The ATS-1 launch vehicle consisted of a Standard Atlas (SLV-3), a

Standard Agena D ( S S - O B ) second stage: and a Standard Agena Clamshell
(SAC) shroud. Both stages and t h e SAC shroud were modified t o s a t i s f y
.
ATS-1 mission requirements. Figures 1 through 5 i l l u s t r a t e t h e general
arrangement of t h e ATS Atlas, Agena, SAC shroud and spacecraft. The
composite vehicle , including t h e shroud/spacecraf t assembly, was 109.3
f e e t long and weighed 279 000 l b a t lift o f f . Reference 7 contains a
d e t a i l e d d e s c r t p t i m sf t h e 1aur;c-h vehjcle systems.

Atlas

The A t l a s i s propelled by an engine system which burns l i q u i d oxygen

(LOX) and high grade kerosene (RP-1) propellants. The Atlas B-1 and B-2
equipment pods ( f i g . 2) contain t h e b a s i c e l e c t r i c a l and instrumentation
equipment and associated wiring used for all missions, and allow f o r t h e
i n s t a l l a t i o n of program peculiar equipment. For ATS, a program peculiar-
ized e l e c t r i c a l d i s t r i b u t i o n box, telemetry, a u t o p i l o t and guidance
subsystem equipment were i n s t a l l e d i n t h e equipment pods.

There are nine system categories of equipment t h a t make up t h e Atlas:

t h e s t r u c t u r e , propulsion, hydraulic, propellant u t i l i z a t i o n , pneumatic,
guidance and f l i g h t control, e l e c t r i c a l . telemetry, and f l i g h t termina-
t i o n systems.

Agena

The Agena i s a standardized vehicle t h a t can be configured t o perform

as an upper stage of t h e launch vehicle and t o perform on-orbit functions
i f desired. The Agena i s propelled by a 16 000 l b t h r u s t engine system
which burns unsymmetrical dimethylhydrazine (UDMH) f u e l and i n h i b i t e d
red fuming n i t r i c acid (IRFNA) as an oxidizer.

There are f i v e system categories of equipment t h a t make up t h e Mens.

These are the s t r u c t u r e , propulsion, e l e c t r i c a l , guidance and c o n t r o l .
and communications and control systems. The Agena design r e a d i l y allows
for t h e adaptation o f these systems t o meet mission requirements.

Shroud System

The SAC shroud p r o t e c t s t h e spacecraft during ascent through t h e

atmosphere. The SAC shroud i s 18.75 ft long and can accommodate a space-
c r a f t volume up t o 256 cu. f t .
 3

A T 1 AS-AG[ N A
ADAPTER

A T L A S S T A . 645

A T L A S STA.

A T L A S STA.

ATS SPACE VEHICLE PROFILE

FIGURE 1
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NO 1 B O O S T E R
THRUST CHAMBEN
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I N T I IIMEDIATE I
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N O 2 VERNIER
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G R O U N D SERVICING
DISCONNECTS
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7B O O S T E R T U R B I N E
EXHAUST D U C T

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ATLAS SLV-3 CONFIGURk.TION

FIGURE 2
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TRAJECTORY

Summary

ATS-1 was launched from Complex 12 AF'ETR December 6, 1966, a t

2112:00.876 EST. The f l i g h t azimuth w a s f i x e d a t 103.9 deg. A compari-
son of nominal and a c t u a l times f o r major f l i g h t events i s given i n
t a b l e I. A d e t a i l e d sequence of f l i g h t events f o r t h e ATS-1 mission i s
provided as Appendix A t o t h i s r e p o r t .

Atlas. - The t r a j e c t o r y performance of t h e A t l a s through separation

was s a t i s f a c t o r y with a l l requirements being f u l f i l l e d a t Agena i n s e r t i o n
i n t o t h e coast e l l i p s e . The A t l a s boost t r a j e c t o r y w a s s l i g h t l y l o f t e d
because of a 1 . 4 deg. deficiency i n t h e pitchover angle a s measured a t
100 see. of f l i g h t ( T + 1 0 0 ) . The maximum v e r t i c a l dispersion was about
15 000 f t . , decreasing t o about 1 2 000 f t . a t Atlas v e r n i e r engine c u t -
off. The Atlas t r a j e c t o r y w a s a l s o s l i g h t l y l e f t of t h e nominal
t r a j e c t o r y , mainly because of a 0 . 2 2 deg. roll dispersion a t l i f t off.

Agena. - Agena performance during f i r s t and second burn w a s c l o s e t o

nominal. Deviations between nominal1 and a c t u a l spacecraft o r b i t param-
e t e r s a f t e r spacecraft i n j e c t i o n were within t h e allowable t h r e e sigma
dispersions.

Trajectory Plan

The Atlas provides t h e ascent propulsive power t o place t h e Agena/

spacecraft i n a prescribed s u b o r b i t a l c o a s t e l l i p s e . The Atlas f l i g h t
c o n s i s t s o f t h r e e powered phases: a booster engine phase, a s u s t a i n e r
engine phase, and a v e r n i e r engine phase. Following Atlas/Agena separa-
t i o n , t h e Agena engine i s i g n i t e d and burns until it places t h e Agena/
spacecraft i n t o a 100 n.mi. parking o r b i t . The Agena/spacecraft c o a s t s
i n t h e parking o r b i t u n t i l t h e Agena engine i s r e i g n i t e d . The Agena
second burn phase i n j e c t s t h e Agena/spacecraft i n t o a t r a n s f e r e l l i p s e t o
approximately synchronous a l t i t u d e . The Agena/spacecraft i s i n j e c t e d i n t o
t h e t r a n s f e r o r b i t a t t h e f i r s t descending node of t h e parking o r b i t .
P r i o r t o spacecraft separation, t h e Agena pitches up 9.36 deg. and yaws
l e f t 57 deg. t o place t h e spacecraft motor t h r u s t axis i n t h e a t t i t u d e
required during spacecraft motor burn. Three seconds a f t e r spacecraft
separation, t h e Agena performs a yaw r i g h t of 237 deg. t o o r i e n t t h e
Agena t a i l f i r s t i n t h e d i r e c t i o n of t h e i n e r t i a l v e l o c i t y v e c t o r .
This i s done so t h a t any Agena t a i l - o f f w i l l f u r t h e r reduce i t s o r b i t
and preclude impact with t h e s p a c e c r a f t .

'The word "nominal", as used i n t h i s r e p o r t denoted a design,

programmed, or expected value. Three sigma (fl) dispersions about nominal
define acceptable l i m i t s f o r f l i g h t or hardware performance.
 9

TABLE I

ATS SIGNIFICANT FLIGHT EVENTS

Nominal Time (1) Actual Time Event Description

(sec (sec)
0 0 Liftoff-2~2:00.876 EST
129 129.1 Atlas Booster Cutoff
132 131.8 Booster Engine J e t t i s o n
293 1 293 * 0 Atlas Sustainer Cutoff
295.8 288 2 e S t a r t Agena T i m e r

312.8 312.9 Atlas Vernier Cutoff

315.0 315 1 A t 1as/Agena Sepax a t ion
366.8 359.2 F i r e F i r s t Burn I g n i t i o n Squibs
368.0 360.4 Agena Steady S t a t e Thrust (90%
Chamber Pressure)
376 8 36903 F i r e Nose Shroud Squibs

528.1 521 7 Agena Engine Cutoff (Velocity Meter)

1177.8 1170.3 F i r e Second Burn I g n i t i o n Squibs
1179.0 1171.4 Agena Steady S t a t e Thrust (90%
Chamber Pressure)
1258.0 1248.7 Agena Engine Cutoff (Velocity Meter)
1334.8 1327 3 S t a r t 9.36 Pitchup Maneuver

1354. a 1347.3 Stop 9.39 Pitchup Maneuver

1364.8 1357 * 2 S t a r t 5;5 Yaw L e f t Maneuver
1383.8 1376.4 Stop 57 Yaw Left Maneuver
1394.8 1387.3 F i r e Spacecraft Separation Squibs
1397 8 1390* 3 S t a r t 237' Yaw Right Maneuver
0
1476.8 1469.3 Stop 237 Yaw Right Maneuver

(1)Obtained from Reference 2.

 10

Trajectory Results

-
Winds aloft. Winds a l o f t at t h e time of launch were predominately
from t h e West, a t t a i n i n g a m a x i m u m speed of 110 f p s a t an a l t i t u d e of
49 450 f t as shown i n f i g u r e 6. These winds were l i g h t and had only a
minor e f f e c t on t h e vehiele f l i g h t path. Changes i n wind v e l o c i t y .
however, produced strong wind shears at a l t i t u d e s from 37 000 f t t o
46 ooo ft,

Atlas booster phase, - A comparison of t h e naminal and a c t u a l t r a -

j e c t o r i e s i t h e v e r t i c a l plane during t h e booster phase i s shown i n
figure 7 . ('7 Trajectory l o f t i n g occurred primarily because of s m a l l
a u t o p i l o t dispersions during execution of t h e booster p i t c h program. A
t o t a l pitchover deficiency g f 1 . 4 deg was encountered a t T+100 sec.
Approximately l o o deg of t h e 1.4 deg can be a t t r i b u t e d d i r e c t l y t o auto-
p i l o t dispersions, A t booster engine cutoff (BECO), t h e a c t u a l tra-
j e c t o r y was 3651, f t higher i n a l t i t u d e and 4250 f t l e s s i n ground range
than nominal a

A projection of t h e nominal and actual. t r a j e c t o r i e s i n t h e h o r i z o n t a l

plane i s shown i n f i g u r e 8. The a c t u a l t r a j e c t o r y i s seen t o be l e f t of
t h e nominal t r a j e c t o r y throughout t h e booster phase of t h e f l i g h t . A s
determined from reconstruction, t h i s deviation r e s u l t e d p r i m a r i l y from
cross-range winds and a s l i g h t l y g r e a t e r roll than t h e programmed roll.
The a c t u a l f l i g h t azimuth r e s u l t i n g from t h e roll maneuver was 103.68 deg,
o r 0.22 deg l e f t of t h e programmed azimuth. Thrust misalinement and yaw
gyro d r i f t were indicated f'rom telemetry t o b e small and, t h e r e f o r e , had
l i t t l e i f any e f f e c t on t h e t r a j e c t o r y .

Figure 9 shows t h e nominal and a c t u a l v e l o c i t y h i s t o r i e s measured

with respect t o a r o t a t i n g e a r t h , The difference between t h e a c t u a l and
nominal v e l o c i t i e s during t h e booster phase d i d not exceed 10 f'ps. Radio
guidance was enabled a t T+80 sec. Booster p i t c h s t e e r i n g was i n i t i a t e d
a t T+103.0 sec with a p i t c h down command t o c o r r e c t f o r t h e l o f t e d t r a -
jectory. (Radio guidance yaw s t e e r i n g i s not used during t h e booster
phase. ) Transmission of t h e r a d i o guidance discrete f o r booster engine
cutoff occurred a t 'JY128.84 s e c , Thrust decay began a t Tal29.l sec. at
a v e h i c l e longitudinal. a c c e l e r a t i o n l e v e l of 6,07 g ' s . Tracking d a t a
i n d i c a t e s t h a t a t BECO, t h e a c t u a l v e l o c i t y was about 10 f p s g r e a t e r than
nominal.. These deviations i n v e l o c i t y were t h e r e s u l t of t a i l winds
and s l i g h t l y b e t t e r than nominal engine performance. The booster engines
were j e t t i s o n e d a t Tc131.8 seconds.

-
A t l a s s u s t a i n e r phase. The a c t u a l and nominal t r a j e c t o r i e s from
booster engine j e t t i s o n t o s u s t a i n e r engine cutoff (SECO) are i l l u s t r a t e d
i n f i g u r e s 7 and 8 f o r t h e p i t c h and yaw planes. The a c t u a l t r a j e c t o r y
p r o f i l e i s seen t o be l o f t e d with r e s p e c t t o t h e nominal t r a j e c t o r y dur-
ing t h e sustainer phase. The a l t i t u d e at SECO w a s 1 4 000 f t higher
than t h e nominal a l t i t u d e . The cross-range d e v i a t i o n a t SECO was approxi-
mately 12 750 f t ~l e f t of t h e nominal t r a j e c t o r y .
_I__--

G i a j e c t o r y d a t a presented h e r e i n f o r t h e Atlas f l i g h t phase \rere

computed *om t h e A i r Force Eastern Test Range t r a c k i n g d a t a by t h e
Radio Corporation of America f o r t h e A i r Force E a s t e r n Test Range and
are presented i n reference 3.
 11

300
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1 --- WIND DIRECTION

1 - WIND VELOCITY

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ALTITUDE (1000 FEET)

WINDS ALOFT PATT-0 BALLOON RELEASE

FIGURE 6
 12

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 13

28.4

28.2

28.0

27.8
n

27.6

3 27.4

27.2

27.0

26.8

26.6

TRAJECTORY PRaTECTION IN THE HORIZONTAL PLANE

FIGURE 8
 *
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120 1 4 0 160 180 200 320
I . . J
TIME FROM LIFTOFF (SECONDS)

V E L O C I T Y M E A S U R E D WITH R E S P E C T TO A R O T A T I N G E A R T H

FIGURE 9
 The a c t u a l and nominal sustainer phase v e l o c i t y h i s t o r i e s , r e l a t i v e
t o a r o t a t i n g e a r t h : are shown i n figure 9. Due t o increased g r a v i t a t i o n a l
l o s s e s associated with a steeper than nominal ascent following booster
staging, t h e v e l o c i t y a t SECO was about 30 f p s less than nominal. (This
decrement i s compatible with t h e l o f t e d s p a t i a l position of the vehicle.
The v e l o c i t y and position a t SECO provided an energy t h a t gave a very
close t o nominal boost e l l i p s e )

The radio guidance S t a r t Agena Timer (SAT) d i s c r e t e s t a r t e d t h e

Agena timer a t ~ + 2 8 8 . 2sec, or 7.6 sec before t h e nominal time for t h i s
event. The ground guidance system sensed t h a t t h e Agena would be i n j e c t e d
on t h e e l l i p s e a t an a l t i t u d e higher than t h e nominal and, t h e r e f o r e ,
t h e Agena would reach apogee e a r l i e r than predicted. The guidance adjusted
the SAT time by t h e 7.6 sec so t h a t Agena f i r s t burn would occur a t t h e
proper a l t i t u d e . Sustainer engine operation was terminated at, T+293,0
sec as a r e s u l t of a radio guidance command,

Atlas Vernier phase. - Vernier engine burn duration af'ter SECO was
19.9 sec, or 0,2 sec longer than the nominal time, Vernier phase pitch-
up and yaw l e f t s t e e r i n g commands were issued by r a d i o guidance i n order
t o place t h e vehicle i n t h e proper a t t i t u d e before separation of t h e
Atlas from t h e Agena. These commands displaced t h e vehicle 0-96 deg up
i n p i t c h . a n d 1.26 deg l e f t i n yaw. A comparison of t h e a c t u a l coast
e l l i p s e parameters (derived a t Vernier engine c t o f f (VECO) plus two sec)
with t h e nominal values i s shown i n t a b l e II.( 2Y

Agena first burn phase. - Atlas/Agena separation occurred by r a d i o

guidance command a t T+315.1 sec, which was 0.1 sec l a t e r than t h e nominal
time. Due t o radio guidance transmission of t h e SAT d i s c r e t e 7.6 sec
e a r l i e r than t h e nominal time, the a c t u a l times f o r all Agena timer events
l i s t e d i n t a b l e I a r e e a r l i e r by t h i s amount.

After Atlas/&ena separation, the Agena pitchdown maneuver placed t h e

v e h i c l e i n t h e proper a t t i t u d e f o r i n i t i a t i n g first burn. Agena f i r s t
burn i g n i t i o n and shroud separation occurred a t T-1.359.2 sec and T+369.3
sec, respectively. F i r s t burn duration (90% chamber pressure t o velocity
meter c u t o f f ) w a s 161.3 sec, which i s s l i g h t l y longer than t h e nominal
burn time. A t t h e end of Agena f i r s t burn, t h e Agena/spacrcraft was i n
a parking o r b i t . The agena timer was s e t so t h a t the Agena/spacecraft
would coast t o t h e proper p o s i t i o n f o r Agena second burn. The a c t u a l
parking o r b i t parameters a r e l i s t e d i n t a b l e 111.

( 2 ) The Atlas Coast E l l i p s e and Agena o r b i t d a t a presented herein were

computed from A i r Force Eastern Test Range Tracking d a t a by t h e
Lockheed Missiles & Space Company for Lewis Research Center and a r e
presented i n reference 2.
 16

TABLE 11. - ASCENT COAST ELLIPSE

Par m e t e r Nominal Actual

14 502.1
12 690.8
18 488.2
1437.6
-4.5

TABLE 111. - AGENA PARKING ORBIT

Parameter Actual

Perigee (n. m i . ) 100.

Period (min. ) 88.2
I n c l i n a t i o n (de@;.) 31.082
 Agena second burn phase. - Agena second.burn i g n i t i o n occurred a t
T+1170.3 sec. The second burn duration (90% chamber pressure t o
velocity meter c u t o f f ) of 77.3 sec was s l i g h t l y l e s s than t h e nominal
burn time, During second burn, a momentary decrease i n chanber pressure
occurred. The pressure returned t o a value s l i g h t l y greater than t h e
i n i t i a l value. The average e f f e c t o f t h e chamber pressure v a r i a t i o n
was t o increase engine t h - u s t thereby shortening the burn duration
Actual t r a n s f e r o r b i t parameters a r e l i s t e d i n t a b l e I V .

Post second burn phase. - After second burn shutdown, t h e Agena per-
formed t h e programmed pitchup maneuver (nominal 9.36 deg) > followed by
t h e programed yaw l e f t maneuver (nominal 57 deg) . A t T+1387.3 sec,
t h e Agena and spacecraft separated. Three seconds l a t e r , t h e Agena per-
formed t h e programmed yaw r i g h t maneuver (nominal 237 deg) -
ATLAS V M I C L E PERFORMANCE

Structure System

Summary. - The s t r u c t u r e system's performance was s a t i s f a c t o r y . No

s t r u c t u r a l anomalies were encountered.

Description. - The airframe s t r u c t u r e c o n s i s t s of two sections: t h e

tank section and t h e booster section.

The tank section c o n s i s t s o f a t h i n w a l l , all-welded, monocoque

s t a i n l e s s s t e e l cylinder, which i s divided i n t o a f u e l compartment and
a (LOX) compartment by an intermediate bulkhead. The tank section i s 10
f e e t i n diameter, with an e l l i p s o i d a l bulkhead enclosing the conical for-
ward end, and a t h r u s t cone enclosing t h e a f t end. A propellant a n t i -
slosh system of annular baffles i s i n s t a l l e d i n the l i q u i d oxygen com-
partment. Tank s t r u c t u r e r i g i d i t y i s derived from i n t e r n a l pressuriza-
t i o n . Fairings a r e provided on t h e t a n k t o form equipment pods t o - p r o t e c t
t h e equipment against aerodynamic e f f e c t s .

The booster section ( a f t section) c o n s i s t s of a t h r u s t s t r u c t u r e ,

booster engines, nacelles, and a f a i r i n g I n s t a l l a t i o n . The booster
s e c t i o n i s attached t o the t h r u s t r i n g a t t h e a r t end of t h e tank section
by a mechanism t h a t r e l e a s e s t h i s section by way of j e t t i s o n t r a c k s a t
booster engine j e t t i s o n .

. Performance. - The s t r u c t u r e system's performance was s a t i s f a c t o r y

and a l l measured loads were within t h e i r expected limits. The peak longi-
t u d i n a l load f a c t o r during f l i g h t was 6.1 g a t booster engine c u t o f f .
Based on T-0 wind sounding data, the maximum booster engine gimbal angles
required t o r e a c t out f l i g h t bending loads on t h e s t r u c t u r e were calculated
t o be 1.97 deg p i t c h and 0.99 deg yaw. The actua.l maximum booster engine
gimbal angles were 1.67 deg p i t c h and 0.54 deg yaw.
 18

TABLE IV* - FINAL AGENA-SPACECRAFT TRANSFER ORBIT

Parameter 1 Actual
Apogee (n.mi) 19 851
Perigee (n.mi) 97
I n c l i n a t i o n (deg) 31 30
Eccentricity 0.7361
Period (min) 646.59
Semi-major Axis (n,mi. ) 13 418
 Propulsion System

Summary. - The propulsion system's performance was s a t i s f a c t o r y .

Description. - The propulsion systcm c o n s i s t s of t h e booster, sus-

t a i n e r , and vernier engine assemblies. The booster assembly has two
combustion chamber/thrast nozzle combinations t h a t provide 165 000 l b
of t h r u s t each, Both combustion chambers a r e f e d by turbo-pump systems
which are driven by a coumon gas generator, The s u s t a i n e r assembly has
a s u s t a i n e r engine t h a t provides 57 000 lb f t h r u s t , and two vernier
engines t h a t provide 575 l b of t h r u s t each.43) All engines are s i n g l e -
s t a r t , constant-thrust, rocket engines which burn l i q u i d oxygen and a
high grade kerosene (RP-I) as propellants.

Performance. - The propulsion system' s performance was s a t i s f a c t o r y .

No unusual engine operating conditions, t r e n d s , o r c h a r a c t e r i s t i c s were
noted. Engine start and t h r u s t buildup t r a n s i e n t s were within acceptable
l i m i t s . A l l shutdown t r a n s i e n t s were within acceptable l i m i t s . Pro-
pulsion system parameters are tabulated i n t a b l e V,

HyCtrau1i.c System

Summary. - The hydraulic system's performance was s a t i s f a c t o r y .

Description. - The hydraulic system c o n s i s t s of two independent

systems, t h e booster system and t h e sustainer/vernier system. The
booster system's v a r i a b l e displacement pump and accumulator f u r n i s h t h e
hydraulic pressure required for booster engine gimballing. The sustainer/
v e r n i e r system's v a r i a b l e displacement pump, and t h r e e accumulators fur-
n i s h t h e hydraulic pressure required f o r s u s t a i n e r and vernier engine
gimballing and f o r operating t h e propellant u t i l i z a t i o n valve, t h e head-
suppression valve, and t h e gas generator blade valve. During v e r n i e r
solo operation, a f t e r SECO. t h e vernier engines a r e provided with hydraulic
pressure f'rom two pressurized accumulators

Two s i g n i f i c a n t modifications t o t h e hydraulic system were flown f o r

t h e first time on t h e ATS-1 Atlas. The booster and s u s t a i n e r acc-mulators
were replaced by a c c m u l a t o r s having smaller volume lower precharge
pressure, and a s i g n i f i c a n t l y d i f f e r e n t tubing arrangement, Improved
hydraulic servo a c t u a t o r s were i n s t a l l e d t o c o r r e c t servo valve n u l l i n g
problems and actuator leakage problems a These modifications were i n -
corporated t o improve t h e performance and r e l i a b i l i t y of t h e system.

Performance - The hydraulic system' s performance was s a t i s f a c t o r y .

Pressure s t a b i l i t y was maintained i n both t h e booster and s u s t a i n e r c i r -
c u i t s except f o r t h e usual t r a n s i e n t s which occur a t engine s t m t and
booster engine c u t o f f - The values o f s t e a d y - s t a t e hydraulic pressures
monitored during f l i g h t are given i n t a b l e VI.

( 3 ) All t h r u s t s are r a t e d at sea l e v e l ,

 20

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 22

Propellant U t i l i z a t i o n System

Summary. - The propellant u t i l i z a t i o n system's performance was

sat i s f a c t ory

Description. - The propellant u t i l i z a t i o n system r e g u l a t e s t h e oxidizer

and f u e l f l o w t o t h e s u s t a i n e r engine, This maintains a d e s i r e d r a t i o
between t h e oxidizer and f'uel remaining i n t h e tanks t o minimize pro-
p e l l a n t r e s i d u a l imbalance a t s u s t a i n e r engine c u t o f f .

The propellant u t i l i z a t l . o n system i n the ATS-1 Atlas i s a d i g i t a l

system, sampling propellant r a t i o a t s i x d i s c r e t e p o i n t s during f l i g h t ,
and adjusting t h e oxidizer/fuel mixture r a t i o as necessary. The system
i s capable of adjusting t h e mixture r a t i o t l 5 percent about t h e nominal
Qf 2.28

Performance. - Propellant u t i l i z a t i o n systemss performance w a s satis-

factory. The l a s t f u e l and LOX head sensing p o r t s uncovered 5 sec and
6 sec p r i o r t o SECO, respectively. Burnable propellant r e s i d u a l s at
SECO were calculated t o be 306 l b of f u e l and 499 l b of LOX. These
r e s i d u a l s would have allowed 2.7 sec longer engine burn t i m e . The f u e l
r e s i d u a l a t t h e o r e t i c a l LOX depletion was c a l c u l a t e d t o be 71 l b .

Pneumatic System

Summary. - The pneumatic system's performance w a s s a t i s f a c t o r y .

Description. - The vehicle borne pneumatic p r e s s u r i z a t i o n system per-

forms two p r i n c i p a l functions: it supplies i n t e r n a l tank pressure f o r
s t r u c t u r e r i g i d i t y , and it provides t h e head pressure required f o r c o r r e c t
propellant pump operation. I n addition, t h e system provides pressurized
gas t o t h e engine c o n t r o l subsystem, and t o t h e booster s e c t i o n r e l e a s e
fittings ( t o e f f e c t separation) Helium (He) f o r tank p r e s s u r i z a t i o n
is supplied from s i x r e f r i g e r a t e d spheres l o c a t e d i n t h e booster engine
s e c t i o n and attached t o t h e t h r u s t b a r r e l . The spheres a r e e x t e r n a l l y
r e e i g e r a t e d by l i q u i d nitrogen during the loading operation p r i o r t o lift
o f f . This system a l s o p r e s s u r i z e s t h e hydraulic r e s e r v o i r s and t h e lube
o i l t a n k s . This storage system i s j e t t i s o n e d w i t h t h e booster engine a t
BECO. The engine c o n t r o l helium b o t t l e i s l o c a t e d on t h e s u s t d n e r
s e c t i o n , and provides helium f o r both booster and s u s t a i n e r engine c o n t r o l s .
The separation helium b o t t l e , j e t t i s o n e d w i t h t h e booster s e c t i o n , pro-
vides helium pressure t o a c t u a t e t h e booster s e c t i o n release f i t t i n g s .

Performance. - The pneumatic system's performance was s a t i s f a c t o r y .

All tank pressures were s a t i s f a c t o r y and a l l c o n t r o l functions were per-
formed properly. Pneumatic system parameters during f l i g h t are shown
i n t a b l e V I I . LOX tank u l l a g e pressure o s c i l l a t i o n s were within t h e
range experienced f o r previous f l i g h t s . O s c i l l a t i o n s have always been
encountered on Atlas boosters t h a t use t h i s type of LOX regulator.
Prior t o l i f t o f f , o s c i l l a t i o n f’requencies of 3.25 Hz were measured.
The o s c i l l a t i o n amplitudes ( d i f f e r e n t i a l pressure across t h e bulkhead)
varied with a maximum peak-to-peak amplitude of 3.0 psid, After l i f t o f f ,
these o s c i l l a t i o n s increased i n frequency t o 5.25 Hz and increased i n
amplitude s l i g h t l y . These o s c i l l a t i o n s damped out w i t h i n the time span
experienced f o r previous f l i g h t s .

Guidance and F l i g h t Control

Summary. -
The autopilot and radio guidance performance were s a t i s -
factory. The Agena sequence timer was s t a r t e d properly by a command from
t h e ground guidance system, The Agena/spacecraft was successfully separated
from t h e Atlas a f t e r VECO and placed i n t o a coast e l l i p s e with t h e
correct energy.

Description. - Atlas guidance i s provided by two i n t e r r e l a t e d systems:

t h e autopilot system and t h e Mod 111 Radio Guidance System. The auto-
p i l o t d i r e c t s t h e vehicle i n a preplanned open loop mode from l i f t o f f
through Atlas/Agena separation. The Mod 111 Radio Guidance System generates
and transmits p i t c h and yaw s t e e r i n g commands t o t h e vehicle i n order t o
provide t h e a t t i t u d e corrections required as a r e s u l t of vehicle deviations
from t h e preplanned t r a j e c t o r y . Transmission of s t e e r i n g commands during
t h e booster phase i s limited t o t h e period from T+100 sec t o T+110 sec,
and then only i f t h e deviations fYom t h e preplanned t r a j e c t o r y a r e g r e a t e r
than one sigma. Subsequent t o booster engine j e t t i s o n , s t e e r i n g commands
a r e i s s u e d as required during the sustainer and vernier phases of f l i g h t .

The Mod 111 Radio Guidance System i s a l s o t h e primary mode f o r

i n i t i a t i n g d i s c r e t e commands f o r BECO, SECO, VECO, SAT, and Atlas/Agena
separation e

The major e l e l e n t s of the autopilot system axe t h e f l i g h t programmer,

gyro reference packages, servo-control e l e c t r o n i c s . and hydraulic con-
t r o l l e r s . Timing and switching functions are performed by t h e f l i g h t
programmer using command inputs from r a d i o guidance f o r c e r t a i n events.

Steering commands from e i t h e r the f l i g h t programmer or r a d i o guidance

a r e s e n t t o t h e gyro package, which monitors the instantaneous difference
between a c t u a l and desired vehicle a t t i t u d e . I n each of t h e t h r e e axes
( p i t c h , roll, and yaw) s i n g l e degree of freedom, r a t e i n t e g r a t i n g dis-
placement g y r o s form a prime reference, and s t e e r i n g commands a r e e f f e c t e d
by torqiiing these gyros. Signals proportional t o the difference between
a c t u a l and desired vehicle a t t i t u d e , a s measured by t h e gyro gimbal
angle, a r e sent t o t h e respective gyro s i g n a l amplifiers f o r input t o t h e
servo c o n t r o l u n i t s . Rate damping i s provided by s i g n a l s generated by
t h r e e r a t e gyros, w h i c h sense vehicle angular r a t e s i n p i t c h , yaw, and
roll and introduce corrective signals i n t o t h e gyro s i g n a l amplifiers.
 24

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The Mod I11 Radio Guidance System includes t h e vehicle borne pulse
beacon, r a t e beacon, and decoder; and a ground s t a t i o n comprised of a
monopulse X-band t r a c k subsystem, a continuous wave L-band r a t e sub-
system, and a d i g i t a l guidance computer subsystem.

The t r a c k subsystem, which measures range, azimuth and elevation,

transmits a composite message-train containing an address code and t h e
coded s t e e r i n g and d i s c r e t e commands. The vehicle borne pulse beaeon,
i f t h e address code of the received s i g n a l i s c o r r e c t , transmits a r e t u r n
pulse t o t h e ground s t a t i o n , and a c t s a s a receiver which operates i n con-
junction with t h e decoder f o r t h e radio-guidance command l i n k , The a i r -
borne decoder receives t h e pulse-position coded message from t h e pulse
beacon, decodes the message, and prcvides t i e p i t c h and yaw s t e e r i n g
commands and d i s c r e t e commmd outputs t o t h e autopilot system.

The r a t e subsystem transmits two continuous wave s i g n a l s of d i f f e r e n t

frequencies from a single ground antenna. The vehicle borne r a t e beacon
i s i n t e r r o g a t e d by t h e signals f r o m t h e ground subsystem, and transmits
a continuous wave s i g n a l a t a f’requency equal t o t h e arithmetic average
of t h e frequencies of t h e received signals. The r e t u r n s i g n a l i s received
by t h e c e n t r a l r a t e s t a t i o n and two outlying r a t e l e g receiving s t a t i o n s .
The two-way doppler s h i f t and phase r e l a t i o n of t h e s i g n a l s , as received
a t t h e t h r e e separate ground antennas, a r e used t o determine t h e vehicle
range, azimuth, and elevation r a t e s .

Acquisition of t h e vehicle i s accomplished through use of an acquisi-

t i o n cube procedure, or an o p t i c a l tracking acquisition aid, o r slaving
t o range, azimuth, and elevation data supplied by t h e AFETR. I n t h e
a c q u i s i t i o n cube procedure which i s t h e primary method o f acquisition,
t h e antennas are slewed t o one of seven predetermined p o s i t i o n s d o n g t h e
programmed t r a j e c t o r y . These positions represent cubes defined by range,
azimuth and elevation, The f i r s t cube on t h e programmed t r a j e c t o r y i s
s e l e c t e d a t a point where good lock can be obtained as t h e vehicle passes
through t h e cube.

A conical scan antenna on t h e same mount a s t h e main t r a c k subsystem

antenna i s used f o r i n i t i a l acquisitbn, Once t h e vehicle i s acquireu by
t h e conical scan antenna, tracking i s automatically switched t o t h e main
t r a c k antenna. The r a t e subsystem antennas are slaved t o the t r a c k sub-
systen antenna; however, during i n i t i a l a c q u i s i t i o n , r a t e subsystem lock
i s normally accomplished before track subsystem lock due t o differences i n
antenna gains and beamwidths and t o r e c e i v e r s e n s i t i v i t i e s .

The p o s i t i o n and v e l o c i t y information from t h e t r a c k and r a t e sub-

systems i s fed t o t h e d a t a processing e i . r c u i t r y i n t h e ground computer
where t h e commands a r e generated. The s t e e r i n g commands a r e fed t o t h e
a u t o p i l o t through t h e vehicle borne decoder and thereby control t h e g b -
b a l l i n g of‘ t h e engine t h r u s t chambers t o guide t h e vehicle onto t h e
 26
I
desired f l i g h t path. The BECO d i s c r e t e terminates booster-engine t h r u s t
a t a specified value of longitudinal acceleration. The SECO and VECO
d i s c r e t e s %re transmitted when t h e vehicle energy ( p o s i t i o n and velocity)
i s such t h a t t h e desired coast e l l i p s e w i l l be achieved. The SAT dis-
c r e t e i s timed so t h a t t h e i n i t i a t i o n of Agena f i r s t burn will occur a t
a fixed time p r i o r t o t h e coast e l l i p s e apogee.

Performance - The autopilot performance was s a t i s f a c t o r y . Liftoff

t r a n s i e n t s w e r y i t h i n acceptable limits. Following l i f t o f f , t h e i n i t i a l
roll t r a n s i e n t was i n the clockwise (CW) d i r e c t i o n (viewing t h e vehicle
from a f t ) with a maximum displacement of 0.5 deg a t a peak r a t e of 2.8
deg/sec. Autopilot a c t i v a t i o n of engine gimballing (by 42 i n . motion
switch) quickly damped t h i s t r a n s i e n t The r e s u l t i n g roll overshoot
t r a n s i e n t (following engine gimbal a c t i v a t i o n ) was 0.5 deg counter
clockwise (CCW) a t a peak r a t e of 0.4 deg/sec. This t r a n s i e n t was a l s o
quickly damped, During t h e programmed roll maneuver, t h e roll r a t e gyro
indicated an average roll r a t e of 0.115 deg/sec for 13 sec. This r e s u l t e d
i n a t o t a l roll of 1 . 5 deg CCW. The programmed launch azimuth required a
t o t a l roll of 1.28 deg. The p i t c h program was i n i t i a t e d as planned. The
a c t u a l a g a i n s t nominal. times and amplitudes of each s t e p a r e l i s t e d i n
t a b l e V I I L . The actual. roll and p i t c h maneuver dispersions were within
acceptable l i m i t s .

Maximum dynamic pressure occurred during t h e period from T+60 sec

t o T+85 sec. Disturbances were s m a l l and were damped out i n t h e normal
time span.

The a u t o p i l o t ' s n u l l commands f o r t h e booster engines i n p i t c h and

yaw a t BECO r e s u l t e d i n a pitchup displacement of l e s s than 0.1 deg, and
a yaw l e f t o f l e s s than 0.6 deg. Immediately following booster staging,
the sustainer engine returned t h e vehicle t o t h e a t t i t u d e it had before
BECO. The staging t r a n s i e n t s recorded on t h e a u t o p i l o t ' s gyros were
s m d l . After sustainer burn and vernier solo, Atlas/Agena separation
was i n i t i a t e d by radio guidance. The v e h i c l e was i n a s t a b l e a t t i t u d e
a t t h e time of separation.

Post f l i g h t evaluation of ground and vehicle d a t a i n d i c a t e s t h a t

both t h e ground ation and t h e vehicle borne quidance equipment performed
satisfactorily.
~

(4)
Much of t h e d a t a presented i n t h i s s e c t i o n was obtained from
reference 4.
 27

TABU VIII. - PITCH PROGRAM

i .

Time I n t e r v a l Step Level

Programmed Actual Programmed Actual

sec sec degrees/sec degrees/sec

0 - 15 o - 15 0 000 0 000
-
e 0

15 - 35 15 35 1 018
e 10000
35 - 45 35 - 45 0.848 0 850
e

45 - 58 45 - 58 0.509 0.500
58 - 79 58 - 70 0.678 0 650

70 - 82 70 - 82 0.806 0 800
82 - 91 82 - 91 0.678 0.650
gi - 105 91 - 105 0.550
105 - 120 105 - 120 0 400
120 - stg 120 - stg 0.254 0,275
 28

The t r a c k subsystem conical scan antenna acquired t h e v e h i c l e i n

t h e f i r s t cube a t T+60.5 sec. The automatic switch t o monopulse track-
ing with the main antenna occurred at ~ ~ 6 3 sec, . 4 and good data were
presented t o t h e comprker by ~ 6 6 . 5sec.

Track lock was continuous from a c q u i s i t i o n u n t i l T+400.6 s e c ,

85.5 sec a f t e r Atlas/Agena separation. Track lock was then i n t e r m i t t e n t
u n t i l f i n a l l o s s of lock occurred a t T+411.0 sec when the Atlas was a t
an elevation angle of 2.82 deg above t h e horizon. The s i g n a l received
by t h e t r a c k subsystem throughout t h e f l i g h t was within 3 db of t h e
t h e o r e t i c a l l y expected l e v e l ,

Lock a t a l l r a t e antennas was accomplished by TC59.3 sec, and

good d a t a were presented t o t h e computer by T1-63.0 sec. Rate lock was
continuous t h e r e a f t e r u n t i l T+392.9 sec, followed by i n t e r m i t t e n t lock
and then by f i n a l l o s s of lock coincident with t r a c k l o s s when t h e
Atlas was 2.82 deg above t h e horizon. The s i g n a l s received by t h e
c e n t r a l r a t e antenna were within 4 db of t h e expected ( c a l c u l a t e d )
l e v e l s , and t h e s i g n a l s received at t h e two r a t e l e g antennas were within
2 db of those received a t t h e c e n t r a l r a t e antenna.

The computer subsystem's performance was s a t i s f a c t o r y throughout

t h e countdown and vehicle f l i g h t . Following t h e f l i g h t , t h e guidance
program was successfully v e r i f i e d before removal of the protram from t h e
computer. A simulated r e t u n of t h e f l i g h t i n d i c a t e d t h a t no t r a n s i e n t
e r r o r s occurred during t h e f l i g h t .

The automatic gain c o n t r o l (Am) monitor i n d i c a t e d a received s i g n a l

strength of -54 dbm a t a c q u i s i t i o n , with a s i g n a l increase t o approximately
-28 dbm a t Tt64 sec. The received signal s t r e n g t h reached a m a x i m u m of
-8 dbm a t Tt79 sec, and gradually decayed t o -33 dbm a t Agena separation;
it then continued t o decay u n t i l T+400 sec, when t h e received s i g n a l
s t r e n g t h was less than -70 dbm,

The magnetron current monitor i n d i c a t e d i n t e r m i t t e n t beacon response

during a c q u i s i t i o n u n t i l T+59 sec. Except f o r a normal momentary t e l e -
metry dropout during booster staging, t h e magnetron c u r r e n t monitor
i n d i c a t e d good beacon response with no missing p u l s e s from T+59 sec t o
T+402 sec, and i n t e r m i t t e n t beacon response u n t i l t h e magnetron current
dropped t o zero a t T+411 sec.

The r a t e beacon AGC monitors, #1 and #2, i n d i c a t e d t h a t the received

s i g n a l strength of t h e two c a r r i e r frequencies, reached a l e v e l i n excess
of -75 dbm by TC57 sec, and so remained u n t i l approximately T-t.383 sec.
Both s i g n a l strengths gradually decayed t o t h e t h r e s h o l d s e n s i t i v i t y Of
t h e r e c e i v e r , -85 dbm, a t approximately TC393 sec. The r a t e beacon phase
d e t e c t o r and power output monitors i n d i c a t e d t h a t t h e received s i g n a l s
were processed and t h a t t h e r e t u r n s i g n a l was properly t r a n s m i t t e d back
t o t h e ground s t a t i o n during t h e period from T+57 sec t o T+393 sec.
 29

The steering and d i s c r e t e commands transmitted from t h e ground

s t a t i o n were properly processed by the decoder.

Spurious p i t c h and yaw commands were evident, as experienced on

p r i o r f l i g h t s , during t h e periods of i n t e r m i t t e n t pulse beacon lock be-
tween ~+50.6and T+59.0 sec during cube acquisition. The spurious com-
mands were l e s s than plus or minus 20 percent of maximum command during
t h e above i n t e r v a l , and were i n h i b i t e d by t h e vehicle borne autopilot.

Guidance s t e e r i n g was enabled within t h e vehicle borne autopilot a t

T*80 sec., Booster s t e e r i n g was i n i t i a t e d fYom t h e ground guidance s t a t i o n
at T-bl03.0 sec, with an i n i t i a l pitchdown command of 20 percent of
maximum f o r a duration of one computer cycle (005sec) , followed four
seconds l a t e r by another pitchdown command of 20 percent for one computer
cycle, These commands r e s u l t e d i n a vehicle pitchdown r a t e of 0,25 deg/
sec. No yaw s t e e r i n g commands were transmitted during booster s t e e r i n g o
It may be concluded t h a t booster steering by radio guidance was minimal,

Sustainer s t e e r i n g was i n i t i a t e d a t T+137.6 sec. The l a r g e s t

s t e e r i n g commands were a yaw r i g h t cormnand of 60 percent of maximum
s t e e r i n g and a pitchdown command of 75 percent, followed by a pftchup
command of 100 percent. Both p i t c h and yaw s t e e r i n g commands were
reduced t o within +lo percent of maximum s t e e r i n g by T+143.8 sec, and
so remained u n t i l vernier a t t i t u d e steering. The amplitude and duration
of s t e e r i n g commands indicated normal s t e e r i n g by r a d i o guidance.

Vernier a t t i t u d e s t e e r i n g r e s u l t e d i n a 100 percent p i t c h up and a

90 percent yaw l e f t command, both for a duration of one second. These
were within t h e acceptable l i m i t s . These commands caused t h e vehicle t o
p i t c h up 0.96 deg and t o yaw l e f t 1.26 deg. Table IX gives t h e times a t
which t h e a c t u a l BECO, SAT, SECO, VECO and Atlas/Agena separation dis-
c r e t e s were generated a t the guidance computer,

E l e c t r i c a l System

Summary. - The e l e c t r i c a l system's performance was s a t i s f a c t o r y .

Description. - The e l e c t r i c a l system i s comprised of four 28 Vdc

manually activated b a t t e r i e s ; a 28 Vdc t o 115 Vac, 3 phase, 400 Hz i n v e r t e r ;
a power changeover switch; a d i s t r i b u t i o n box; two junction boxes; and
r e l a t e d harnesses. The main b a t t e r y provides 28 Vdc t o t h e autopilot
system, t h e r a d i o guidance system, t h e propellant u t i l i z a t i o n system, and
t h e propulsion system. The main b a t t e r y a l s o powers t h e i n v e r t e r , which
supplies 115 Vac t o the autopilot and Phase A reference t o t h e r a d i o
guidance system. The other t h r e e b a t t e r i e s power t h e telemetry system
(one b a t t e r y ) and t h e f l i g h t termination system (two b a t t e r i e s ) .
 30

TARLY IX

Vehicle
Location Vehicle
Actual a t Time Velocity
F! i p h t Event and Discrete Generation of a t Time Discrete
Tr.,j e c t o r y Function Time Iliscrete of Discrete nurat,ion

H I C O (seconds ) Tt128.837 0.1197

iiange ( f e e t ) 319,241

Azimuth (decrees ) 100.257

Elevatlon (degrees .
32 576

Range Rate (feet/second) 8,089

SAT (seconds ) ~+288.197 0.637

LECO (seconds ) T+292.91b 0.920

Hange ( f e e t ) 2,233,581
Azimuth (degrees) 103.5~0

balevation (degrees 10,256

Range Rate (feet/second 16,876

V t d X (seconds ) T + m . 740

Hange ( f e e t ) 2,567,899
Az irniith (der:rees ) 103.707
r,1 t?v;it,ion (degrees ) H.787

Hnnge ilate ( feet/sccond 1 16,858

(1) I

Lhroud Separation (seconds) T+313.937

I

LKt’ (seconds) Tt3I.S. b27

( 1) T h i s d i s c r e t e is riorrnally used f o r over-the-nose shroud s e p a r a t i o n s ; hoxov--.r,

since ATS-1 used t h e SAC: s h r o u d , this d i s c r e t e w a s not used by t h e v e h l c l ~
even though it was s e n t by the p o u n d s t a t i o n .
 Performance. -
The e l e c t r i c a l systemos performance was s a t i s f a c t o r y ,
Voltage and current l e v e l s were adequately furnished t o t h e dependent
components of t h e systems t o meet all requirements, and were within
specifications Steady-state electrical, parameter outputs are shown i n
t a b l e X.

Telemetry System

Summary. - The telemetry system's performance was s a t i s f a c t o r y .

Descri t i o n .- The telemetry package c o n s i s t s of an 18 channel

p wFM t r a n se
m i t t e r , commutator assemblies, s i g n a l condition components,
and t h e subcarrier o s c i l l a t o r s . The telemetry t r a n s m i t t e r operates on an
assigned frequency of 249,g mHz a t an output power l e v e l of 3.5 t o 6
watts. The t r a n s m i t t e r u t i l i z e s the standard PRIG subcarrier channels 1
through 18, Continuous channels 1, 2, 3, 4 and 1 2 are continuous d i r e c t
(no subcarrier o s c i l l a t o r ) ; channels 5 through 10 a r e continuous; channel
11 i s commutated a t 2,5 rps; channel 1 3 i s commutated a t 5 rps; channels
14 and 17 are not used for t h i s program; channels 15 and 16 m e
commutated a t 10 rps; and channel 18 i s commutated a t 30 r p s . The @om-
p l e t e l i s t of transducers flown on the Atlas i s given i n Appendix B.

Performance. - The performance of t h e telemetry and instrumentation

system was s a t i s f a c t o r y . No measurement f a i l u r e s were noted, although
telemetry (TIM) s t a t i o n 4 (MILA) data playback was s l i g h t l y noisy. A
data dropout on Channels 15, 16 and 18 occurred a t T+249 sec. This was
noted a t all Cape s t a t i o n s , and was due t o t h e antenna look angle a t
t h a t t h e . No dropout at T+249 sec was reported a t downrange s t a t i o n s ,
The commutator f o r channels 15, 16 and 18 was s l o w i n a t t a i n i n g steady-
s t a t e speed a f t e r t h e second guidance command t e s t . but no commutator
problems were experienced during f l i g h t . A summary of TIM d a t a i s l i s t e d
i n t a b l e XI. Appendix C s p e c i f i e s t h e s t a t i o n s used t o record t h e
Atlas TIM.

Flight Termination System

Summary. -
The f l i g h t termination system maintained c a p a b i l i t y t o
destroy t h e Atlas but was not needed,

Description. - The f l i g h t termination system c o n s i s t s of a single

d e s t r u c t o r u n i t with redundant b a t t e r i e s ; signal, receiving, decoding and
switching equipment. Flight termination i s e f f e c t e d , when necessary, on
command from t h e ground, which provides an engine cutoff s i g n a l and f i r e s
t h e d e s t r u c t o r which ruptures the propellant tanks,

Performance. - Performance of t h e f l i g h t termination system was

s a t i s f a c t o r y . Belaunch checks were completed without incident TIN
AGC measurements indicated t h a t the c a p a b i l i t y t o terminate f l i g h t was
32

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Ln \D W
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 33

maintnined 3hroughout powered flight. Fuel cutoff 2nd vehicle d e s t r u c t

commands vere not sent ncr was e i t h e r cormand inadvertently generzted
by t h e system.

AGENA VEHICLE SYSTEM PEHFORURNCE

Structure System

Summary. - The s t r u c t u r e system's performance vas s a t i s f a c t o r y .

Description. - The s t r u c t u r e system c o t x i s t s of four major sections:

t h e forward rack, t h e tank section, t h e a f t rack. and t h e booster adapter.
The forward rack, constructed of' bery2liuT ana aluminum. houses most of
t h e e l e c t r i c a l , guidance and communication equipment, and provides t h e
mechanical and e l e c t r i c a l i n t e r f a c e f o r the spacecraft and shroud. The
five-foot diameter tank section i s com?osed of two i n t e g r a l aluminum pro-
? e l l a n t tanks, with a sump below each t a n k f o r engine s t a r t and pro-
p e l l a n t feed. The a r t rack c o n s i s t s of' a cone s t r u c t u r e which supports
t h e rocket engine and associated equipment. The magnesium a l l o y booster
adapter supports t h e Agena and remains with t h e Atlas a t separation.

For t h e ATS-1 Agena, t h e b a s i c s t r u c t u r e was modified by replacing

t h e forward r a c k ' s beryllium panels v i t h magnesium panels? and adding
mountings f o r p e c u l i a r e l e c t r i c a l , guidance and contro1,communication and
contro1,and shroud system equipment. The panels were replaced becsilse
t e s t r e s u l t s indicated t h a t shroud loads t r a n s f e r r e d t o t h e forward
rack might cause f r a c t u r e of t h e beryllium.

Performance. - The measured f l i g h t loads on t h e s t r u c t u r e systems

were within t h e i r expected range. The peak longitudinal load f a c t o r during
f l i g h t vas 6.1 g a t BECO.

A summary of t h e f l i g h t dynamics d a t a i s presented i n t z b l e X L I . An

a n a l y s i s of t h e dynamic f l i g h t d a t a appears i n t h i s r e p o r t as Appendix D.

Shroud System

sum mas^. - ATS-1 was t h e first f l i g h t of t h e SAC shroud system. The

shroud separated successfully after i t s pyrotechnics were f i r e d a t T+369.3
sec. All shroud parameters measured during t h e f l i g h t were within accept-
able l i m i t s .

Description. -
The shroud system c o n s i s t s of t h e SAC shroud with minor
mission peculiar modifications incorporated. This was t h e f i r s t f l i g h t
of t h e SAC shroud system, which vas developed by LeRC t o provide a stand-
ard Payload shroud for several Agena missions. A s shown i n f i g u r e 10,
 I I
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 35

t h e SACS system includes a t r a n s i t i o n r i n g ; and two shroud halves form-

ing a f a i r i n g having a c y l i n d r i c a l section 65 inches i n diameter, a 15
deg half-angle cone and a 12-inch radius hemispherical dome. The t o t a l
shroud system weight f o r ATS-1 i s 723 l b . The two l o n g i t u d i n a l halves
a r e made of f i b e r g l a s s strengthened by i n t e r n a l aluminum longerons and
r i b s . The halves are held together by a nose l a t c h , two f l a t bands
around t h e c y l i n d r i c a l s e c t i o n , and a V-band a t t h e base of t h e cylinder.

The V-band clamps t h e shroud t o t h e two-inch high aluminum t r a n s i t i o n

r i n g , which i s b o l t e d t o t h e Agena forward rack. The top, middle and
bottom V-bands axe tensioned t o 5000, 2600 and 8000 l b s respectively.
The spacecraft adapter i s mounted t o t h e t o p surface of t h e t r a n s i t i o n
r i n g a t Agena s t a t i o n 245. A m e t d diaphragm across t h e bottom of t h e
t r a n s i t i o n r i n g i s used t o i s o l a t e the shroud compartment from t h e Agena.
The shroud i s vented through four ascent vent p o r t s l o c a t e d i n t h e
c y l i n d r i c a l p o r t i o n of t h e shroud (see f i g . 10). The ascent vent p o r t s
a r e designed t o permit venting only i n an outward d i r e c t i o n . The Agena
i s vented through h o l e s i n i t s a f t equipment a r e a which permit inward as
well as outward flow.

Figure 11 shows an ATS composite spacecraft mounted on t h e t r a n s i -

t i o n r i n g with one shroud h a l f i n s t a l l e d .

The shroud i s instrumented w i t h two temperature transducers on t h e

inner surface of t h e shroud f i b e r g l a s s skin at Agena vehicle s t a t i o n 176,
and with one transducer t o measure the pressure d i f f e r e n t i a l across t h e
d i aphr agm.
Approximately t e n seconds af'ter t h e i n i t i a t i o n of Agena f i r s t burn,
shroud j e t t i s o n i s i n i t i a t e d . A t t h i s time, t h e Agena f i r e s two p p o -
technic b o l t c u t t e r s i n t h e nose l a t c h assembly and two explosive b o l t s
i n each of t h e bands. Springs at t h e base of t h e shroud then f o r c e t h e
halves t o r o t a t e about hinges mounted on t h e t r a n s i t i o n r i n g . After t h e
c e n t e r of g r a v i t y of each shroud half has r o t a t e d over i t s hinge p o i n t ,
t h e Agena vehicle a c c e l e r a t i o n increases t h e shroud halves' r o t a t i o n
r a t e . I n t h e one g acceleration f i e l d provided by t h e Agena a t t h e time
of shroud separation, each shroud h a l f leaves t h e hinge and f a l l s f r e e
o f t h e vehicle a f t e r having r o t a t e d approximately 75 deg. The shroud
separation springs have enough energy t o j e t t i s o n t h e shroud halves dur-
i n g a vehicle l o n g i t u d i n a l acceleration up t o 3.5 g.

The spacecraft "encapsulation" concept was used on ATS-1. The com-

p l e t e shroud system and ATS-1 spacecraft were mated together i n an environ-
mental/explosive safe mea. The spacecraf't/shroud assembly (encapsulated
s p a c e c r a f t ) was then t r a n s p o r t e d t o t h e launch pad and mated t o t h e Agena
as a unit.

Performance. - The i n s i d e skin tempergture h i s t o r y i s shown i n f i g u r e

12. The peak temperature measured was 192 F, which w a s well w i t h i n t h e
maximum p r e d i c t e d temperature of 3 8 0 O F f o r a 3 sigma depressed t r a j e c t o r y .
 36
st.. 2i.u~

i-
i \ fFLATBUllDS i
I -

STANDARDAGENACLAMSHELLSHROUD

FIGURE 10
 37

SAC Shroud Half

Spacecraft

= Spacecraft Adapter
I
SACS T r a n s it ion Ring '1

Agena F o r w a r d
Equipment Rack

ATS SHROUD/SPACECRAFT

FIGURE 11
38

I n

I
 39

The d i f f e r e n t i a l pressure measured across t h e shroud diaphragm

i n f l i g h t i s shown i n f i g u r e 13. The d i f f e r e n t i a l pressure was essen-
t i a l l y zero during the e a r l y portion of t h e f l i g h t . During t h e transonic
phase, a d i f f e r e n t i a l pressure o f -0.8 p s i developed ( a shroud c a v i t y
pressure l e s s than t h e pressure i n the Agena forward equipment section
r e s u l t s i n a negative pressure d i f f e r e n t i a l ) . After t h e transonic phase,
d i f f e r e n t i a l pressure became s l i g h t l y p o s i t i v e f o r a short period and
then returned t o e s s e n t i a l l y zero f o r t h e remainder of t h e f l i g h t . The
d i f f e r e n t i a l pressure of -0.8 p s i was due t o t h e development of shock
waves on t h e vehicle.

Shroud pyrotechnics were f i r e d a t T+369.3 sec, a t which time t h e

vehicle r o l l , yaw and p i t c h r a t e s were very nearly zero. J e t t i s o n s t a r t e d
2 1 milliseconds l a t e r , as determined by t h e d i s c o n t i n u i t y of instrumenta-
t i o n d a t a fed through e l e c t r i c a l connectors on the shroud halves, which
separate a f t e r f i r s t motion of t h e shroud halves. This time l a g i s
comparable t o t h e l a g observed i n ground t e s t s of t h e SAC shroud. Total
shroud j e t t i s o n time a f t e r pyro f i r i n g should be 1.65 sec on t h e b a s i s
of ground t e s t s . Using t h e time t h a t t h e Agena horizon sensors detected
i n t e r f e r e n c e caused by the shroud momentarily blocking t h e f i e l d of view
of these i n f r a r e d sensors, it was possible t o v e r i f y t h a t t h e a c t u a l
j e t t i s o n time was approximately 1.65 sec.

No measurable Agena roll, p i t c h o r yaw r a t e s developed as a r e s u l t

of shroud j e t t i s o n .

Propulsion System

Summary. - The propulsion system’s performance was s a t i s f a c t o r y ,

except f o r a momentary drop i n chamber pressure during t h e second burn
period, and t h e system provided t h e required impulse f o r o r b i t a l boost.
Normal operation of t h e pressurization system and pyrotechnic devices
was v e r i f i e d ,

Description. - The propulsion system c o n s i s t s of a rocket engine,

propellant pressurization system, booster adapter r e t r o r o c k e t s , and
vehicle pyrotechnics.

The engine has a regeneratively cooled combustion chamber mounted

i n a gimbal r i n g t h a t i s swiveled by hydraulic actuators. The engine,
which burns unsymmetrical dimethylhydrazine (UDMH) f u e l and i n h i b i t e d
r e d fuming n i t r i c acid (IRFNA) as an oxidizer, generates a t h r u s t of
16 000 l b i n vacum.
Sumps contain propellants f o r engine start a f t e r zero g coast, The
p r o p e l l a n t pressurization system provides s u f f i c i e n t helium gas pressure
i n both propellant tanks t o ensure s a t i s f a c t o r y engine operation. Tank
pressure i s achieved by allowing helium t o flow f’rom a high pressure
 40

In 0 ul 0 ul 0 In
4 rl 4 4
I I I
 41

storage sphere t o each propellant t a n k through a p a i r of f i x e d flow

control o r i f i c e s . The booster adapter i s separated f r o m t h e Agena by
t h e c u t t i n g action of a circumferential mild detonating fuse. Two
r e t r o rockets mounted on t h e booster adapter are used t o separate t h e
Atlas and booster adapter from t h e Agena. No modification was made t o
t h e Agena propulsion system for ATS-1.

Performance. - For Agena first burn, t h e primary sequence timer

i n i t i a t e d t h e engine i g n i t i o n sequence a t T+359.23 20.02 sec by energiz-
ing t h e gas generator s t a r t charge i g n i t e r and closing t h e main power
r e l a y ( M P R ) . Voltage l e v e l s on t h e engine switch group indicated a
normal start sequence.

Ninety percent chamber pressure was a t t a i n e d 1.21 t0.02 sec l a t e r ,

i n d i c a t i n g a normal start t r a n s i e n t . Engine shutdown was commanded by
t h e v e l o c i t y a t T+521.71 z0.02 sec, r e s u l t i n g i n a f i r s t burn duration
(90 percent chamber pressure t o velocity meter cutoff s i g n a l ) of 161.27
t0.04 sec. The predicted burn time was s l i g h t l y l e s s . Closure of t h e
propellant i s o l a t i o n valves a f t e r first burn engine shutdown was v e r i f i e d
by t h e decay i n pump i n l e t pressures.

For Agena second burn, t h e propellant i s o l a t i o n valves were opened

two seconds p r i o r t o i n i t i a t i o n of t h e engine start sequence, a s evidenced
by t h e increase i n pump i n l e t pressures. Second burn engine i g n i t i o n
sequence was i n i t i a t e d a t T+1170.24 20.02 sec. Switch group voltage
l e v e l s indicated a normal start sequence. Ninety percent chamber pressure
was achieved 1.11 20.02 sec l a t e r , indicating a normal s t a r t t r a n s i e n t .

Engine performance was nominal for approximately 7.6 sec a f t e r

i n i t i a t i o n of engine start sequence (MPR). A t MPR + 7.6 sec, t h e chamber
pressure was 506.5 p s i a , and a t MPR + 8.34 sec, it reached a low value
of 479.50 p s i a . A subsequent recovery was achieved: a t MRP + 8.84 sec
t h e chamber pressure was 505.00 psia, and a t MPR + 10.29 sec it was
525.25 p s i a , This anomaly w a s a l s o r e f l e c t e d i n t h e turbine speed and
i n t h e oxidizer and f i e 1 venturi i n l e t pressures. After t h e momentary
drop, chamber pressure averaged 524.5 p s i a for t h e duration of t h e burn
period, This pressure was 15.5 psia, or 3.0 percent, above t h e pre-
d i c t e d value of 509 psia. This was t h e seventh Agena f l i g h t t o experience
a momentary d e c w i n t h r u s t out of approximately 140 f l i g h t s . The exact
cause of t h e anomaly i s unknown a t t h i s time, but the primary suspect
area i s t h e turbopump on the Agena main engine. A comprehensive h i s t o r i c a l
d a t a search and turbopump t e s t program has been i n i t i a t e d t o determine
t h e exact cause of t h i s phenomenon. Engine shutdown was commanded by
t h e v e l o c i t y meter a t 1248.69 *0.02 sec af'ter l i f t o f f , r e s u l t i n g i n a
second burn duration (ninety Dercent chamber pressure t o v e l o c i t y meter
c u t o f f s i g n a l ) of 77.34 *0,04 sec. The post f l i g h t nominal predicted
burn time, was s l i g h t l y longer.
 42

The pressurization system's performance was s a t i s f a c t o r y . Ade-

quate pump i n l e t pressures were provided throughout t h e engine operation
f o r both first and second burns.

E l e c t r i c a l System

Summary. - The e k t r i c a l system's performance w a s s a t i s f a c t o r y .

All components operated w e l l within specifications.

A number of t h e spacecraft separation squibs and t h e fast shutdown

valve squib shorted during f i r i n g . The s h o r t s were cleared by normal
f'usistor operation with no adverse e f f e c t t o t h e vehicle.

Description, - The Agena e l e c t r i c a l power system uses b a t t e r i e s and

e l e c t r i c a l c o n t r o l and conversion equipment t o supply power t o t h e vehicle
systems *

Distribution c i r c u i t s are provided f o r pyrotechnic power, main

unregulated and regulated d i r e c t current power, and a l t e r n a t i n g current
power.

For ATS-1, two Type VI-A b a t t e r i e s , each r a t e d at 966 watt-hours,

serve as the 28 v o l t power source f o r all equipment other than t h e f l i g h t
termination system, which has i t s own b a t t e r i e s . Two f'usistor junction
boxes, a standard e l e c t r i c a l junction box, and necessary wire harnessing
were added t o t h e Agena t o supply power t o t h e equipment p e c u l i a r t o
t h e ATS-1 Agena.

The Agena i s equipped with an i n v e r t e r which converts 28 v o l t b a t t e r y

power t o 115 v o l t s r m s , e i t h e r s i n g l e o r t h r e e phase, a t 400 Hz, f o r the
guidance system. I n addition, a Type IX-A dc-dc converter provides a
regulated voltage supply at k28.3 Vdc f o r t h e guidance systems.

Performance. - The e l e c t r i c a l system voltage and c u r r e n t s were normal

a t l i f t o f f and m e t t h e demands of t h e user systems throughout f l i g h t .

The main bus voltage was 25.5 Vdc a t l i f t o f f , and v a r i e d between

25.0 and 25.5 v o l t s i n f l i g h t . The main unregulated bus c u r r e n t w a s 1 5
amperes a t l i f t o f f , and varied between 10 and 16 amperes i n f l i g h t . The
pyrotechnic bus voltage was 27.0 Vdc a t l i f ' t o f f , and v a r i e d between 26.2
and 27.0 v o l t s i n f l i g h t .

The plus regulated dc voltage was constant at 27.6 v o l t s , and the

minus regulated dc voltage was constant a t -28.3 v o l t s throughout t h e
f l i g h t . The i n v e r t e r phase voltages were approximately 114.1 v o l t s r m s
throughout the f l i g h t .
 43
The s t r u c t u r e current w a s zero except during t h e two Agena engine
t u r n periods, when t h e current was 3 amperes, and during t h e momentary
shorting of some squibs. These currents were within expected l i m i t s .
The squib s h o r t s were observed on t h e unregulated current monitor coin-
cident with oxidizer Fast Shutdown and spacecraft separation squib
f i r i n g s . Both f a u l t s cleared without any adverse e f f e c t on vehicle per-
formance, It i s most probable that normal f u s i s t o r operation opened
t h e c i r c u i t , c l e a r i n g t h e s h o r t s and preventing samage t o t h e remainder
of t h e system. Shorts such a s these, although not d e s i r a b l e , are
common t o many squibs, and are encountered t o some e x t e n t on all f l i g h t s .

Guidance and F l i g h t Control

Surmnasy. - The guidance and f l i g h t c o n t r o l system's performance

w a s s a t i s f a c t o r y throughout f l i g h t . The system provided adequate con-
t r o l margins throughout f l i g h t with normal frequency response. A l l
preprogrammed f l i g h t events were i n i t i a t e d within tolerance by t h e
sequence timer, The sequence timer was s t a r t e d by t h e r a d i o guidance
d i s c r e t e command 7.6 sec earlier than t h e nominal start time t o com-
pensate f o r t r a j e c t o r y dispersions; t h e r e f o r e , a l l subsequent timer
events were approximately 7.6 sec earlier than t h e i r respective nominal
times. A comparison of t h e nominal and a c t u a l times of major f l i g h t
events i s given i n t a b l e I. A d e t a i l e d sequence of f l i g h t events f o r
ATS-1 i s provided a s Appendix A t o t h i s r e p o r t .

Description. - The guidance and f l i g h t c o n t r o l system performs

t h e v e h i c l e guidance, c o n t r o l and f l i g h t programming functions necessary
t o accomplish the vehicle mission a f t e r Atlas/A@;ena separation. The
system c o n s i s t s of t h r e e subsystems corresponding t o t h e guidance, con-
t r o l and f l i g h t programming functions.

The guidance subsystem c o n s i s t s of an i n e r t i a l reference package

(IRP) horizon sensors, v e l o c i t y meter, and guidance junction box. Pri-
mary a t t i t u d e reference i s provided by three orthogonal, r a t e i n t e g r a t i n g
gyroscopes i n t h e IRP. The i n f r a r e d horizon sensors provide continuous
c o r r e c t i o n s i n p i t c h and roll t o t h e IRP. Yaw a t t i t u d e reference i s
obtained from t h e booster and i s corrected by gyro-compassing techniques
during long coast periods, The v e l o c i t y meter counter generates a signel
t o terminate engine t h r u s t when t h e v e h i c l e has increased i t s v e l o c i t y
by a predetermined increment. Longitudinal acceleration i s sensed by
t h e v e l o c i t y meter accelerometer, which counts down t h e first burn
"velocity-to-be-gained" binary number i n t h e counting r e g i s t e r , The sec-
ong burn "velocity-to-be-gained" number i s t r a n s f e r r e d *om a storage
r e g i s t e r t o t h e counting r e g i s t e r a f t e r f i r s t burn c u t o f f .

The f l i g h t c o n t r o l subsystem, which c o n t r o l s t h e vehicle' s a t t i t u d e ,

c o n s i s t s of a f l i g h t c o n t r o l e l e c t r o n i c s u n i t , a pneumatic control system,
a hydraulic c o n t r o l system, and a f l i g h t c o n t r o l junction box. A t t i t u d e
 44
e r r o r signals from t h e IRP a r e conditioned and amplified by t h e f l i g h t
c o n t r o l e l e c t r o n i c s t o operate t h e pneumatic and hydraulic systems, Dur-
ing Agena coast periods, t h e pneumatic system provides roll, p i t c h , and
yaw control by use of s i x t h r u s t e r s operating on a mixture of nitrogen
and Freon. The hydraulic system provides p i t c h and yaw c o n t r o l during
engine burn by means o f two hydraulic actuators which gimbal t h e rocket
engine t h r u s t chamber. Roll c o n t r o l during engine burn i s provided by
t h e pneumatic system. A patch panel i n t h e f l i g h t control junction box
provides the means f o r varying t h e interconnections of t h e guidance and
f l i g h t control system t o s u i t mission requirements.

The f l i g h t programming subsystem uses sequence timers t o program

Agena f l i g h t events, A sequence timer provides 22 usable, d i s c r e t e event
times w i t h multiple switch closure c a p a b i l i t y , and has a m a x i m u m running
time o f 6000 sec, Two timers ( a primary and an a u x i l i a r y ) a r e required
i f t h e Agena mission duration exceeds 6000 sec, o r i f more than 22 dis-
c r e t e events are required, The primary sequence timer i s started by a
r a d i o guidance d i s c r e t e command a t a time determined by t h e a c t u a l
t r a j e c t o r y of t h e booster. The a u x i l i a r y sequence timer i s s t a r t e d by
t h e primary timer.

The ATS-1 Agena uses two sequence timers t o program f l i g h t events.

The sequence timers f o r all ATS Agena missions are wired t o a common
design which r e q u i r e s t h e use of two timers t o accommodate t h e long coast
periods of ATS missions subsequent t o ATS-1.

Performance. - Analysis of p o s t - f l i g h t data f o r t h e ATS-1 vehicle

shows t h a t Atlas/Agena separation induced Agena body r a t e s of 0.1 deg/sec
yaw l e f t , 0.075 deg/sec r o l l CW, and 0.95 deg/sec p i t c h up. (Clockwise
and counterclockwise roll reference a p p l i e s c en looking forward along
t h e Agena l o n g i t u d i n a l axis) "(See f i g , 14)e These l o w r a t e s , coupled
w i t h Atlas a t t i t u d e e r r o r s , caused Agena a t t i t u d e e r r o r s of 0.4 deg yaw
l e f t , 0.05 deg roll CCW, and 1 . 5 deg p i t c h up a t pneumatics a c t i v a t i o n .
Gas valve a c t i v i t y reduced t h e s e a t t i t u d e e r r o r s t o within the deadband
limits of f0.2 deg p i t c h , k0.18 deg yaw and 20.6 deg i n r o l l i n 4.5 sec.

Subsequent t o pneumatic a c t i v a t i o n , t h e vehicle completed t h e pro-

grammed pitchdown of 10 deg, and t h e programmed geocentric r a t e of 3.21
deg/min pitchdown was applied. The p i t c h horizon sensor, set a t a p i t c h
b i a s angle of +5.lO deg (nose up) f o r f i r s t burn, w a s connected t o the
p i t c h gyro, and t h e v e h i c l e was i n t h e process o f s t a b i l i z i n g i n p i t c h
a t t h e time of f i r s t burn i g n i t i o n .

Body rates of 0,18 deg/sec p i t c h up and 0.80 deg/sec roll CW e x i s t e d

at t h e time o f engine i g n i t i o n . No yaw e r r o r s were d i s c e r n i b l e f'rom e i t h e r
p o s i t i o n gyro o r pneumatic a c t i v i t y d a t a .

A t f i r s t burn i g n i t i o n , t h e gas generator t u r b i n e spin-up (coupled

w i t h t h e e x i s t i n g low CW roll r a t e ) produced a roll r a t e t h a t reached a
 45

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0
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E
W

w
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X
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 46
maximum of 0.95 deg/sec CW. This r a t e induced a maximum r o l l e r r o r of
1 , 6 deg CW. R o l l pneumatic a c t i v i t y reduced t h e roll rate t o zero i n
1.6 sec, and t h e vehicle started t o r e t u r n toward t h e zero e r r o r p o s i t i o n ,
overshot t o 1.5 deg CCW (due t o t u r b i n e exhaust duct misalinement t o r q u e ) ,
then returned t o t h e edge of t h e roll dead-band with 0.2 deg CCW roll
offset.

Hydraulic pressure buildup and o f f - n u l l engine p o s i t i o n introduced

hydraulic t r a n s i e n t responses i n both t h e p i t c h and yaw channels. Peak
overshoots of 0 . 3 deg yaw l e f t and 0.5 deg pitchdown were evidenced
approximately four seconds after engine start; however, t h e s e e r r o r s
were reduced by hydraulic c o n t r o l , which had s t a b i l i z e d e i g h t seconds
after ignition,

Shroud j e t t i s o n ( i n i t i a t e d t e n seconds a f t e r f i r s t burn i g n i t i o n )

occurred during t h e portion of t h e 1.5 deg CCW roll overshoot when t h e
vehicle roll r a t e had reached a minimum (approx. zero). The horizon
sensors indicated a s l i g h t disturbance approximately two seconds a f t e r
shroud pyro f i r i n g ; however, gyro d a t a i n roll and p i t c h i n d i c a t e t h a t
l i t t l e or no a t t i t u d e e r r o r was introduced by shroud j e t t i s o n . These
disturbances axe a t t r i b u t a b l e t o t h e shroud halves passing through t h e
f i e l d s of view of t h e horizon sensors.

Hydraulic and pneumatic a c t i v i t y were normal throughout t h e burn

period. Engine shutdown was commanded by t h e v e l o c i t y meter a f t e r t h e
vehicle a t t a i n e d t h e required v e l o c i t y increment of 7231.49 f’ps. The
a d d i t i o n a l v e l o c i t y increment due t o engine t a i l o f f t h r u s t was 6.9 f’ps.

A normal roll t r a n s i e n t , caused by engine shutdown( i . e . , t u r b i n e

spin and turbine exhaust t h r u s t decay), i n i t i a t e d a pneumatic system over-
shoot r e s u l t i n g i n a 2.4 deg roll CCW excursion, which was reduced t o
within the pneumatic congrol system dead-band i n f i v e seconds.

The pneumatic a t t i t u d e c o n t r o l system w a s t r a n s f e r r e d t o t h e o r b i t

(low pressure) mode; t h e programmed geocentric p i t c h r a t e was set t o
-4.5 deg/min; and t h e horizon sensor b i a s angle w a s decreased t o zero.
Transfer of t h e required second burn v e l o c i t y increment (8078.4 f p s )
from t h e storage r e g i s t e r t o t h e counting r e g i s t e r w a s performed s a t i s -
factorily.

Horizon sensor and pneumatics data show t h a t t h e v e h i c l e maintained

t h e proper a t t i t u d e i n t h e coast phase with a minimum of pneumatic
activity e

Second burn i g n i t i o n induced roll rates which r e s u l t e d i n a maximum

roll a t t i t u d e e r r o r of 1.8 deg CW; t h e s e rates were s a t i s f a c t o r i l y damped
by pneumatic c o n t r o l , The v e h i c l e assumed a cC!w roll o f f s e t of 0.2 deg
 47
i n t h e same manner as t h a t of first burn. Hydraulic control displayed
a start up t r a n s i e n t , r e s u l t i n g i n a yaw actuator peak overshoot of 0.1
de@;yaw l e f t , which returned t o zero i n a normal time span.

Engine shutdown was commanded by t h e v e l o c i t y meter a f t e r t h e

vehicle a t t a i n e d t h e required velocity increment of 8078.4 f p s . Thrust
due t o engine t a i l o f f increased t h e velocity 27 f p s p r i o r t o v e l o c i t y
meter counter disable.

A normal shutdown t r a n s i e n t of 2.8 deg roll CCW was reduced t o

within the dead-band l i m i t s i n 11 seconds. The vehicle then assumed a
r o l l l i m i t cycle r a t e of 0.03 Hz, which was within t h e expected average
l i m i t cycle r a t e.

The horizon sensors were disconnected from t h e g y r o s , and t h e

vehicle pitched up 9.36 deg and yawed l e f t 57 deg a s programmed. The
Agena was s t a b l e within t h e pneumatic dead-bands a t t h e time o f space-
craft separation.

After spacecraft separation, the vehicle completed a yaw r i g h t

maneuver of 237 deg, which put t h e vehicle i n t h e desired nose a f t
position. There w a s e s s e n t i a l l y no pneumatic a c t i v i t y required a f t e r
t h e yaw, except f o r an occasional pulse t o maintain t h e geocentric pitch
rate.

The a t t i t u d e c o n t r o l gas usage w a s l e s s than anticipated. A compari-

son of t h e predicted and a c t u a l gas usage i s given i n Table XIV. These
d a t a i n d i c a t e t h a t no unusual a t t i t u d e perturbing forces were encountered
i n flight.

Communications and Control

Summary. - The communication and control system's performance was

s a t i s f a c t o r y . All subsystem parameters measured during t h e f l i g h t were
a t t h e expected l e v e l s .

Description. -
The communication and control system c o n s i s t s of t e l e -
meter, instrumentation, tracking, and f l i g h t termination subsystems and
associated power supplies.

The telemeter subsystem i s mounted i n t h e forward equipment rack.

It monitors and transmits t h e Agena f'unctional and environmental condi-
t i o n measurements during ascent. The Type V FM/FM telemeter u n i t con-
t a i n s a VHF t r a n s m i t t e r , voltage controlled o s c i l l a t o r s , a commutator,
a switch and c a l i b r a t e u n i t , and a dc-dc converter. The transmitter
operates on an assigned frequency of 244.3 mHz a t a power output of 10
watts. The telemeter system has the capacityfbr 18 subcarriers using
 48

TABLE XIV. - GUIDANCE GAS LOADING REQUIREMENTS AND USAGE

Flight Sequence Predicted Actual

Lif'toff 29.7 l b Loaded 29.3 l b Loaded

F i r s t Agena Coast 5.7 l b Usage 3.2 l b Used

F i r s t Agena Burn 4.0 l b Usage 4.2 l b Used

O r b i t a l Coast 0.6 l b Usage 0.4 l b Used

Second Agena Burn 2.4 lb Usage 2 . 1 l b Used

Pre S/C Sep. Maneuver 1.1 l b Usage 0.9 l b Used

Post S/C Sep. Maneuver 0.3 lb Usage 0.3 lb Used

Loss o f Signal 15.6 l b Available 18.2 l b Available
 49

t h e standard I R I G subcarrier channels. Channels 15 and 16 are com-

mutated a t 5 r p s with 60 segments on each channel.

The telemetry i s turned o f f during t h e coast period between f i r s t

and second burn, even though t h e ATS-l/Agena did not r e q u i r e t h e shut-
down, because one common vehicle configuration was developed f o r a l l ATS
Agenas. I n order t o conserve power and prevent t h e t r a n s m i t t e r from
overheating on ATS f l i g h t s a f t e r ATS-1, t h e sqeuence timer i s configured
t o shut o f f t h e telemetry system during t h e coast period between first
and second burn.

The instrumentation subsystem c o n s i s t s o f 57 transducers and event

monitors. Five continuous subcarrier channels a r e used f o r accelerometer
data; one c a r r i e s t h e gas valve current s i g n a l s , and another i s time
shared by t h e v e l o c i t y meter accelerometer and v e l o c i t y meter counter.

The t u r b i n e speed s i g n a l does not use a subcarrier channel, but

d i r e c t l y modulates t h e t r a n s m i t t e r during engine operation. The remain-
ing 48 measurements are monitored on t h e two commutated s u b c a r r i e r channels.
The transducers are powered by a regulated 28 Vdc power supply l o c a t e d
i n t h e telemeter u n i t . A complete l i s t of transducers flown i s given
i n Appendix E.

The tracking subsystem includes a C-band radar transponder (C-band

beacon), RF switch, and antenna. The C-band beacon received coded s i g -
n a l s from t h e tracking radar on a c a r r i e r frequency of 5690 mHz, and
t r a n s m i t s coded responses on a c a r r i e r frequency of 5765 mHz a t a minimum
peak power output of 200 w a t t s a t t h e input terminals of t h e antenna.
The coded responses are a t pulse r a t e s ( p u l s e r e p e t i t i o n frequency) *om
0 t o 1600 p u l s e s per second, The pulse rate v a r i e s i n v e r s e l y w i t h range.
The RF switch, which had not been used on previous NASA Agenas, connects
t h e output of t h e beacon t o either t h e umbilical f o r ground checkout
o r t h e antenna f o r f l i g h t .

For reasons similar t o t h o s e given above f o r t h e telemetry system,

t h e C-band beacon i s turned o f f during t h e coast period between first and
second burn.

The f l i g h t termination subsystem provides a range s a f e t y f l i g h t

termination c a p a b i l i t y f o r t h e Agena from l i f t o f f through Agena f i r s t
burn c u t o f f . This subsystem c o n s i s t s of two receiver-decoders which are
coupled t o two antennas by a multicoupler, two Type V secondary b a k t e r i e s ,
two d e s t r u c t i n i t i a t o r s . and a d e s t r u c t charge. These u n i t s are connected
s o as t o provide redundant f l i g h t termination c a p a b i l i t y , with t h e excep-
t i o n of t h e multicoupler and d e s t r u c t charge, which are not redundant.
F l i g h t termination, if necessary, i s i n i t i a t e d by series of commands from
 50
t h e range s a f e t y t r a n s m i t t e r . The first sequence of commands shuts down
t h e engine, t h e second sequence of commands f i r e s t h e d e s t r u c t charge.
The d e s t r u c t charge, l o c a t e d i n t h e -2 a x i s l o n t i g u d i n a l tunnel near
t h e f u e l oxidizer bulkhead, ruptures both propellant tanks and effects
dispersion of t h e propellants.

Performance - The telemeter subsystem' s performance was satis-

f a c t o r y throughout t h e f l i g h t , S t a t i o n 9.1 (Antigua) and t h e Range
Instrumentation Ship (RIS) Twin F a l l s , monitoring f i r s t and second burn
phases of t h e mission, r e s p e c t i v e l y , recorded a good TIM s i g n a l strength
of a t least 80 micro-volts throughout t h e s e phases, The Antigua s i g n a l
strength data showed t h a t TIM was turned o f f at T+753.3 sec, and t h e RIS
Twi.n F a l l s s i g n a l strength d a t a showed t h a t TI24 was turned back on a t
T+1110.3 see. The received s i g n a l a t t h e Twin F a l l s was adequate f o r
t h e surface equipment t o produce d a t a w i t h i n one second of TIM t u r n on
time I n - f l i g h t c a l i b r a t i o n s and instrumentation d a t a i n d i c a t e that t h e
TIM subsystem resumed normal operation a f t e r TIM t u r n on. A d e s c r i p t i o n
of t h e tracking and d a t a a c q u i s i t i o n network used i n support of the ATS-1
f l i g h t i s given i n Appendix C.

The i n - f l i g h t operating period of the TLM subsystem was 1820.2 sec.

During f l i g h t operation, t h e temperatuze of t h e T&&l subsystem t r a n s m i t t e r
rose, from a l i f t o f f temperature of 85 F, t o 117 F,

Examination of t h e graph i n f i g u r e 15 (Transmitter Temperature a g a i n s t

Time) reveals t h a t t h e highest r a t e of temperature r i s e during f l i g h t
w a s approximately 0.0223 F per second. Assuming t h i s r a t e of increase
as a worst case condition, t h e t r a n s m i t t e r would have had 3578 sec of
operating t i m e before reaching i t s maximum operating temperature of 160 F.
These d a t a i n d i c a t e a lower r a t e of t r a n s m i t t e r temperature r i s e than w a s
p r e d i c t ed

The instrumentation subsystem functioned normally during t h e vehicle

flight The p e c u l i a r and standard instrumentation flown are t a b u l a t e d
i n Appendix E. Usable d a t a was obtained from a l l v e h i c l e measurements,
F l i g h t d a t a of channels 17 and 18 i n d i c a t e t h a t t h e w i r e harnesses f o r
Longitudinal Vibrometer A520 and Radial Vibrometer A524 were interchanged,
Therefore, t h e f l i g h t dynamics d a t a f o r t h e Longitudinal Vibrometer
A520 were transmitted over channel 17 i n s t e a d of channel 18, and the
d a t a for t h e R a d i a l Vibrometer A524 were t r a n s m i t t e d over channel 18
i n s t e a d of channel 17. The f l i g h t dynamic data shown i n Appendix D re-
f l e c t t h e "as flown" configuration.

The A520 and A524 vibrometers were l o c a t e d near a spacecraft separa-

t i o n pyro device. The spacecraft separation pyro shock caused both t r a n s -
ducers t o s a t u r a t e t h e i r a m p l i f i e r s , Approximately 10 sec were required
f o r t h e r e s u l t i n g 2 Hz s i n u s o i d a l t r a n s i e n t t o damp o u t , a f t e r which nor-
mal response w a s r e s t o r e d w i t h no known permanent damage incurred.
 51

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.
 52

A l l operational s i g n a l s from t h e instrumentation event monitors and

c a l i b r a t i o n signals were on time and of t h e proper magnitude.

The tracking subsystem's performance was s a t i s f a c t o r y throughout

t h e f l i g h t . The C-band beacon was turned off for 351 sec during t h e coast
period between f i r s t and second burn. Continuous interrogation was r e -
corded during t h e f i r s t period of operation, With normal i n t e r r o g a t i o n
and transponder r a t e s . The f i r s t interrogation of t h e C-band beacon,
a f t e r it was turned back on a t T+1104.3 sec, was *om t h e RIS Twin F a l l s
a t T+1235,7 sec. During t h i s second period of operation, normal i n t e r r o -
gation and transponder r a t e s indicated t h e proper operation of t h e C-band
beacon

Both f l i g h t termination receivers functioned s a t i s f a c t o r i l y during

prelaunch t e s t s and f l i g h t . The received s i g n a l strength remained w e l l
above t h e airborne receiver threshold of 2 microvolts through first burn.
A t l i f t o f f , both receivers indicated a received s i g n a l strength g r e a t e r
than 20 microvolts. Just p r i o r t o disabling t h e f l i g h t termination sub-
system a t T+544.3 sec, t h e received s i g n a l strengths were approximately
7 microvolts. These data i n d i e a t e t h a t t h e vehicle was receiving adequate
s i g n a l strength f o r t h e operation of t h e f l i g h t termination subsystem
i f termination had been requf.red.

LAUNCH OPERATIONS
Prelaunch A c t i v i t i e s

The Atlas, Agena and Spacrcraft =rived a t AFETR September 21,

October 17 and October 31, 1966, respectively. A calendar of major
a c t i v i t i e s a t ETR i s shown i n t a b l e XV. A l l prelaunch t e s t s were com-
p l e t e d s a t i s f a c t o r i l y . The s i g n i f i c a n t schedule delays and t e s t malfunc-
t i o n s which occurred during the prelaunch period were a s follows:

1. Atlas erection was delayed one day due t o misalinement

between the launcher and t h e vehicle.

2. Atlas dual propellant loading w a s attempted November 7, with

the following problems occurring:

a. A leak developed i n t h e booster engine No. 1 f u e l pump

i n l e t pressure transducer boss, n e c e s s i t a t i n g replace-
ment of t h e boss Tor0 s e a l .

b. A leak developed a t t h e a f t flange of t h e f u e l staging

valve, r e s u l t i n g i n t h e replacement of the flange Sed-.

c. The booster engine No. 2 f u e l disconnect leaked and

was replaced.
 53

TABLE XV. - PRELAUNCH ACTIVITY

Date Event

October 12, 1966 Booster ESrection

October 27, 1966 B-Fact No. 1

November 8, 1966 Booster Dual Propellant Loading (DPL) Test

November 16, 1966 B-Fact No. 2

November 23, 1966 Vehicle Systems/AGE Compatability Checks

Completed
November 28, 1966 Radio Frequency Interference (RFI) Test

November 29, 1966 J-Fact

December 1, 1966 J-Fact (Agena only)

December 2, 1966 Simulated Launch Demonstration ( SLD)

 54

Immediately after power application t o t h e Agena during

radio-frequency i n t e r f e r e n c e (RFI) t e s t i n g November 28,
high current readouts were noted i n t h e Launch Operations
Building. The excessive c u r r e n t s r e s u l t e d f'rom an e l e c t r i c a l
short caused by an AGE wiring e r r o r . A s a consequence, a
diode was damaged i n t h e Agena f l i g h t c o n t r o l junction box
which required t h e junction box t o be replaced by a spare.
Acceptability of t h e replacement junction box was v e r i f i e d
by s p e c i a l t e s t on stand.

Because of anomalies i n t h e C-band beacon d a t a obtained f'rom

the umbilical h a r d l i n e connections t o t h e Agena, t h e C-band
beacon checks during prelaunch tests and during countdown
f o r launch were performed u t i l i z i n g t h e RF "hat" coupler.
Replacement of a portion of t h e umbilical tower coaxial cable,
subsequent t o t h e launch, corrected t h e d i f f i c u l t y . The
cable was found t o have a low r e s i s t a n c e between i t s shield
and primary conductor, which r e s u l t e d i n excess s i g n a l l o s s .

Countdown and Launch

The ATS vehicle was s u c c e s s f i l l y launched on t h e f i r s t attempt. The

launch vehicle countdown was i n i t i a t e d a t T-425 min (approximately 1307
hours, EST, December 6, 1966) w i t h planned holds of 55 min at T-60 min
and 5 min a t T-7 min. The countdown was completed without unplanned holds.

L i o f occurred a t 2112:01.046 EST as i n d i c a t e d by t h e 8-inch motion

switch. ylf The 2-inch motion switch malfunctioned, and an estimated time
of 0.170 seconds between 2-inch and 8-inch motion was used throughout t h i s
r e p o r t t o a r r i v e a t a 2-inch l i f t o f f time (T-0) of 2112:00.876 EST. All
other AGE systems operated s a t i s f a c t o r i l y during countdown and l i f t o f f e

.
Per reference 6.
 APPENDIX A

SEQUENCE OF FLIGHT EVENTS

 55

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 APPENDIX B

ATLAS
TE-Y INSTKOMENTATION SCHEDULE
 59

AppEM)IX B

ATLAS TELEMETRY INSTRUMENTATION S m W

Meas
Meas. De s c r i p t ion Channel Range
-No Assignment (1) Low/High( 2,
A743T AMB TEMP AT SUS PNST PANEL 11-41 -50/55O0 F
A745T AMB TEMP AT SUS HJEL FUMP 11-45 -5O/55o0 F
D1V RSC CUTOFF' OUTPUT 5- 5 ---
D1V RSC GIJTOFF OUTFUT 15-1 0/5 VDC
D1V NO, 1 RSC m INFUT/AGC 15-3 O/lOK W

D3A RSC DESTRUCT OUTPUT 16-s 0/6 VDC

E28V MAIN DC VOLTAGE 18-1/31 20/35 VDC
E 51V 400 C Y C U AC PHASE A 18-11 105/125 VDC
E52V 400 CYCLE AC PHASE B 18-29 105/125 VAC
E53V 400 CYCLE AC PHASE C 18-41 105/125 VAC

E95v 28VDC WID POWER I N 13-15 w 3 5 VDC

~96v 115 VAC 400 TQ RF PHASE A 13-37 105/125 VAC
E151V 400 CYCLE PHASE A WAVEFORM 10 0/150 VAC
F1P LOX TANK HELIUM 15-9 0/50 P S I A
F3P RJEL TANK HELIUM 15-11 O/lOO PSIA
~ 1 1 6 ~ DP ACROSS BULKHEAD 18-13/43 0/25 PSID
F125P BOOSTER CONTROL PNEU REX3 OUT 13-21 O/lOOO PSIA
F246P BOOSTER TANK HELIUM BOTTLF: 13-55 0/3500 PSIA
~ 2 8 8 ~ START PNEUMATIC REG OUT 13-1 0/800 P S I A
~ 2 9 1 ~ SUSTAINER CONTROL HE BOTTLE 13-3 0/3500 PSIA

F247P BOOSTER TANK HE BOTTLE TEMP 11-31 -400/-250° F

G4C PULSE BEACON MAGNETRON AVERAGE 15-15 0/5 VDC
G82E RATE BEACON RF' OUTFUT 15-17 0/5 VDc
G3V PULSE BEACON AGC 15-19 0/5 VDC
G279V RATE BEACON AGC NO. 1 15-21 0/5 VDC
~ 2 8 0 ~ RATE BEACON AGC N0.2 15-13 0/5 VDC
~ 2 8 2 ~ RATE BEACON PHASE DETECTOR NO. 1 15-45 0/5 VDC
~ 2 8 7 ~ DECODER PITCH OUTPUT 15-47 0/5 VDC
G288V DECODER YAW OUTPUT 15-49 0/5 VDC
~ 2 9 6 ~ PULSE ELEACON 15 VDC POWER SUPPLY 13-9 0/5 VDC
G298V DECODER 10 VDC POWER SUPPLY 13-13 0/5 VDC
G354V RATE BEACON 25/30 VDC PWR SUP 13-11 0/5 VDC
G590V DISCRETE BINARY 1 16-33 0/5 VDC
G591V DISCRETE BINARY 2 16-35 0/5 VDc
G592V DISCRETE BINARY 4 16-37 0/5 VDC
 60

G593V DISCRETE BINARY 8 16-39 0/5 VDC

H3P BOOSTER HYD HJMP DISCHARGE PRESS 13-41 0/3500 PSIA
H33P B1 €ED ACCUIMUUTOR PRESSURE 15-31 0/3500 PSIA
H130P SUSTUNER HYD PUMP DISCH PRESS 15-33 0/3500 PSIA
H140P SUSTV
/ ERNIER HYD PRESSURE 15-35 0/3500 PSIA
H224P BOOSTER HSII) SYS WWPRESS 15-7 0/600 P S I A
~ 6 0 1 ~ SUSTASmR HYD REWm LINE 18-7/37 0/600 PSIA

M7 9A MISSILE AXIAL ACCEL FINE 7

M30X MISSILE 2-INCH MOTION ?-S
M32X CONAX VATdvE COMMAND 5-s ----
P83B BOOSTER 2 FUMP SPEED 15-41 4000/7000 RPM
P84B BOOSTER 1 SPEED 4 6000/6950 RFM

P349B SUSTMMER €IMP SPEED 3 9.9/11.2 KPM

P529D SUSTA%NE3?MAIN LOX VALVE 13-43 O/9O Deg.
P830D SUSTAINER FUEL VALVE POSITION 13-35 0/30 Deg.
P1P BOOSTER 1 LOX RJI" INLET PRESS 18-9 0/150 PSIA
P2P BOOSTER 1 FUEL HJMP INLET PRESS 13-31 0/100 PSIA

P ~ P SUSTAINER THRUST CHAMBER PRESS 18-3/33 O/lOOO PSIA

~ 2 6 ~ BOOSTER LOX REG REFERENCE 13-17 500/1000 PSIA
P27P VERNIER FUEL TANK PRESS 13-39 O/lOOO PSIA
~ 2 8 ~ VERNTER 1 THRUST CWMJ3ER PRESS 18-15 0/400 PSIA
p29p VERNIER 2 THRUST XAMf3ER PRESS 18-17 0/400 PSIA

P30P VERNXER LOX TANK PRESSURE 13-53 O/lOOO PSIA

P47P VERNIER 1 LOX 'INLET PRESS 13-45 0/600 PSIA
P49P VERNIER 1 EUEL INIEI! PRESS 13-49 0/600 PSIA
P55P SUSTAINEX FUEL PUMP INLET PRESS 13-5 0/100 PSIA
~ 5 6 ~ SUSTAUER LOX FUMP INLET PRESS 18-5 0/150 PSIA

P59P BOOSTER 2 "RUST CHAMBER PRESS 18-19 0/800 P S I A

P6OP BOOSTER 1 THRUST CHAMBER PRESS 18-21 0/800 PSIA
PlOOP B GAS GEN COMBUSTHON CHM PRESS 15-51 0/600 PSIA
P33OP \SUSTASMER FUEL HJMP DISCH PRESS 15-55 0/1500 PSIA
P339P SUSTASIUER GAS G E " 0 R DISCH PRESS 18- 55 0/800 PSIA

P344P SUSTUNER Lx>X REG REFERENCE 13-19 500/1000 PSIA

P15T ENG COMPARTMENT A I R TEMP 11-35 -50/5p F
P16T ENGINE COMP COMPONENT TESIP 11-55 0/400 F
P117T BOOSTER 2 WEL FUMP I N L E T 11-53 O/lOOo F
p53m SUS LOX HJMP I N " TEMP 11-1 -300/-270° F

P671T THST SECT AMB TEMP QUAD 4 11-15 -50/550° F

P77x VERNIER CUTOFF RELAY 8-S ----
P347x SYST CUTOFF RELAY 8-S
~ 6 1 6 ~ BOOSTER FLIGHT LOCXlN 16-19
s6m ROLL DISPL GYRO SIGNAL 15-29
 61

~ 6 2 ~ PITCH DISPL GYRO SIGNAL 15- 37 -3/3 Dego

S63D YAW DISPL GYRO SIGNAL 15-39 -3/3 Deg.
S252D BOOSTER 1 YAW ROLL 16-15 -6/6 Deg.
S253D BOOSTER 2 YAW ROLL 16-55 -6/6 Dg.
S254D B o o s m 1 PITCH 7 -6/6 Deg.
s255D BOOSTER 2 FTTCH 16-1 -6/6 Deg,
S256D SUSTMMER YAW 16-41 -414 Deg,
s25"ID S U s T m p%m 16-45 -4/4 Deg.
~ 2 5 8 ~ VERNIER 1 €!ITCH ROLL 16-3 -70/70 Deg.
S259D lER"ER 2 PITCH ROLL 16-5 -10/70 Deg,

~ 2 6 0 ~ '6rERMIER 1 YAW 16-7

s26m VICRN&ER 2 YAW 16-9
s52R ROLL RATE GYRO SIGNAL 9
S53R PITCH RATE GYRO SIGNAL 8
S54R YAW W E GYRO SIGNAL 5
Sl90V PITCH GYRO TORQUE AMPLIFIER 15-43
S209V PROGRAMMER 28 VDC TEST
s236x BOOSTEB (4"uTOlT DISCRETE
6
9-S -___VDC
20/35

S24U SUSTAINER GUTOFF DISCRETE 9-s

524% VEBNIER CUTOFF DISCRETE 9-S --__
S248x RELEASE PAYW ' AD DIS@RETE 9-S - 0 - 0

S290X PRWRAMMER OUTFUT/S PARE/mOSTER

JETTISON/~ABLE DISCRETES 16-29 0/28 VDC

S291x PROGRAMMER OUTHJT/BECO/SECO/VECO 16-31 0/28 VDC

s359x BOOSTER STAGING BACKUP 54 ----
s384x SPIN MOTOR TEST OUTPUT 15-5 0/5 VDC
UlOlA AXIAL AC@EIPERA!PION 12 0/10 G
U80P LQX TANK HEAD PRESS 16-11 0/5 VIX;"

u81p FUEZ TANK HEAD PRESS 16-13 0/2.5 B I D

u112v ACOUSTPCA COUNTER OUTPUT 15-23/53 0/5 VDC
Ull3V ACOUSTICA VALVE POSITION FEEDBACK 13-33 0/5 VDC
U132V ACOUSTIICA STATION COUNTER OUTRJT 13-7 0/5 VDC
U134V ACOUSTPCA TEME SHARED OSCILLATOR
0UTKl"r 18-23/53 0/5 VDC

U13Y ACOUSTICA SENSOR SIGN& 18-39 0/5 VDC

u60y ACOUSTICA T%ME SHARED INTEGRATOR
SWITCH 18-35 0/5 VD@
Y44P INTERSTAGE ADA€TER PRESS 13-23 0/15 PSI6
Y4 5T INTERSTAGE ADA€TER TEMP 11-5 -200/200 F
Y4U START D TEMER 5-43 -_--
(1)The f i r s t number i n d i c a t e s t h e I R I G subcarrier channel used, The second
number i n d i c a t e s t h e commutated p o s i t i o n f o r the measurement. I f no
second number is indicated, the channel was used continuously f o r t h e
designated transducer
(2) Items l e f t blank are determined from a s t e p increase i n voltage.
 APPENDIX C

airs-1 TFUCXING AND DATA ACQUISITION

 ATS-1 TRACKING AND DATA ACQUISITION

The launch vehicle t r a j e c t o r y , as projected on a world map, i s shown

i n figure C-1. The Eastern Test Range uprange s t a t i o n s a t Cape Kennedy,
Grand Bahama Island, Grand Turk I s l a n d , and Antigua provided tracking and
telemetry data. The downrange s t a t i o n s supporting t h i s mission were
Ascension, P r e t o r i a , and t h e Range instrumentation ship "Twin F a l l s . "

Telemetry Data

Telemetry s i g n a l s from t h e Atlas/Agena launch vehicle were recorded

on magnetic tape during all engine operations, Agena maneuvers, and space-
craft separation. Red-time monitoring of s p e c i f i c Atlas and Agena para-
meters was required f o r v e r i f i c a t i o n o f s i g n i f i c a n t f l i g h t events. The
submarine cable linking the uprange s t a t i o n s permitted real-time monitoring
a t Cape Kennedy o f vehicle telemetered s i g n a l s through Agena first burn
cutoff. The subsequent f l i g h t events were monitored by t h e downrange
s t a t i o n s , and the time of occurrence reported back t o Cape Kennedy i n "near"
r e a l time by s i n g l e s i d e band r a d i o l i n k . The d a t a recorded on magnetic
tape w a s used f o r post f l i g h t analysis o f t h e vehicle performance. Figure
C-2 shows t h e s p e c i f i c telemetry coverage provided by t h e Eastern Test
Range s t a t i o n s .

Radar Data

C-band radar metric data (time, elevation, azimuth, and range) were
required f o r real-time operation and post f l i g h t analysis. Real-time radar
d a t a were used f o r monitoring t h e launch vehicle f l i g h t performance f o r
s a f e t y purposes, and t o a s s i s t t h e downrange s t a t i o n s i n acquiring t r a c k
of t h e vehicle. These data were also used f o r computation of parking
o r b i t elements and i n j e c t i o n conditions a t Agena first burn c u t o f f , and
f o r t r a n s f e r o r b i t a l elements and i n j e c t i o n conditions a t Agena second
burn c u t o f f . The radar coverage provided by t h e Eastern Test Range s t a t i o n s
i s presented i n f i g u r e C-3.
 64

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 APPENDIX D

V E H I C U FLIGHT DYNAMICS
 65

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 67

VEHICLE FLIGHT DYNAMICS

Flight dynamic data f o r t h e ATS-1 Agena were obtained from t h r e e

accelerometers i n s t a l l e d i n t h e Agena forward equipment section, and two
vibration transducers on t h e spacecraft adapter. Instrumentation l o c a t i o n
and c h a r a c t e r i s t i c s are shown i n figure D-1. A l l instruments performed
s a t i s f a c t o r i l y throughout the f l i g h t .

The f l i g h t d a t a on Channels 17 and 18 i n d i c a t e t h a t t h e wire harnesses

f o r Longitudinal Vibrometer A520 and Radial Vibrometer A524 were i n t e r -
changed. Therefore, t h e f l i g h t dynamic d a t a f o r t h e Longitudinal Vibro-
meter A520 were transmitted over Channel17 instead of Channel 18, and t h e
Radial Vibrometer A524 d a t a were transmitted over Channel 18 instead of
Channel 17. The presentation of t h e f l i g h t d a t a herein r e f l e c t s t h e "as
flown" configuration e

The following t a b l e presents t h e a c t u a l f l i g h t times of events during

which s i g n i f i c a n t dynamic disturbances were recorded:

-
Event Time After L i f t o f f (seconds)

Liftoff 0
T r an soni c 39- 59
Booster Engine Cutoff (BECO) 129.1
Sustainer Engine Cutoff (SECO) 293 0
J e t t i s o n Horizon Sensor Fairing 312 9

Atlas/&ena Separation 315 1 0

F i r s t Burn 90%T h r u s t Bufld-up 360.4

Nose Shroud Separation 369 3
Agena F i r s t Cutoff
Agena Second Burn 90% Thrust Build-up
521 7
1171 4
-
Agena Second Cutoff 1248.7

The dynamic environment recorded by a l l f i v e instruments f o r each one

of t h e s e events i s shown i n figures D-2 through D-12.

The measured f l i g h t environment d i d not show any unexpected e x c i t a t i o n ,

and t h e experienced shock l e v e l s were within expected ranges. A summary of
t h e measurements is presented i n t a b l e XII. An event of i n t e r e s t i s BECO.
During BECO, t r a n s i e n t o s c i l l a t i o n s of 0.5g ( zero t o peak) a t 120-130
cps ( s e e Channels 9 and 11 i n f i g . D-4) were observed on t h e t a n g e n t i a l accel-
erometers. Since these accelerometers were not phase c a l i b r a t e d , no d e f i n i t e
conclusions can be drawn concerning t o r s i o n a l motion during t h i s t r a n s i e n t .
Data from previous f l i g h t s i n d i c a t e t h a t t h i s o s c i l l a t i o n i s t o r s i o n a l i n
nature. A longitudinal o s c i l l a t i o n o f O.5g a t 12 cps was a l s o recorded during
BECO. This i n d i c a t e s t h a t t h e vehicle's f i r s t longitudinal. mode was excited.
 68

Measurement Frequency Transducer

Ch anne 1 Description Range Orientation
8 Longitudinal A9 @ St. 247 - 4 to i12g X Dir., I1 Quad
Acceleration CPS.
9 Tangential A4 @ St. 247 0-110 Z Dir., I Quad
Acceleration
11 Tangential Z Dir., 111 Quad
Ac celera t ion
17 Axial
Vibration
AS20 @ St. 223 To 20 cps
2 KC
-+20 g -+ X, + Y Axis

18 Radial A524 (3 St. 223 To 20 cps +20 g +Y, +Y Axis

Vibration 1.5 KC

L$"
-Z -2

A524

A520

+Z
4-2
SECTION A-A SECTICN B-R
STATION 223 STATION 247

FLIGHT INSTEUMENTATION

FIGURE D-1
 69

CHANNEL 8
LONG IT U DINA L AC C E 1,Eli OM E T E rl

CHANNEL 9
TANG ENTIA L AC'C F: L E R OM E T ER
c

CHANNEL 11
TANGENTIAL ACCELEROMETER

C H A N N E L 18
RADIAL VIBROMETER

CHANNEL 17
LONGITUDINAL VIBROMETER

-c
RELEASE
0.1 {-,
SL'C.

LIFTOFF
FIGURE D-2
 70

0 ,CHANNEL 8
v
LONGITUDINAL ACCELEROMETER
z
s?
F
2W
I4
W
0
u
c
A

c3
v CHANNEL 9
z TANGENTJAL A C C E L E R O M E T E R
s?
F
c
e;
W
cl
w
u
2 L -10

+ 2 0
CHANNEL 18
RADIAL VIBROMETER

- 2 0

1 CHANNEL 17
LONGITUDINAL V IBR OME TER

I
20 -
- k
1+49.2
0.1 sec.
1-'

TRANSONIC
FIGURE D-3
 71

CHANNEL 8
LONGITUDINAl, -4CCELEROMETER

I
CHANNEL 9
TANGENTIAL ACCELEROMETER

,+lo

-10
=+20

-
- - . -

CHANNEL 17
LONGITUDINAL VIEjROMETER
_____ _____ - ___

BECO +0.2 sec.

BOOSTER ENGINE CUTOFF

FIGURE D-4
 72

-A
1
(CHANNEL 8
LONGITUDINAL ACC E LER OM E T E R

CHANNEL 9
TANGENTJAL ACCELEROMETER

,CHANNEL 11
TANGENTIAL ACCELEROMETER

,CHANNEL 18
RADIAL VIBROMETER

,CHANNEL 17
LONGITUDINAL VIBROMETER

0.1 d sec.
- -
D3.0

SUSTAINER ENGINE C U T O F F
FIGURE D-5
 73

-- 4 CHANNEL 8
LONGITUDINAL ACCELEROMETER

+ 1 2

CHANNEL 9
TANGENTJAL ACCELEROMETER

a/
;
I

CH/W”NL 11
TANGENTIAL ACCELEROMETER

--10
CHANNEL 18
RADIAL VIBROMETER

CHANNEL 17

/jlqY
LONGITUDINAL VIBROMETER

- 2 0
4 0.1 sec.
T +3i2.9

HORIZON SENSOR FAIRING JETTISON

FIGURE D-6
 74

CHANNEL 8
LONGITUDINAL ACCELEROMETER

' CHANNEL 9
TANG ENTIA L AC C E LE R OM E TE R

CHANNEL 11
TANGENTIAL ACCELEROMETER

- -- - . ----
CHANNEL18
i RADIAL VIBROMETER

I. CHANNEL 17

L
_c

1+315.1 0.1 s e c .

ATLAS/AGENA SEPARATION
FIGURE D-7
 75

r+"

c3
v

0
Y

SHROUD SEPARATION
FIGURE D-8
 76

-- 4

I -
__
-- ~- -

--
_ _
1 CTANGENTIAL
H A ~ E L ~

1CHA~ELII
ACCELEROMETER

TANGENTIAL ACCELEROMETER

r
--lo

~ 1 RADIAL VIBROMETER
I

I - 2 0

-.-- - -1 I
CHANNEL 17
.
1
- . ..
LONGITUDINAL VDROMETER
-t --
,

-C d- .
0.1 sec.
T+ 521.1

AGENA FIRST BURN CUTOFF

FIGURE D-9
 - . 1 CHANNEL 9
' TANGENTIAL ACCELEROMETER

CHANNEL 11
I
I ~
1

' TANGENTIAL ACCELEROMETER

i-

- I C H ~ N N E 18
L
RADIAL VIBROMETER

-+ 20
ICHANNEL 17
LONGITUDINAL VIBROMETER

- 2 0

C o . 1 sec.
T+1171.4

AGENA SECOND BURN IGNITION

FIGURE D-10
 78

i CHANNEL 8
' LONGITUDINAL ACCELEROMETER

. ' CHANNEL 9
TANGENTIAL ACCELEROMETER

CHANNEL 11
1 TANGENTIAL ACCELEROMETER

CHANNEL 18
RADIAL VIBROMETER

1 . - t

CHANNEL 17
1 LONGITUDINAL VIBROMETER

AGENA SECOND BURN CUTOFF

FIGURE D-11
,

APPENDIX E

AGENA
TELEMECTRY INSTRUMENTATION SCHEDULE
 79

APpEM>IX E
AGENA
TELEMJ?,TRY INSTRUMENTATION SCHEDULE

Meas Description Channel

e
A5
Tangential Accelerometer
Tangential Accelerometer
Assignment
9
11
A9 Longitudinal Accelerometer 8
A52 Shroud Separation 15-44
~ 2 2 6 Shroud Inside Temperature 16-31 32/500° F

A227 Shroud Inside Temperature 16-33 32/500° F

A519 Shroud Cavity Pressure 16-12/23/34 -5/5 PSID
~ 5 2 0 S/C Adapter Longitudinal Vibration -20/20 G
A524 S/C Adapter Radial Vibration
B1 Fuel Pump I n l e t Pressure 15-17
B2 Oxidizer Pump I n l e t Pressure
Bl1 Oxidizer Venturi I n l e t Pressure 15-17 pigZO%:A
B12 Fuel Venturi I n l e t Pressure o 1500 PSIA
B13 Switch Group Z
3331 Fuel Pump I n l e t Temperature 15-6 O/lOOo F

B32 Oxidizer Pump I l e t Temperature 15-8 O/lOOo F

B35 Turbine Speed( 3 7
Bgl
CL
c3
Combustion Chamber Pressure No. 3
28 VDC Unregulated Supply
+28 VDC Regulator (C&C)
15-4/34
16-40
15-12
y'
475 550 PSIG
22 30 VDC
22/30 VDC

c4 28 VDC Unregulated Current 16-13/44 0/100 AMP

c5 -28 VDC Regulator (G&C) 15-30 -30/-22 VDC
c21 400 cps, 3Q; I n v e r t e r Temperature 15-14
C31 400 cps, 3Q; Busph. AB 15-18
C32 400 cps, 3Q; BusPh. BC 15-20 90/128 VAC

C38 S t r u c t u r e Current Monitor

C141 Pyre Bus Voltage
D14 Guidance and Control Monitor 16-27
D41 Horizon Sensor Pitch 16-45 -5/5 DEG
D42 Horizon Sensor R o l l 16-46 -5/5 DEG
~ 4 6 Gas Valve Cluster Temperature 1 15-39
D47 Gas Valve Cluster Temperature 1 15-36
D51 Yaw Torque Rate (Ascent Mode) 16-38
D51 Yaw Torque Rate ( O r b i t a l Mode) 16-38
D54 Horizon Sensor Head Temperature (RH) 15-47
Meas Description Channel ( 1) Measuremttj Range
No
P
e Assignment Low/High
D55 Horizon Sensor Head Temperature (W) 15-46 -50/200° F
D59 Control Gas Supply Pressure (high) 16-47 0/4000 PSIA
960 Hydraulic O i l Pressure 15-21 0/4000 PSIA
D66 R o l l Torque Rate 1-6-41 -50/50 D/MLN
-!,'/I r),'I'lLV
D68 Pitch Actuator P o s i t i o n 15-3 -2.5/2.5 DEG
D69 Yaw Actuator Position 15-24
D70 Control Gas Supply Temperature 15-42
D72 Pitch Gyro Output 16-36 -1O/lO DEG
-5/5 DEG
D73 Pitch Torque Rate (Ascent Mode) 16-35 - 200/200 D/MIN
D7 .? P i t c h Torque Rate ( O r b i t a l Mode) 16-35 -io/io D/MIN
I 74 Yaw Gyro Output 16-39 -10/10 DEG
.-,'/5 DEG
1)75 Roll Gyro Output 16- 42 -10/10 DEG
-5/5 DEG
D83 Velocity Meter Acceleration 14 Binary Code
1186 Velocity Meter Cutoff Switch 16-28
D88 Velocity Meter Counter 14 Binary Code

~ 1 2 9 IRP I n t e r n a l Case Temperature 15- 54 0/155' F

D149 Gas Valves 1 through 6 Current 7 ( 5)
H47 Beacon Receiver FBF 15-27 0/1600 PPS
~ 4 8 Beacon Transmitter PRF 15-28 0/1600 PPS
WlOl Safe-Arm-Fire Destruct No. 1 16-2
~ 1 0 3 Safe-Arm-Fire Destruct No. 2 16-4
H204 DC/DC Converter NO. 1 15-50 22/30 P
C
~ 2 1 8 Telemetry Transmitter Temperature 16-49 50/170 F
H3 54 Destruct Receiver N o . 1 Signal Level 16-6 0/40 UV
H364 Destruct Receiver No. 2 Signal Level 16-8 0/40 UV

-
N.B.

(1)The f i r s t number i n d i c a t e s t h e I R I G s u b c a r r i e r channel used. The second num-

b e r i n d i c a t e s t h e commutated p o s i t i o n f o r t h e measurement. If no second num-
b e r i s indicated, t h e channel was used continuously f o r t h e designated
transducer.

( 2 ) P r e f l i g h t plan had intended channels 17 and 18 t o be switched from those

shown here; however, f l i g h t d a t a i n d i c a t e s t h a t A524 w a s transmitted over
Channel 18 and A520 was transmitted over Channel 17.

( 3 ) The turbine speed s i g n a l does not u t i l i z e a s u b c a r r i e r channel, b u t d i r e c t l y

modulates the t r a n s m i t t e r during engine operation.
(4) Items l e f t blank are determined from a s t e p change i n voltage.
( 5 ) A unique voltage l e v e l i s associated with ?my one or combination of gas j e t
activity .
APPENDIX F

ABBFWIATIONS
 81

APPENDIX F

ABBREVIATIONS
ac a l t e r n a t i n g current
Ac c accelerometer
B-F c t booster f l i g h t acceptanc composite t e s t
Cape Cape Kennedy
cu ft cubic foot ( f e e t )

db decibel
dbm decibels referenced t o a one m i l l i w a t t power load
dc d i r e c t current
deg degree
deg/min degree per minute

deg/ sec degree per second

EST Eastern Standard Time
0
F degrees Fahrenheit
FM frequency modulation
fps feet per second

ft foot ( f e e t )
Q acceleration equal t o 32 feet per second per second
G&C guidance and c o n t r o l
H/S horizon sensor
Hz Hertz (cycle per second)

in inch (inches)
IRIG Interrange Instrumentation Group
J-Fact j.oint f l i g h t acceptance composite t e s t
kc kilocycles
lb pound

LeRC Lewis Research Center

LOX l i q u i d oxygen
max. maximum
mHZ mega h e r t z
MILA Merrit I s l a n d Launch Area

min minute (minutes)

min minimum
ox oxygen
0-P zero t o peak
PAM pulse amplitude modification
 82

PIV propellant i s o l a t i o n valve

PPS pulses per second
P&R p i t c h and r o l l
P&Y p i t c h and yaw
psi pounds per square inch

psia pounds per square inch absolute

psid pounds per square inch d i f f e r e n t i a l
psfg pounds per square inch gauge
QUAD quadrant
RF radio frequency

rms root mean square

rPm revolutions per minute
rPs revolutions per second
see second ( seconds)
SEP Atlas/Agena separation

STA e st a tion
stg staging
T time of l i f t - o f f ( 2 inch motion)
T&C tracking and communication
USAF United S t a t e s A i r Force

UV microvolts
V volts
Vac voltage a l t e r n a t i n g current
Vdc voltage d i r e c t current
VKF very high frequency

V/M velocity meter

 83
S t a f f o f LeRC

REFERENCES

1. "NASA Agena D Mission Capabilities and R e s t r a i n t s Catalog", NASA

Technical Memorandum, NASA TMX-52146 Volume 11, NASA Washington,
D. C . , 1965.

2. "Applications Technology S a t e l l i t e , ATS-B, Agena Vehicle 6151,

Flight Performance Evaluation and Analysis Report," Lockheed
Missiles and Space Company ( M C ) a t Sunnyvale, California,
20 January 1967, W C A852906. ( C l a s s i f i e d Document-Title
Unclassified)

3. "Final Flight Test Data, Radar Coordinate System No. 1, AFETR

Test No. 8267, ATS (Atlas/Agena) Missile No. B y OD Item
Number 9*2.1.3 -
1," Radio C o r p r a t i o n of America at AF'ETR.

4. "Flight Test Report, Mod I11 Guidance System, Launch Vehicle

SLV-3-5101, Range Test No. 8267, Applications Technology
S a t e l l i t e - B , '' General E l e c t r i c Company and Burroughs Corporation
a t AEXTRo