TMX

53107

GO#GC _
HUNTSVILLE, AL,48AMA

THE MERCURY- REDSTONE PROJECT

N67-37935
(ACCESSlO]_ NUMBER) (THI_U)

o
._ (NASA CR

,_?_
(PAGES) ORI TMX On A;_ NUMBIEr/)

/
(CATEGORy)

SATURN/APOLLO

SYSTEMS

OFFICE

National

Aeronautics

and

Space

Administration

MSFC

Focm

454

(Revised

September

1961)

THE

MERCURY-REDSTONE

PROJECT

December

1964

SATURN/APOLLO SYSTEMS OFFICE GEORGE C. MARSHALL SPACE FLIGHT CENTER NATIONAL AERONAUTICS AND SPACE ADMINISTRATION HUNTSVILLE, ALABAMA

FOR

E WOR

The

purpose but

of this report complete

was

to collect, the

into a single program

volume, for the the

concise United ficance launch

history'of

development vehicle and and

States'

first manned

launch

to identify

signimanned

of this program vehicles.

for the

design

operation

of future

The

report

was

prepared Company Marshall

by

the Apollo for the Space

Support

Department Systems NASA, has

of the Office

General of the Alabama. from cluded

Electric George The C.

SATURN/Apollo Flight Center,

Huntsville, been obtained are in-

information of a large

contained number and

in the

report reports,

reviews in the who

of project personal

which with

Bibliography, were part

interviews

technical team. launch Some ve-

personnel of the hicle Flight poration major were

of the MERCURY-REDSTONE to the MERCURY-REDSTONE Agency, of North

contributors the Army and

Ballistic Space Task

Missile Group Division

the Marshall Chrysler American

Space CorInc.

Center and

(both of NASA),

the Rocketdyne

Aviation,

The

report

was

prepared

by

the following

General

Electric

personnel:

F.

E.

Miller,

Engineer

J.

L.

Cassidy,

Engineer

J.

C.

Leveye,

Technical

Writer

R.

I. Johnson,

Project

Leader

The

project

was

directed

by:

Dr.

J.

P.

Kuettner,

Deputy

Director,

SATURN/Apollo

Systems Project)

Office,

MSFC

(formerly

Director,

Mercury-Redstone

ii

TABLE

OF

CONTENTS

Title SECTION SECTION SECTION 1 2 3 S_iRY INTRODUCTION D_RCURY-REDSTONE 3.1 3.2 3.3 SECTION 4 VEHICLE 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 SECTION 5 Mission Flight Mission MISSION Objectives Trajectory Profile and Sequence of Events

Page

3-1 3-3 3-5

DESCRIPTION Introduction Structure Propulsion System Network Telemetry, (Destruct) and Television System Control System Electrical Power Communications, Fuel Dispersion 4-1 4-1 4-7 4-12 4-32 4-34 4-39 4-39 4-44

Initial Design Changes Later Modifications

MAN- RATI NG 5.1 5.2 5.3 Introduction Automatic Reliability TEST Inflight Program PROGRAM 6-1 6-1 Tests Vibrations Development 6-11 6-17 6-22 Abort Sensing System 5-1 5-1 5-31

SECTION

DEVELOPMENT 6.1 6.2 6.3 6.4 6.5

Introduction Vehicle Special Mass Booster AND Test Program Reliability of Recovery LAUNCH

Dampening

Inflight System

SECTION

- CHECKOUT 7.1 7.2 7.3 7.4 7.5 7.6

OPERATIONS 7-1 and Countdown 7-6 7-35 7-42 Facilities Aspects and Displays 7-44 7-73

Prelaunch Preparation Launch Organization Emergency Range Special Egress Launch Safety

Operations

Meteorological TEST PI_,OGRT@i

SECTION

- FLIGHT $.] g.2 g.3 8.4

Introduction Development Manned Operational TO Flights Changes _%_D Resulting.from LAUNCH VEHICLES Flight Testing Flights

8-i E-2 8-1.8 2-26

SECTION

- CONTRIBUTIONS 9.1 9.2 9.3 9_4 9.5 9.6

Introduction Man-Rating Design Testing Operations Conclusion

9-1 9-1 9-5 9-7 9-8 9-6 iii

SECTION

I0

- REFERENCES

LIST

OF

ILLUSTRATIONS

Title

1-1

The REDSTONE, Launch Vehicles Dynamic Velocity Pressure During

JUPITER-C,

and MERCURY-REDSTONE 1-4

3-1 3-2 3-3 3-4 3-5 4-1 4-2 4-3 4-4 4-5 4-6 4-7 4-8 4-9 4-10 4-11

During

Boost,

MR-4

Mission

3-3 3-4

Boost,

MR-4

Mission MR-4 Mission

Axial Acceleration Typical Block Booster Exploded A-7

versus

Time,

3-4 3-6

Flight Profile,

MERCURY-REDSTONE Mission Sequence

Diagram Units View

of MERCURY-REDSTONE

3-8 4-2

of Launch

Vehicle

Structure

4-3 4-8

Rocket

Engine Diagram Diagram

Engine Engine

Starting Sequence Cutoff Sequence System Control

4-10 4-11 4-13

Pneumatic Details

of Booster

System

4-14 4-16 4-17

Mechanics Pulse

of Tilting Program for Tilting LEV-3 Stabilizer System and Center of Pressure

Program

MERCURY-REDSTONE MERCURY-REDSTONE Location During MERCURY-REDSTONE T = 80 Seconds MERCURY-REDSTONE Station T --60 Seconds

4-18

Time

Center of Gravity of Flight Flight Bending

4-22 Distribution 4-23

4-12

Moment

4-13

Relative Free-Free Velocity

Amplitude Lateral versus

versus Bending

Missile Modes 4-24 4-25 Natural 4-26

4-14 4-15

Maximum

Design

Wind

Altitude Bending

MERCURY-REDSTONE Frequency versus MERCURY-REDSTONE Frequency versus MERCURY-REDSTONE

Free-Free Flight Time Free-Free Flight Time Comparison

Lateral

4-16

Longitudinal

Natural 4-27

4-17 4-18

of Angle on Vehicle

of Attack Angle

versus

Time

4-28

Effects of Pitch and Yaw Hardover (As a function of flight time. ) MERCURY-REDSTONE Vehicle Attitude Angle

of Attack 4-29

4-19

Effects of Yaw

and

Pitch Hardover

on 4-30

(As a function of flight time. )

iv

L}ST OF

ILLUSTRATIONS

(CONT.)

Figure

Title

4-20 4-21 4-22 4-23 4-24 4-25 5-1

MERCURY-REDSTONE Flight Time (Worst Electrical Antenna Fuel Power Locations

Effect Case) Distribution

of Roll

Hardover

at 8Q Second 4-31 4-33 4-36

Dispersion

(Destruct)

System Compound in Instrument Liftoff Automatic Inflight Compartment

4-40 4-46

Installation and Adapter Ground Block Abort Thrust Strap

of Dampening Section Function just

After

4-47 5-3 5-8

Diagram Sensing Buildup

of MERCURY-REDSTONE System

Abort Responsibility MERCURY-REDSTONE 5-4 5-5 5-6 5-7 5-8 5-9 5-10 5-11 5-12 5-13 5-14 5-15 5-16 6-1! 6-2 6-3 6-4 6-5 6-6 6-7 6-8 MERCURY-REDSTONE Off-the-Pad Abort Preflight Inflight Attitude Attitude Attitude Attitude Attitude Control Chamber After Abort Liftoff

Assignments Mission Booster

versus Flight

Time

for

Manned 5-11 5-12 5-13

up to Normal Schematic Schematic Block Circuit

Engine

Cutoff

5-14 5-15 5-16 5-20 5-22 5-24

Abort Abort Error Error Rate Rate Rate Voltage Pressure

Network Network Sensor Sensor Switch Switch Switch Block

Diagram Diagram

Diagram

Diagram

5-26 5-27

Circuit Electrical Schematic

Detector Sensor

5-29 5-31

MERCURY-REDSTONE MERCURY-REDSTONE Flight Vertical Aft Section Location General General Environment Test Fixtures Summary

Manned System of Thrust

Flight Test Unit

Awareness Flow Diagram

Stamp

5-41 6-2 6-12 6-13 6-14

Test

of Instrument Characteristics Characteristics Vibration

Compartment of Vibration of Vibration Spectra for

Vibration Measurements Measurements

Transducers (901) (906) Vehicles

6-19 6-20 6-21 6-22

Longitudinal

ME RCURY-REDSTONE

LIST OF

ILLUSTRATIONS

(CONT.)

Figure
6-9 6-10 6-11 6-12 6-13 6-14

Title

MERCURY-REDSTONE Deceleration Release Recovery Water Booster Parachute of Deceleration Parachutes Impact Recovery Package

Flight Unreefed

Sequence

6-25 6-26

Parachute

and

Deployment

of Final 6-27 6-28 6-32

Penetration Fit of Sine Accelerations Drop Test Launch

in Inches Curve Measured

versus

Time

in Seconds

Showing

Close 6-35

6-15

Vertically Scheduling Launch Countdown

on MERCURY-REDSTONE 6-36 7-3 Organization Status 7-6 7-12 7-37 7-39 Location Complex for 56, Canaveral VLF 56 56 Pad 5 7-41 7-45 7-47 7-48 7-49 Structure, VLF 56 7-51 7-55 Measuring Panels, 56 Panels, Blockhouse 56 Panel, Blockhouse 56 56 7-56 7-57 7-59 7-60 7-62 56 7-63 7-65 High Frequency 30.3 7-66 8-4 8-8 Toward end of 8-12

7-1 7-2 7-3 7-4 7-5 7-6

Site Checkout

MERCURY-REDSTONE Bar Chart on Vehicle Egress (Cherry

Emergency Mobile Tower

Time

Study Picker) Equipment Launches, 5, VLF 56,

Diagram of Emergency MERCURY-REDSTONE Service White Design Remote Auxiliary Inverter Structure, Room Pad

7-7 7-8 7-9 7-10 7-11 7-12 7-13 7-14 7-15 7-16 7-17 7-18 7-19 7-20 8-1 8-2 8-3

Cape

on Level

3, Service Service Blockhouse Room, 56 and

Structure, Structure, 56 Service

of Blast Control

Deflector, Panel,

VLF

Platform, Panel,

White Blockhouse

Environmental Propulsion Over-all Generator Autopilot Test Capsule Recovery and Test and Rack,

Control Auxiliary Panel, Auxiliary

Panel

Propulsion

Blockhouse

Blockhouse Network 56

Blockhouse Console, Network Rescue

Conductor's Radio and

Blockhouse - UHF

Radio MR-1

Network, During

MERCURY-REDSTONE Liftoff

Parachute

Deployment

of MERCURY-REDSTONE

MR-1A

Second Bending Mode MR-1A Flight

Oscillations in Yaw

vi

LIST OF

ILLUSTRATIONS

(CONT.)

Fibre
Liftoff of MERCURY-REDSTONE MR-3 MR-3 MR-3 MR-3

Title

pa e
8-19 Configuration 8-20 8-22 Track and Profile Flight Profile 8-22 8-22 8-24 8-27

MR-3 Capsule Flight Ground

MERCURY-REDSTONE (Capsule No. 7) 8-6 8-7 8-8 8-9 8-10 8-11 8-12 MERCURY-REDSTONE MERCURY-REDSTONE MERCURY-REDSTONE Liftoff Flight

Acceleration MR-4

of MERCURY-REDSTONE Profile for Time MR-4 History Operations for

Acceleration Chart

MR-4

Flight

8-27 8-27

of Recovery

vii

LIST

OF TABLES

Table

Title

3-1 4-1 4-2 5-1 5-2 5-3

MERCURY-REDSTONE Electrical Power Supplies

Mission

Sequence

of Events

3-7 4-32

MERCURY-REDSTONE Flight Failure Analysis

Booster

Flight

Telemetry Propulsion

Measurements System

4-37 5-5 5-6

of REDSTONE Abort Angles Parameters and Rates

MERCURY-REDSTONE REDSTONE Attitude Ballistic Trajectory

During

a Normal 5-7 Rate 5-34 5-34

5-4

Abort Sensing System Reliability Switches, Attitude Error Sensors, Abort Sensing System Reliability Chamber Pressure Sensors MERCURY-REDSTONE MERCURY-REDSTONE Evaluation Sound of Flight Data During Test Results Measurements Mission Reliability Reliability

Test Plan A for Attitude and Voltage Detectors Test Plan B for - A - B Combustion

5-5

5-6 5-7 5-8 6-1 6-2 6-3 6-4 7-1 8-1 8-2 8-3 8-4

Prediction Prediction

5-36 5-36 Components 5-38 6-4 6-16 6-17 6-19

on MERCURY-REDSTONE Static Firing

and Vibration System Test

Propulsion Tail Flight Section

Results

Vibration

MERCURY-REDSTONE Summary MR-1 of the

Rules

and Scrub Flight

Priority Test Program

List

7-8 8-1 8-6

MERCURY-REDSTONE of Events Priority Parameters List for

Sequence

MERCURY-REDSTONE Comparison of Flight

of Weak MR-3

Spots and MR-4 Spacecraft

8-15 8-25

viii

SECTION SUMMARY

1.1 This

GENERAL report presents Project three a brief - the years but complete States' the last development first flight manned history launch of the vehicle. the MERCURYAt this time,

REDSTONE approximately Project solutions those has

United after

of the vehicle, launch to the

MERCURY-REDSTONE in that presently it developed in use must still or be

a continuing

significance which are still

for manned applicable Such

vehicles systems

to problems for each later

planned for

development. system: ready for

questions

as the

following

answered

new manned

When

is a vehicle

manned in the

flight? event of a failure ? efforts on relia-

How do we save How do we instill bility and safety

the astronaut an awareness to each for

of the

significance in the safety integrate points

of their program? event

individual ground

involved

How do we provide How do we coordinate persed engineering

personnel

in the the

of a failure of widely dis-

and groups

technically with differing

efforts ?

of view

The this project gram

answers report. are are

provided The

by MER.CURY-REDSTONE to be learned summarized. as the first from the

to these failures

questions as well

are as the

described success in the

in of the prore-

lessons and such

identified presented

In addition, extensive

special

developments and test

investigation

of a booster

covery

system.

Section

9 summarizes launch specific vehicle

the vehicles

major in the

contributions areas were

of the

MERCURY-REDSTONE design, are still testing, applicable and

Project operations. for current

to manned In addition, manned

of man-rating, developed include with which the

equipments programs. egress rescue

launch

These operations

following: aerial tower and an armored

Emergency emergency

a mobile

vehicle. for the premature spacecraft mission within termination. the launch pad

Abort "White service

impact Room"

predictor enclosing

structure. Inflight abort sensing system.

Automatic

1-1

Range

safety

destruct weather

procedures survey

and

implementation.

Prelaunch

techniques.

Other the

sections

of this program,

report

present

descriptions testing,

of the checkout flight

mission, and launch

the

vehicle

design, flight

man-rating

development As a prelude provided

operations, the

testing,

and a reference. missions Spacecraft Reactions lessness Launch Manned

to an orbital to check

program,

MERCURYthe following:

REDSTONE

an opportunity design. subjected

out and evaluate

systems

of an astronaut and booster and recovery less

to brief

periods

of space

flight

(weight-

accelerations). operations. hazardous than orbital flights.

flights

Suborbital capsule

flights during its

provided return

an excellent from orbit

simulation even though

of the their

accelerations was

imposed not as great.

on a

duration

The

mission

objectives Familiarize a. b. c. d. e. Liftoff. Powered Weightless Re-entry. Landing. man's

for man

the

MERCURY-REDSTONE but complete

launch space

vehicle

were

as follows: including:

with a brief

flight

experience

flight. flight (for a period of approximately 5 minutes).

Evaluate a.

ability

to perform control

as a functional of capsule

unit

during before,

space during,

flight and

by:

Demonstrating after retrofire. of voice

manual

attitude

b. Study

Use

communications reactions and capsule.

during during

flight. space flight.

man's the

physiological astronaut

Recover

The

adaptation

of the based design

tactical on ground

missile and

was flight

made tests.

in a series The payload guideline were:

of design for

changes

and of the

modifications REDSTONE

conversion

and

operations

to a manned

Safety. Acceptable No marginal human factors.

performance.

1-2

The implementation of the above guidelines was carried out in three major phases: 1.2
A basic The

Basic Redesign. Modification after Ground Tests. Modification after Flight Tests.
REDESIGN was necessary and to adapt additions and the the REDSTONE the new to the launch as major MERCURY vehicle mission. dis1-1. To

BASIC

redesign

required

modifications from basic both the

made

physically

tinguishable carry out the

REDSTONE program,

JUPITER-C following of the from

shown areas

in Figure were

redesign

considered: tanks, in-

Increased creasing

Performance: nominal engine

Elongation burning of three control time major system

REDSTONE 123.5

propellant seconds.

to 143.5

Simplicity: a. Installed platform b. c. Installed

Consisted simple (ST-80). new

changes: (LEV-3 autopilot), eliminated stabilized

pressurized between

instrumentation aft unit and container inflight were

compartment. section. abort sensing system at the toxic Hydine and to the launch used are in cov-

No separation Safety: and

Crew booster site.

Addition emergency

of an automatic egress operations

incorporated more

Utilization

of alcohol These detail were later

as a fuel the major

in lieu

of the

JUPITER-C. ered in greater

provisions

in man-rating

in the

report.

In all, was the

a total

of over The reliability

800 changes major changes

were

made

before plus

the

MERCURY-REDSTONE minor never changes

Project increased

completed. booster's

listed that

above astronaut

many

to the

extent

abort

was

necessary.

1.3 During These

MODIFICATION the vibration

AFTER test

GROUND several

TESTS components failed or were damaged.

program,

included: An engine An H202 The Wires abort piping bottle rate elbow. bracket. switch roll rate mounting switch. stud. bracket.

in the

An antenna

mounting

1-3

69.90'

32.08'

REDSTONE

I JUPITER-C

Figure i-1.

The REDSTONE, JUPITER-C, Launch Vehicles

and MERCURY-REDSTONE

1-4

Similar proved test

problems the value were

occurred of total made.

in other system During

components. Since firings, the

The A-7

success engine

of the was

modifications extensive discovered Tracking of the

testing. these the

new, was solution.

firings

combustion holes proved

instability to be the

to occur down static the test

at 500 cps. source tower.

Enlarging

injector

of another

low frequency of the test

oscillation tower

eventually removed this

led to a study trouble.

Modification

1.4 Problem

MODIFICATION areas MR-1 electrical added. A scale integrating velocity of eight factor discovered launch

AFTER during attempt

FLIGHT the flight proved were

TESTS test program need for led to the following ground-negative Thus, a one until foot ground modifications: all other strap was

the

connections

separated.

error

due

to excessive caused

pivot

torque

on the

LEV-3 an excess

longitudinal cutoff of five

accelerometer of 80 meters electrical to the was per leads

MR-1A Use

to experience of softer wire

second. solved

and

relocation

the problem. aecelerometer on MR-2 and properly, fix, MR-BD. thus a time-based These use later engine flights cutoff timer cutoff

As a backup at 143 seconds proved was the

integrating employed

accelerometer

functioned

of the

discontinued. thrust second controller before on MR-2 deactivation on the P failed of the remaining wide-open abort flights, Pc causing switches. velocity mode (fuel LOX depletion To prevent cutoff arming a and arming) to take

The 0.5

similar switching were care was

occurrence of the

separated. of earlier set

switches to the depletion c Velocity cutoff arming was predicted keeping cutoff velocity,

depletion

advanced while fuel

to 131 seconds depletion pressure early

than

arming abort enough to

at 135 seconds, as long of a high MR-1A,

the combustion but removing consumption this rate.

chamber capability

capability take care

as possible, propellant and

Flights twice vehicle was

MR-2,

MR-BD

experienced per rate, abort

roll second); the roll limit

rates

approximately since the

that was

of REDSTONE not after subject

(8 vs 4 degrees to damage The at this roll angle

however, rate abort

sensor was

deleted

MR-BD.

of 10 degrees

retained. An interaction required 6 and the 10 cps. of the addition The second bending mode filter noted with to reduce on flights the yaw control MR-1A and pitch loop and axis gain MR-2. control

of a network interaction was

between

1-5

Flights MR-1A, MR-2, and MR-BD indicated excessive adapter section vibrations. On MR-3 these were dampenedwith 340 poundsof a lead impregnated rubber compoundaddedto the bulkhead and walls of the section. Fourteen longitudinal stiffeners were also addedto the internal skin surface. Since Astronaut Shepardstill noted considerable vibrations during boost on MR-3, an additional 102pounds of the dampeningcompound, X-306, were addedto the instrument conpartment of MR-4 1.5
The Only ranted intervals Grissom's ing this the were path FLIGHT PROGRAM REVIEW Program flights of the were last the was originally as the flights. the scheduled success for eight of the flight tests. warat

MERCURY-REDSTONE six of the the planned

attempted, two planned interval months capability Only

program came

cancellation of about flight,

Succeeding first launch 1960 man

flights attempt to 21 July was

two months; covering short to full intended before

from

to Astronaut 1961). proved Durand flights to be

only nine period the flight.

(21 November of placing the first two

relatively charted

in space

orbital

MERCURY-REDSTONE caused this number

originally to four

to be unmanned; the two manned

however, flights took

failures place.

increased

The

final

MERCURY-REDSTONE (MR-l, MR-1A, MR-2,

Program and

included and

the

following

flights: operational

Four

develand

opmental MR-4).

MR-BD),

two manned

(MR-3

1.6 The 1960, was

MR-1 first

MISSION flight vehicle, MR-l, (now sensing Cape system mission. and was launched Its on 21 November primary mission

MERCURY-REDSTONE hours the EST, automatic for the 6.0 and at Cape inflight

at 0859 to qualify

Canaveral abort

Kennedy). and The the

Spacecraft-launch included obtain-

vehicle

combination

MERCURY during

ballistic boost a short the settled control back was

mission separation occurred.

ing a velocity craft. revealed mature having After that booster risen

of Mach ignition a "sneak cutoff. only 3.8

powered only

successful motion and

of the spaceInvestigation gave stand a pre-

mainstage

vehicle plug vertically subsequently

circuit" The inches.

through booster The

ground on its

network launch

after

booster

deactivated.

As a result

of extensive A followup circuit."

tests, electrical

the

following line

changes was

were

incorporated: to eliminate the "sneak

ground

provided

1-6

An "engine pressure switch-missile program device permission circuit" was incorporated to insure reaction to an authentic cutoff signal just prior to 135 seconds after liftoff. 1.7
MR-1A MISSION encountered first mission, with hence 1960. in the velocity than expected MR-I, the second MERCURY-REDSTONE The launch was velocity occurred slightly launch at comwas

Due to problems to repeat 1115 EST the

its designation The successful gyro, the

MR-1A. launch causing

on 19 December by a malfunction This higher

of MR-1A cutoff

promised than normal.

integrating caused

to be higher re-entry margin

capsule ratio the effect." All

to experience was experienced, and

maximum but a safe booster completed parameters was its

deceleration. of propellant than with the the value abort below

A higher remained. predicted system the

mixture rate between "popgun

Separation because functioning

capsule

greater mission re-

of the

lV[R-1A

as expected. levels.

measured

abort

mained

maximum

tolerable

1.8

MR-2

MISSION MR-2 the second pressure expected. was and launched third on 31 January several 1961, changes the direct at 1145 were engine cause EST. made. to operate of the In the A malat a follow-

MERCURY-REDSTONE six weeks between of the thrust

launches,

function higher

chamber level than

controller This

on MR-2 malfunction

caused was the

ing factors: The circuit When higher was the thrust armed. pressure was decayed, given did an abort signal occurred. of the the escape rocket. exlevel resulted in a LOX depletion before the normal cutoff

chamber

An additional Because perienced the

impulse retro

the capsule not fire in the

by the abort

firing mode,

rockets

capsule

high

deceleration

during

re-entry.

These the first

factors

combined

to cause and

the

capsule Range over

to impact Safety

beyond noted for that

the

target

area.

During steep aziby

two flights caused

(MR-1 the missile was

MR-1A), to remain close

the

REDSTONE's and line that the

trajectory muth the

land

too long

safety, limit

of 105 degrees range.

very

to the

right-hand

impact

established

1-7

I. 9 The The the

MR-BD booster fourth MR-2

(BOOSTER development

DEVELOPMENT) missile (MR-BD) evaluated vehicle bending but test. their This adapter

MISSION was launched on 24 March 1961, in the and at 1230 booster which EST. after assured in the ex-

MERCURY-REDSTONE flight test cutoff. that reduced The second

changes oscillations mode amplitudes

incorporated and frequencies were that the only control vibrations again

proper angular perienced compound, tude cating

velocity velocity in the and

appeared

measurements, MR-2 stiffeners flight

one-half filter, in reducing proper

of those dampening the velocity,

indicated section gyro

in the The

were gave

effective cutoff at the

ampliindi-

of the that

oscillations. the corrective

integrating were

measures

successful.

1.10

MERCURY-REDSTONE MR-3, off at 0934

MR-3 was EST

MISSION the on first 5 May and no manned 1961. system control flight. All With missions malfunction system was after but Astronaut assigned occurred. noted. the MR-2 data Shepard to the No This fur-

MERCURY-REDSTONE aboard, booster evidence ther test. cated flights. to the proved The MR-3 were lifted

successfully bending

accomplished mode feedback filter

of second the

in the network during those

effectiveness reported were to lower compartment

of the buffeting lower these

incorporated flight,

flight indi-

astronaut levels

powered of the

telemetry

vibration However, instrument

than

previous

MERCURY-REDSTONE dampening material was added

vibrations, prior to the

additional next flight.

1.11

MR-4

MISSION the MERCURY-REDSTONE successful objectives hatch beyond that effective. the manned were suborbital achieved, during Program flight. excepting recovery, recovery material on 21 The was MR-4 Again capsule water all carrying systems recovery. entered the Astronaut worked As Grissom properly a result and vibracomEST, of

Concluding in the and the all second

mission escape its

capsule

malfunction the capacity

capsule

increased tion data

weight

of the dampening

helicopter. added July first 1961, step to the at

Improved instrument 0720 hours,

indicated proved

additional The success flight

partment ended had the been

of MR-4 program.

MERCURY-REDSTONE accomplished.

of "man-into-space"

A compilation below.

of the

milestones

of the

MERCURY-REDSTONE

Project

is presented

1-8

1.12 1958 June

MILESTONES

OF

THE

MERCURY-REDSTONE

PROJECT

A Working Group was formed cal Laboratory and the Lewis sider a man-in-space program. NACA and DOD's Army a Joint Manned Satellite Group.

from personnel of the Propulsion Laboratory,

Langley AeronautiNACA to con-

September

Research Projects Panel to formulate

Agency (ARPA) established the plans of the Working

October

The plans of the Panel for a Manned Satellite Program were approved by the Director of ARPA and the Administrator of NASA (NACA became NASA on 1 October 1958). The joint working group and panel then became the Space Task Group and began operations at the Langley Research Center. 6 NASA and the Army Ordnance Missile Command AOMC tentatively agreed to supply 10 Redstone for the program. 3 26 NASA Project program. informed AOMC was to proceed officially with (AOMC) met, and and 3 Jupiter missiles

October

November November

an 8 Redstone to the

missile

program.

MERCURY

assigned

manned-satellite

1959 January 8 NASA funded AOMC for 8 Redstones. Agency (ABMA), an element of AOMC, scheduling of the MERCURY-REDSTONE Project priority MERCURY rating. was assigned The Army Ballistic began production Project. " the Missile planning

and

April

27

a "DX Rating,

nation's

highest

1960 January 7 The first MERCURY-REDSTONE at ABMA. MR-1 receipt completed its checkout of the first MERCURY booster MR-1 was static test fired

February

and test program capsule.

and was

stored

pending

June

30

Spacecraft checkout

No. 2, the first MERCURY capsule, and booster compatibility tests.

arrived

at ABMA

for

July 1 20
August 3

The MERCURY-REDSTONE Project ABMA to the Marshall Space Flight MR-1 MR-1 underwent and a similar flight test

was officially Center (MSFC) at MSFC. Canaveral.

transferred of NASA.

from

Spacecraft

2 arrived

at Cape

1-9

August 22

Erection of MR-1 was completed.

September26 After storage to avoid a hurricane, MR-1 was re-erected andthe capsule mated. November 21 After a third mating of the spacecraft, MR-1 failed during launch. A ground support cable connection causedpremature shutdown. December19 MR-1A was successfully launched, providing the first flight test of the MERCURY-REDSTONE. 1961 January 31 February March 24 Flight MR-2 (Booster MR-2 andCapsule5) was successfully launched, carrying the 37-poundchimpanzee "Ham" into space. The decision was madeto make oneadditional booster development(BD) flight before attempting a mannedflight. Flight MR-BD was a successful launch, proving the flight worthiness of the booster design improvements. This flight also provided testing of the emergency egress tower andother emergency rescue ground equipments. Flight MR-3 successfully carried Astronaut Shepardin the planned ballistic trajectory; he thus becamethe United States' first man in space. The second man in space, Astronaut Grissom, was successfully launchedaboard Flight MR-4. The MERCURY-REDSTONEProgram was phasedout.

May 5

July 21 September

1-10

SECTION2 INTRODUCTION The development modification of the first launch vehicle suitable for a mannedpayload was accomplished in less than two years. During this brief time, the MERCURYREDSTONEProject team encountered an entirely new scope of design problems in modifying an existing vehicle, the REDSTONE,for its mannedpayload. Rocket propulsion systems hadpreviously beenutilized in mannedaircraft such as the German ME-163 and the American X-series of research vehicles (X-I, X-1A, X-2, andX-15), however, the relatively small quantity of propellant on these aircraft and their ability to maintain flight without propulsion indicated that the REDSTONEengineers would be required to resolve significant new problems including the following: High explosive yield of propellants. Acceleration, noise, and vibration environments. Safety for ground personnel and facilities. Water recovery of the payload. On-pad emergency egress of the astronaut. Abort sensing and implementation procedures. Abort parameter limits to maximize safety without jeopardizing mission reliability.

The short development time required and the success of the two mannedflights (the fifth and sixth launches of the series) are an indication of the dedication andcompetence which was applied to this task. However, greater tribute to the project is the fact that many of the basic solutions developedin the modification of the REDSTONEfor manned flight are valid for present andfuture launch vehicles (as evidenced by their use in the SATURN/APOLLO Program). The purpose of this report, then, is to review the MERCURY-REDSTONEProject emphasizing the problems encountered, their resolutions and their implications and applicability to future mannedlaunch vehicles. Often, the items of greatest technical importance which may be useful for succeedingprograms is so dispersed among many technical reports that they are retained in a single location only in the memory of a few key project personnel. It is hopedthat this report, which points outuniquefeatures of the MERCURY-REDSTONE Project, suchas the recoverable booster tests as well as the failures and successes of the flight andground test programs, will serve as a focal 2-1

point for guidance of future mannedsystems project engineers. More detailed information than could be included in this brief report can be obtainedfrom the reports listed in the References, which served as sources for the information presented here. By early 1959, the performance required of a launch vehicle neededfor the first phase of the manned-flight program was determined. The vehicle hadto have both the reliability and performance to place a manned, two-ton payload safely into a suborbital trajectory in which at least 5 minutes of weightlessness would be experienced and an apogeeof at least 100nautical miles would be attained. In addition, the vehicle had to be available in time to support the desired flight schedule. These requirements narrowed the choice to launch vehicles which had already been developedfor a military mission. Section3 of this report presents a discussion of the mission and launch vehicle selection. The REDSTONE,a tactical surface-to-surface missile had beenunder development and testing for several years prior to its utilization in the MERCURYProgram. The first launch of a REDSTONEmissile took place on 20 August 1953, almost 8 years prior to the first mannedMERCURY-REDSTONElaunch on 5 May 1961. During this interim, the basic missile hadundergone several development changesand improvements in its design andperformance. At the time of its selection in January 1959for the MERCURY Program, two versions of the REDSTONEdesign existed. The first, an advancedmodel (Block If) of thetactical missile, utilized an improved engine, the A-7, and alcohol and LOX as propellants. The second, the JUPITER-C, was a multistage vehicle utilizing increased capacity tanks compared to the REDSTONE,the Model A-5 engine, andthe more toxic Hydine (60 percent UDMH, 40 percent diethylene triamine) and LOX as propellants. This extendedperformance booster stage was coupledwith upper stages of scaled Sergeant solid propellant motors. A four stage version of the JUPITER-C placedEXPLORER I, the free worldts first satellite, into orbit. Sincethe Block II REDSTONE,the most advancedand reliable version could not meet the MERCURYperformance requirements, the configuration selected coupled the Model A-7 engine andpropellants of the Block II model with the enlarged capacity tanks of the JUPITER-C. It is interesting to note that by the time of the first mannedlaunch (MR-3), the total reliability of all 69 previous REDSTONEflights was 81 percent; however, the Block II model had achieved 11 consecutive successesand the JUPITER-C had achievedseven consecutive successes. 2-2

The REDSTONE,

as modified above, satisfied the basic MERCURY

Program

require-

ments for the suborbital flightwith regard to both performance ever, even though the vehicle had demonstrated

and availability. How-

a high reliability,it did not incorpo-

rate safety features which would prevent the loss of an astronaut in the event of a mission failure. The modification of the vehicle design and launch operations and the development manned REDSTONE man-rating, of new quality control and test procedures, necessary for its use as a

payload carrier, constitute the major Program to manned

technical contributions of the MERCURYThis development, referred to as

launch vehicles.

had as its three major guidelines:

Safety during launch. Satisfactory operation within human-factors Adequate performance margins tolerances.

for mission reliability.

The three

actual phases

adaption and are

of the treated

vehicle

and

its

operations in this report:

for

manned

flight

took

place

in

separately prior

Preliminary Modifications Modifications

modification after after ground flight

to application.

tests. tests.

Although program

there and

were design

hardware concepts

changes

during

the major

development alteration.

the

basic

man-rating

did not require

The

MERCURY-REDSTONE Space Ballistic and was Project Flight Missile Space directed Office Center

mission (MSFC),

was

accomplished the the

by the

joint

participation Division

of the of the

Marshall Army

then with

Development Space Task

Operations Group

Agency

(ABMA)

(STG)of

the National Program

Aeronautics management REDSTONE paring tion of the agencies

Administration by the was Space

(NASA) Task

in the Group.

MERCURY At ABMA

Program. the

MERCURYmodifying, and preCoordinamanufacturer the three

established the specific

to aid

in redesigning, mission Corporation changes panels are

the REDSTONE panels capsule, involved were set and

to meet up between STG and

MERCURY Aircraft

objectives. (MAC), between proved still the

McDonnell

MSFC

to coordinate The operation integration

design

in the program. design and operational used

of these that they

so successful main agency

in implementing for technical

coordination

in the

SATURN/APOLLO

Program

today.

2-3

SECTION3 MERCURY-REDSTONEMISSION
3.1 MISSION 1959, vehicle both OBJECTIVES several needed the decisions for the were first and made in regard manned to place miles In addition, of the choice later to the flight performance program. two-ton required The vehicle of

By early a launch had safely utes

phase

of the

to have into

reliability trajectory would

performance of 100 nautical

a manned, apogee

payload 5 min-

a suborbital

in which have

at least

of weightlessness to support These the

be experienced. flight schedule the

it would orbital

to be available with the had ATLAS already

in time booster. been

desired

flights

requirements for a military

narrowed mission.

to launch

vehicles

which

developed

At this Missile a tactical reliability. ever, quired

time, Agency

two surplus (ABMA). missile original had for

JUPITER-C The with

missiles was of over

were

available

from version flights,

the Army of the

Ballistic

JUPITER-C a record

an advanced 50 successful

REDSTONE, its howand been the used refor I,

military The

verifying

REDSTONE elongated

could propellant The

not meet tanks,

the mission a lighter launch States

requirements; structure,

the

JUPITER-C

performance re-entry

MERCURY. and

JUPITER-C the first

vehicle satellite,

had

conducting into orbit.

studies

for placing

United

EXPLORER

Therefore, the MERCURY JUPITER-C

REDSTONE

vehicle, in its JUPITER-C

modification, satisfiedthe basic However, the

suborbital requirements

of availabilityand performance.

did not incorporate all the necessary for itsuse as a manned

safety features, and further adaptawhich safety

tion was necessary is sometimes

launch vehicle. This development, had as its three major guidelines:

referred to as man-rating,

during launch, satisfactory operation from a human-factors performance margins.

standpoint, and adequate

To meet essary. burning This

performance These time tanks

requirements, gave the

use

of the

elongated

JUPITER-C launch vehicle

tanks

was

necengine

MERCURY-REDSTONE 20 seconds the more than

a nominal

of 143.5 burning

seconds, time

the

original

REDSTONE

vehicle. nitrogen

greater

required

addition

of a seventh

high-pressure

3-1

tank the

to pressurize engine turbopump.

the

larger

fuel

tank

and

an auxiliary

hydrogen

peroxide

tank

topower

To

decrease

the

complexity

for

the

basic

MERCURY-REDSTONE

three

changes

were

made: The REDSTONE for and stabilized vehicle met the guidance. guidance platform The (ST-80) LEV-3 was system of the replaced was by less the LEV-3 more

autopilot reliable, mission. The were sion, A short tion plane, aft

complex,

requirements

MERCURY-REDSTONE

unit,

containing attached separated

the pressurized to the with the center payload

instrument tank

compartment In the terminal launch This

and tactical

adapter ver-

permanently this unit spacecraft was the

assembly.

to provide spacecraft contractor.

guidance. vehicle separa-

adapter, supplied interface by

including the spacecraft

the

arrangement

simplified

coordination.

For the ance, for trol

the

MERCURY-REDSTONE had was used

launch unsymmetrical than the that

vehicle,

alcohol

was

chosen

as for

fuel. greater

Although perform-

JUPITER-C its manned vanes toxicity flights. because

diethyltriamine of alcohol and was

(UDETA) considered

higher However,

to be with

undesirable the jet con-

selection time jet

of alcohol caused vanes

ledto greater

a problem erosion

the was

extended initiated

burning to select

of these for

vanes. use in

Hence,

a program

of the

highest

quality

MERCURY.

To

provide to the

for

maximum vehicle These

crew and factors

safety, an

an

automatic egress

inflight operation

abort-sensing was established

system for the

was the

added launch

launch

emergency primary

complex.

were

considerations

in man-rating

REDSTONE.

The

MERCURY-REDSTONE Because of the

was

aerodynamically payload

less characteristics

stable

than and the

the

standard elongated tanks, region 687 pounds

REDSTONE. the

unique was

MERCURY-REDSTONE 88 were seconds

expected liftoff. of the

to become To compensate

unstable for

in the this

supersonic

approximately of ballast

after

instability,

added

forward

instrument

compartment.

Changes The 3-2

were

also

necessary and payload

because changes

of the reduced

decreased the

lateral

bending

frequencies. bending

configuration

MERCURY-REDSTONE

frequencies resonance bending

to one-fourth problems mode had

those

experienced during both

by the ground control

standard and flight

REDSTONE. testing, to prevent and the feedback.

As a result, second

appeared to be filtered

out of the

system

3.2 The

FLIGHT trajectory for were after forces

TRAJECTORY for the MERCURY-REDSTONE vehicle's available during the the modified during final mission propulsion was based on the Included thrust shutdown. were also performance in the calcuat

predicted lations launch dinal

the booster the thrust liftoff derived and

system.

all phases decay upper respect

of flight

including

buildup

subsequent atmosphere to the pressure,

to engine winds launch

Longituincluded. 3-1, ver-

from

expected made for with

All attitude 3-2, sus and time 3-3 for

references are the typical

were

vertical. and

Figures acceleration

curves

dynamic

velocity,

MERCURY-REDSTONE

mission.

6O0

500

400
!

300

200

100

I
5O Elapsed Figure 3-1. Dynamic Pressure

I
100 Time/Seconds During Boost, MR-4 Mission 3-3 150

7000

6000

5000

4000

3000

En > 2000

ine

Cutoff

i000

I
0 50 100 150 200

I
250

Elapsed

Time/Seconds

Figure Acceleration, g Units

3-2.

Velocity

During

Boost,

MR-4

Mission

12

10 Re-entry 8 LaunchVehicle Cutoff 6 2 Min, 23 Sec

4 Deployment

--

/ Retrofire

Main

Parachute

I
0 2

i _i
4 6 Time

Jl
8 - Minutes Time, MR-4

I
10

I
12

I
14

Figure 3-4

3-3.

Axial Acceleration

versus

Mission

Many which

aerodynamic could have

studies some

were

undertaken influence Other

to ascertain on the shaping were respect

the

normal of the

loads trajectory with

on the

vehicle

immediate design. the tilt

of vehicle shapin the

structural ing. Cape These area.

or control included

considerations design with

involved to the

trajectory land

program

time

over

The

vehicle's liftoff system

flight and was mission

path

remained

over

the

Cape

area for

for

the safety. thus

first

thirty During

seconds this the time,

folthe

lowing abort

presented

a difficult to shut

situation down the

range

not permitted abort resulting

engine,

reducing for ground

probability and

of an early equipment.

in a hazardous

condition

personnel

Range trajectory made azimuth was

safety

considerations The standpoint changed

also original that

played azimuth

an important selection pads were after (See the

role of the

in determining 105 degrees east

the

specified was

limits. the

of north This MR-4 launch

from was

no other

along

the

flight launch.

path. The

later

to 102 degrees azimuth.

MR-1A 8.)

mission

launched

at 100 degrees

Section

3.3 The orbital angle

MISSION

PROFILE

AND

SEQUENCE profile

OF EVENTS injected the MERCURY feet and per Mach capsule second. number in a subThe 6.3. injection The

MERCURY-REDSTONE flight was at a nominal, degrees,

launch earth-fixed cutoff at engine

velocity 200,000 was 6.3

of 6500 feet, grs.

41.80

altitude cutoff

maximum

acceleration

In Table onds abort. down. early eter higher sequent switches Both occur times profile. after

3-1,

several

important was

booster activated range

sequencing permitting safety

points automatic officer

are

indicated. engine initiate cutoff

Thirty prior

secto shut-

liftoff

a circuit time,

Prior

to this

only the the normal tower.

could was

an engine This

At 129.5 jettisoning was armed.

seconds of the This

shutdown

circuitry

armed.

prevented acceleromfor and subabort

escape occurred

At 131 seconds seconds off-nominal the same thus before

the velocity nominal

cutoff cutoff

twelve or for For

to allow ratio

than early

nominal

performance depletion.

propellant reasons, the

mixture chamber

propellant deactivated

pressure cutoff.

were

at 135 seconds, switch

preventing were shutdown 3-4

an abort originally

at normal scheduled the

cutoff

activation seconds,

and pressure

deactivation of the early

to

at 137.5 were

but as a result all subsequent

of MR-2, shows

indicated flight

selected

for

flights.

Figure

a typical

3-5

Q M

#
I C_

_2

3-6

At shutdown tisoned. diagram

(143 This

seconds), 9.5

the

abort

system before

was capsule

deactivated separation.

and

the

escape 3-5

tower

jet-

occurred

seconds

Figure

is a block

of the

MERCURY-REDSTONE

mission

sequence.

Table MERCURY-REDSTONE

3-1 Sequence of Events

Mission

Event Liftoff Begin Arm Stop tilt program circuit fuel tank tilt cutoff velocity program for (MR-l, (MR-BD, engine cutoff -IA, and -2) -3, and-4) by abort system

Time

After

Liftoff 0 24.3 15.0 30.0 70.0

(Seconds)

pressurization (MR-BD to capsule cutoff circuit only) for 8 seconds

Special Arm Arm Tilt Arm

arrest circuit

78 129.5 131.0 131.7 135.0 142.5 143.0 Cutoff +9.5

integrator arrest

fuel depletion cutoff circuit (chamber pressure sensing switches changed to fuel depletion mode) cutoff time (initiated by velocity system integrator)

Nominal

Escape tower deactivation Capsule Nominal Nominal Nominal Nominal Booster Capsule

separation

and abort

separation maximum maximum capsule capsule impact impact altitude altitude re-entry, main (MR-3 (MR-3 (booster) (capsule) maximum deceleration

308.7 309.1 492.0 618.0 674.0 922.0

parachute only) only)

unreeled

3-7

Pilot

Ready

Firing

Signal

t
[ Booster
I

Cutoff I i,6 t

I i Abort
! !

Booster

Operation

-*
Signal I

I
t I

I Capsule

Separation
I I

I Escape

'--'_--I I Jetti son Retropack

!

Rocket I I -1 I I

_ire

I _*_" I
I
Capsule Posigrade Separation Fire Rocket ]

I [ !
!

t
Capsule Orientation I

Tower

Separation I |

I
[ CastPhase I I
!

Astronaut

Maneuvers

Automatic Damping Control Rate

II

Automatic Retrograde Programming

Manual

Control to Retroattitude

I I t_

I
I
Mission

Re-entry Automatic and Control Damping

Drogue

Chute

Deplo_

LEGEND Normal Abort

L _nC_u_oOo_Xo,, i
I imps, I or
Emergency Chute Deploy

Mission

Alternative Procedures

Figure

3-5.

Block

Diagram

of

MERCURY-REDSTONE

Mission

Sequence

3-8

SECTION

VEHIC LE DESCRIPTION

4.1 The

INTRODUCTION over-all units, are 83.38-foot shown length in Figure in this of the 4-1. MERCURY These units booster and the was made up from contained several within

booster them

systems

described

section.

4.2

STRUC

TURE

4.2.1 The basic

GENERAL vehicle skin was and primarily frame Figure was 1.35 constructed design 4-2 with the with 5052 aluminum longerons alloy for using a semisupport The

monocoque in the design

a ring

stringer structure tanks.

additional view.

aft and tail factor

units.

shows

in an exploded

of safety

on the

propellant

The

structural

weights Aft Section Center Tail Ballast Dampening Blast

were: 437.4 1659 902.6 487 Compound 442 15 lb lb lb lb lb lb

Section Section

Shield

With

airborne

equipment

installed,

the total

booster

dryweight

was

8195

pounds.

4.2.2 The frame. thrust

CENTER load The was

SECTION transmitted center from section the was engine to the center section this carried by a four-strut load to the from aft the

skin

of the

designed The

to transmit a name center to the

unit without tactical six

stringers was

or pressurization. attached to the The

aft unit, end of the attached

over

version,

forward tail

or container container

unit with unit by 12

fasteners

in compression. in tension.

unit was

fasteners

4-1

-X

Axis

0
Escape Rocket and Tower

L,I
MERCURY Capsule

X-Axis

Zero

Sta 15"
P.r 8

Separation Adapter

Ring

Ballast Thrust Unit 139.64"

Section Aft Section

-W-53.66" A 42:16"

_30 AU1 BAI

;RS

Instrument
LA S1_ |Ui

Compartment 3

Aft Unit Cable Conduit

RE( El'

f-- - ""ql

l_f-|1 |1

18.8' 37 50'

||

Au:OI,OL II Fuel Tank

li

) Oxidizer Ta_

Center

Section [ -Z Fin I

Power Unit

r|ill d
11 -

16.83' 59.00'

II II II ux II II II II II q
I! il

+Y

__ Positiy I +Z View A-A I

,_)_ Tail

_ /_ ___

, Unit

/,,
fl"_-i_t \\ _

Rocket Fins

Engine

Rudders Jet Vanes

At

t__._
t

+X Axis

Figure 4-2

4-1.

Booster

Units

Aft Unit

__ /_/_ _/_/'_._

Alcohol /

Tank Center Umt

Instrument

Compartment

,d Oxygen

Tank

/
_ Rocket Engine

Tail

Unit

Carbon Vanes

Jet (4)

Air

Rudders

(4)

Figure

4-2.

Exploded Vehicle

View Structure

of Launch

_/4-4

Skin 0. 080 sulate

thickness inch the

was on the

0. 090

inch and

on the

aft

unit,

0.063 tail

inch unit.

on the Glass passed

fuel wool

tank, was used to in-

LOX tank, bulkheads

0. 125 inch the fuel

on the line,

LOX

tank

and

feed

which

through

the LOX tank.

The flight. mum The

forward The burst bulkhead

bulkhead center pressure could Burst

of the bulkhead

center was

section common

was to both

designed tanks

to withstand and was in the fuel to fuel Nominal tank pressure and designed

25.3

psi for

during

a minidirection. without

of 95 psid also withstand of the

(differential 55.6 psid

pressure) in the was

to oxidizer direction fuel tank

oxidizer 90 psid.

buckling. was vented volume 18.5 at was

pressure vented

aft bulkhead Nominal volume

pressure psig, oxidizer

psig,

at 22 + 5 psig. Nominal fuel

oxidizer was 3348

was

19.5

32 _ 1 psig. 3072 gallons.

gallons,

nominal

4.2.3 Forward the ment was nas center

AFT of the

SECTION container aft section, The containing section and was 53.66 section the 139.64--inch-long in length, above aft section. was Positioned instrubelow it antenin

of the

inches was

the pressurized and

compartment. the and aft unit receivers.

ballast

the compartment, system and

the nitrogen

pressurizing

communication

The

instrument

compartment Located with the abort

had

four

access

doors

and was were

both

pressure and

and

temsup-

perature plies try were other.

controlled. associated

in the compartment system, and the the command consisting

instrumentation electrical system. system, These at right

power teleme-

the control system,

vehicleTs destruct

the

system, mounted

instruments angles to each

on a T-shaped

structure

of two plates

Compartment check-valve equipment an 80 cfm tween

pressurization controlled within air nitrogen

was

maintained gas system. generated required

between During

12 and preflight

15 psia

during the

flight

by a

checkout, 3.5 kilowatts

electronic thus be-

the compartment system was

approximately to maintain

of heat,

cooling 40 C.

compartment

temperature

10and

Temperature the missile

was drop-off

controlled plate,

by removing regulating the

air

from

the

instrument of this air

compartment by means

through of a cooling

temperature

4-5

packagemounted on a cable mast, and returning the cooled air to the compartment through a balanced distribution system. Regulation of the air temperature was affected by a temperature sensor control valve, which varied the air flow through the cooling package. Componentsof this system were the coolant container, blower, check valve, vent valve, control box, air temperature sensor, ducting dehumidifier', three-way valve, andthermoswitches. 4.2.4 TAIL UNIT

The tail unit consisted of the cylindrical section surrounding, but not including, the rocket engine. The air rudders and jet vanes were also parts of the tail unit. This unit was designed to support the entire launch vehicle while standing freely on the launch pedestal. The MERCURY-REDSTONE not use hold down arms during launch. did Inside eachfin and attachedto the tail unit was a servomotor used to rotate the jet vane andair rudder. The servomdtor was driven by electrical signals from the control computer located in the instrument compartment. Located within the upper portion of the tail unit were sevenspheres containing high pressure gases for tank pressurization. The tactical missile hadtwo sets of three tanks each. However, a seventh tank had to be addedduring the MERCURY-REDSTONEmodification program to provide pressurization throughout the increased burning time of the engines. Two hydrogenperoxide tanks used in the propulsion system were also located in this area. The second or auxiliary tank was also addedbecauseof the lengthenedburning time. Two connectors were located on the bottom of Fin II for mechanical and electrical power connections and grounding of the vehicle through the launch pedestal. These connectionswere the last ground-vehicle connectionsto be detachedas the missile lifted off. 4.2.5 ADAPTER AND CAPSULE INTERFACE

The adapter was a conical section bolted to the aft unit which provided the interface betweenthe launch vehicle and the capsule. The capsule was attached to the booster adapter with the capsule adapter-clamp-ring retaining device. The clamp ring secured the lower edge of the capsule to the upper edge of the adapter. The ring had three segmentswhich were fastenedtogether by explosive bolts. The bolts were wired 4-6

separately to provide redundant ring cutting. Each bolt was covered by a shield to prevent fragments of the severed bolt from striking the capsule or booster. To assure proper electrical continuity betweenthe adapter and the capsule, interface templates were used to mount two electrical plug connectors. The physical separation of the booster and capsule was accomplished by firing the capsule's posigrade rockets. However, to be effective, the booster had to be in the cutoff condition with little, if any, residual thrust. Zero thrust was to be expected about3.2 secondsafter booster engine cutoff. Residual thrust from the LOX venting did not interfere with the separation since the LOX vented at low force and in a direction perpendicular to the longitudinal axis of the vehicle. The posigrade rockets, which extendedinto the ballast section, fired into the upper endof the aft unit and filled the ballast section with gas. The gas pressure further helped the separation by pushing the capsule away from the booster. The Lewis Research Center, NASA, conducted tests and determined that this gas increased separation velocity by approximately 25 feet per second. 4.3
4.3.1 The and the PROPULSION SYSTEM

GENERAL system was composed and to the at the pneumatic container beginning into of the rocket engine, propellant were feed contained The was system, within propulsion by

propulsion the tail hydrogen unit and and flight

peroxide attached control vanes

subsystems. section and the by four

These thrust thrust

struts. period

system deflection

end of the of the

achieved

of carbon

inserted

exhaust

engine.

The

subsystems

and

components

of this

system

are

described

in the following

para-

graphs.

4.3.2 The

ROCKET Rocketdyne

ENGINE Model A-7 engine (Figure 4-3) it was was the the powerplant same powerplant to improve at sea was for the MERCURYin the efficiency

REDSTONE latest and used tactical safety. were

launch

vehicles.

Basically missiles with 78,000 oxygen.

as used operational level.

REDSTONE The engine alcohol

modifications pounds The

generated and liquid

of thrust turbopump

The propellants by hydrogen 4-7

ethyl

driven

peroxide.

Hydrogen Peroxide Auxiliary Tank

Steam Generator

Hydrogen Peroxide Main Tank

Turbopump

Chamber Pressure Se ns ing Switch

Fuel

Line

Ignition Fuel Line

Heat Exchanger

Main Valve

Fuel

Steam Duct

Mixture Control

Ratio Valve

Fuel Inlet Manifold

Figure 4-8

4-3.

A-7

Rocket

Engine

The engine starting sequencewas initiated from a ground source by a manual firing command signal. Figure 4-4 illustrates the main actions leading to mainstage burning. Liftoff occurred when approximately 85percent of rated thrust was attained. The thrust level of the enginewas maintained at a specific magnitude by a thrust control system, which compared the actual thrust chamber pressure with a preset electrical null and regulated the flow of hydrogenperoxide into the gas generator. By controlling the flow of peroxide for producing gas the speed of the turbopump controlled the amount of propellants entering the thrust chamber. Once started, engineoperation normally continueduntil the vehicle had reached a predetermined velocity. Whenthis velocity was attained, an integrating accelerometer emitted a signal that initiated an automatic cutoff sequence (Figure 4-5}. This sequenceconsisted essentially of closing the peroxide, main LOX, andfuel valves to stop the engine. As pressure in the thrust chamber decreased, a signal started a timer in the capsule which ultimately triggered capsule separation. 4.3.3 PROPELLANT FEED SUBSYSTEM

The propellant feed subsystemdelivered propellant to the engine at the required pressures and flow rates. The system also included provisions for ignition fuel control. From their tanks, LOX and fuel passed through the turbopump, main valves, and control orifices to the engine. The turbopump consisted of a steam driven, two stage, compoundturbine; a geared speedreduction unit; and two centrifugal propellant pumps. Both pumps operated at the same speed. The turbine ran at a nominal 4800 rpm. Maximum safe speedwas 6000 rpm. Minimum allowable fuel inlet pressure was 16 psig, and minimum oxidizer inlet pressure was 23 psig. During ignition, LOXat tank pressure plus static headwas mixed in the combustion chamber with pressure-controlled ignition fuel from an external ground supply. This method resulted in a controlled oxidizer-rich ignition. 4.3.4 HYDROGENPEROXIDESUBSYSTEM

The hydrogenperoxidesubsystemdrove the turbopump. Hydrogenperoxide concentrated to 75 percent was fed at 1.28 poundsper secondfrom the H202 tanks to the steam generator where it was chemically decomposedinto steam. The steam at approximate 4-9

Figure 4-10

4-4.

Engine

Starting

Sequence

Diagram

II_ FLIG}[T SIG_:AL FRO_ DEVICE

PROGRALI CUTOF_ /

I_:ITIATES

/
_fISSILE CUTOFF / / / /

STAL_DARD CUTOF,,_ RELAY Er'[ERGIZES, CLOSES (WHEN VEf{ICLE IN F_IGHT OR ON GROT_D)

MAI_:STAGE AID LOCKII: RELAYS DEE[[ERGI_,0PE_[ PEROXIDE SIiUTOFF VALVE CONTROL VALVE DEE_RGIZES, PEROXIDE SHUTOFF VALVE CLOSES AHD GEneRATOR CEASES TURBOPUI,_P DECELERATES

CLOSES

FLOW V

TO

SI_EAM

_ERGIZES

.k H I_

: L0X VALVE CLOSES |

FAILURE LINK TO

OF IGNITION BURN THROUGH

SENSLUG

_PEROXIDE PRESSURIZING E_ERGENCY CUTOFF RELAY DEE_ERGI ENERGIZES,CLOSES VEHICLE ON GROUND (WHEN 01_LY)

TANKS VALVE ZES, CLOSES

PEROXIDE TANK VENT VALVE SHIFTS TO

PEROXIDE

TAI,!KS

VENT LOX VALVE TANK PRESSURIZiHG ,CLOSES DEENERGIZES

POSITION

_.....

L0X TANK PRESSURE RELIEF VALVE COHTROL VALVE

EMERGENCY _ UTOFF _WITCH _ANUAL)

---e
FUEL VALVE TANK DEE_ERGI FUEL VALVE

DEE_/ERGI

ZES ,OPENS

LOX TANK PRESSURE RELIEF VALVE OPENS

I
ZES, CLOSES

ILOX

PRESSURIZING

TANK PRESSURE CONTROL VALVE

RELIEF FUEL TA[[K PRESSURE RELIEF VALVE OPENS

DEE'_R2G_LOSES IGNITER DEF2_ERGI FUEL ZES. VALYE CLOSES IGNITION CONBUSTION FUEL FLOW CHAMBER TO CEASES

TA_iK VE_,'TS ) FUEL

Figure

4-5.

Engine

Cutoff

Sequence

Diagram 4-11

740 F and 385psi, was passed through the turbopump, and exhaustedthrough the LOX and pneumatic system heat exchanger. 4.3.5 PNEUMATIC CONTROL SUBSYSTEM

The pneumatic control subsystem (Figure 4-6) provided gaseousnitrogen, at a nominal 580psi, to operate propellant and peroxide valves and to pressurize the peroxide tanks. A tap on the system provided preflight and inflight fuel tank pressurization. LOX tank pressurization andcontrol were also maintained during preflight by gaseousnitrogen, but inflight pressurization was maintained by LOX converted to gaseousoxygen in the heat exchanger. Prior to liftoff, a ground source of pressurized gaseousnitrogen operated the subsystem and supplied nitrogen for the tail section purging (to remove moisture and any volatile gas accumulations) and for fuel line bubbling (to keep the fuel temperature above freezing). 4.4
4.4.1 The tude CONTROL SYSTEM

GENERAL MERCURY-REDSTONE of the vehicle three throughout reference flight. Launch Vehicle control This indicating, gyros type) had been was system maintained the proper attiand

the flight. axes The and

accomplished through were gave error the

by establishing voltages, pitch gyro signal

maintaining from roll sion

any deviation and the yawpropul-

the programmed gyro. system An integrating when the

two major (gyro velocity

accelerometer

a cutoff

to the

predetermined

attained.

Carbon rudders, deflected vehicle

jet

vanes were

located utilized

in the to control gases speed

exhaust

of the

propulsion of the vehicle. to provide

unit,

coupled At liftoff, and

with

the

air vanes the when

the attitude of the for rocket

the jet

the hot exhaust gained sufficient

control

stability

until

the air

rudders

to become and the

effective. rudders lost

Later, their

the vehicle ness, the

reached jet vanes

the rarified again exerted

upper the

atmosphere greater

effective-

controlling

influence.

Figure the relay with

4-7

illustrates was

the

operation of the flight

of the LEV-3

system

in block system

diagram control

form. computer,

As

shown, control

system box,

composed device,

stabilizer and

program

sequencer,

four

electro-mechanical

actuators

feedback.

4-12

FUEL

TANK

PRESSURIZING VALVE VALVE

VALVE

TANK

REPLENISHING

VALVE

FUELTANK VENT
FUEL TANK VENT VALVE CONTROL FUEL tOX LOX TANK TANK TANK FILL

AUXIN2021
YDROGEN PRESSURE VENT PEROXIDE SWITCH VALVE VALVE

AND

LOX GASEOUS

TANK

VENT

DRAIN VALVE PEROXIDE VENT AND OVERFLOW VALVE MAIN PEROXIDE VALVE SWITCH

NITROGEN (GN 2) STORAGE SPHERES TANK PRESSURE LINE LINE VALVE LINE VALVE COIL

LOX

SENSING LOX TANK PRESSURE CHECK FUEL BUBBLING CHECK

PRESSURE MAIN

SENSING

PEROXIDE VALVE

VALVE

CONTROL STEAM

GENERATOR RELIEF TANKS VALVE CONTROL VAiVE VALVE VALVE HEAT

PRESSURE PEROXIDE

EXCHANGER

DOME

PRESSURIZING FOUR-WAY MAIN BLEED LOX

AND INJECTOR PURGE LINE CHECK VALVE

FUEL BUBBLING CONTROL VALVE LOX TANK REPLENISHING VALVE CONTROL VALVE LOX TANK VENT CONTROL VALVE VALVE

VALVE REGULATOR VALVE PRESSURE

PRESSURE MAIN FUEL

LOX

TANK

AUXILIARY CONTAINER IGNITER LAUNCHER

PRESSURIZING VALVE SPHERES VALVE

STORAGE FUEL CONTAINER PRESSURIZING PRESSURE

REGULATOR SUPPLY LINE

LEGEND LOX-LIQUID FUEL-ALCOHOL n 3000 600 J 31 PSi PSi PSi OXYGEN

IGNITER FUEL CONTAINER PRESSURIZING AND DOME PURGE VALVE

LOX

TANK LINE

REPLENISHING VENT VALVE VALVE

CONTROL

Figure

4-6.

Pneumatic

System 4-13

iil
O

[__
_o

4-14

4.4.2 The cle, from by the pitch uous

SYSTEM control system

OPERATION was essentially an autopilot. attitude after 4-8 tilting program. liftoff, shows the It did not navigate During tilting the nor guide phase was the vehi-

but provided 24 seconds LEV-3 gyro series and

the necessary to 131.5 seconds Figure in which

powered

of flight controlled of the

of the vehicle the

pitch the

gyro. plane

diagrammatically The causing program the this

operation device

occurred. system,

fed a continof the point potentioby which in pitch as an

of pulses to shift. signal,

to the The caused

stabilization control

zero

position zero on the the means

potentiometer attitude meter the order error was

system,

recognizing over until

shifting

the vehicle zero. its The

to tilt pitch

the wiper was gravity

aligned was

to the

new

programming axis with the

vehicle

made

to align angle

longitudinal measurement.

turn

trajectory

to fly without

of attack

Tilt time allow

angles required

of only whole between tilting tilting.

degrees, tilting pulses of 0.67

or multiples for degree single per

thereof, tilting second.

were steps

possible. degree shows

The was the

minimum set pulse to

of one 4-9

a desired for

rate

Figure

program

A velocity velocity cle

integrator was reached. fields, was

was

used

to signal

engine a gyro signal

thrust precessed through

cutoff

when

the

proper

vehicle and vehipre-

The sent

integrator, the cutoff

by the pickoffs

gravitational

acceleration angle

when

the calibrated

cession

reached.

4.4.3 The

LEV-3 LEV-3

STABILIZER system a junction reference

SYSTEM (Figure box, frame 4-10) and from consisted a shock which of pitch and yaw-roll gyros, an The

stabilizer gyro within the

integrator system were

mounted, vehicle

gimballed attitude and

baseplate. acceleration

provided measured.

The ence means

two attitude axes from

gyros which

established vehicle pickoffs. device

and

maintained in pitch, pitch

three yaw,

mutually and roll was 4.4.2.)

perpendicular were not The measured fixed rotor but

referby was gyro the of

deviations The (refer

of potentiometer to the the rotator motor's

potentiometer

mechanized was also

program

to paragraph driven had rotator

of each source;

of a synchronous rotating the field stator

motor, (stator) and

by a 400 cps

power

synchronous 24,000 rpm.

an equivalent was 2000

angular rpm,

velocity

Slip between

resulting

in a gyro 4-15

Pitch LEV-3 Gyro Release Mechanism Controlled by Program Device

/Z

Pitch Po_ntiometer

%1

---

Friction Clutch Gear Reduction

_ 1 Of Missile Tilt

I
I

Plane In _Xrhieh ng Occurs

400 cps SynchronousMotor

Direction Of Flight

- Z

Figure 4-16

4-8.

Mechanics

of Tilting

Program

I if
g_

<

I1

/
\

0 0

o 0 e.2

o
0 0

/
0

0 if)

\
0
0

\
_ 0

0 N

qoungq dalg

1V

I_a!laaA paaa!qaV

tuoa:I

saaa_o(I aI_uv lI!&

aalJV

4-17

Fig_ure 4-18

4-10.

MEIICURY-REDSTONE

LEV-3

Stabilizer

System

spin equal

of 22,000

rpm.

The

gyro per

wheel

weighed

1.5

pounds

and had

an angular

moment

to 12. 106 gm-cm2

second.

Each ment Thus, tudinal

gyro

had

a self-erecting the gyro were until

element the spin

to provide axis parallel was

erection perpendicular to the earthWs

prior

to liftoff. to the local

This vertical.

ele-

precessed the gyros axis.

not necessarily

surface

or vehicle's

longi-

The tion as

integrator

gyro

was

pivoted

at one

end This

of its pivoting

spin

axis

and

mounted

within

a junc-

box containing the launch to the vehicle integral output

switching

relays. The

allowed

the gyro precessed

to be precessed was proporof the

accelerated. of the of the acceleration gyro

number sustained, both

of revolutions and, vehicle therefore, and The The

tional velocity. the

a measure

The was

indicated

gravitational revolution signal through was the

acceleration; of the gyro was

latter

subtracted contacts

out by the control mounted flexible on the coils

computer. gyro of wire case. passing

picked from

up by eight the gyro case

transferred hinge line.

by eight

4.4.4 The

CONTROL computer

COMPUTER was a magnetic main signals summing and the LEV-3 amplifier a power system, which supply. filter contained filters, was RC to

control

networks, receive bending amplify

preamplifiers, the attitude influences, them, and error

amplifiers, from them

Its function them signals,

to eliminate sum relay and box.

differentiate distribute them

to obtain proper

angular channels

velocity

to the

of the control

4.4.5 The

CONTROL control relay

RELAY box

BOX mainly relay of four and signals signals duty drove to the switches coils) sets power from and relay the (channels) distribution the control of relays, (heavy each duty) set relay. closed proper its set

consisted (polarized)

having The

a signal

sensing relay

polarized

received to the duty actuator signal also

command of the The

computer, the closed,

contacts of coils 28 vdc The

according in the power heavy to the velocity The

polarity relay. motor, was had

thereby contacts

energized when

heavy which

supplied

jet vane-air relay interrupted the actuator

rudder to prevent the

combination. actuator servo

actuator

fed back limit relay

polarized which when

overshoot. power travel

actuator

28 volt

(de-energized limits.

the heavy

duty

reached

preset

4-19

4.4.6 The which

PROGRAM program provided device

DEVICE was an extremely onboard provided sequencer) unit was precise, clock the tilt during program master three the channel vehicleVs pulses, telemeter with which the magnetic flight. vehicle calibration the program tape It was device started

an accurate flight flight

at liftoff pulses principal changed.

and during (through feature the

sequencing pulses. could A be

and the the ease

of this

and speed

4.4.7 The uted flight them

FLIGHT sequencer to the relay

SEQUENCER received command signals from the program device pulses and distrib-

vehicleTs chain.

electrical The foUowing

system pulses

in a single were abort fuel cutoff velocity fuel

train

of time

by means

of a series

sequenced system tank

as follows: engine cutoff.

30 seconds 70 seconds 129.5 seconds

Arm Stop Arm Arm Arm

pressurization.

to capsule. cutoff. cutoff.

131 seconds 135 seconds

depletion

4.4.8 The

ROTARY actuators were energy units

ACTUATORS electro-mechanical by a series of gears devices driven which by adc converted motor. electrical Each a gear of the train, energy four a vane posiinto

mechanical actuator

consisted potentiometer,

of a one horsepower and vane limit position switches and

dc servomotor,

tion feedback Signals back

on the potentiometer, velocity were obtained

set at_+27 degrees. from each feed-

proportional potentiometer.

to the

Actuator signal back

position when the

was actuator

fed back reached relay thus

to the its

control commanded

computer position. down

to cancel

out the

input

error was fed its

Actuator the actuator servo

velocity

to the

polarized position,

in the

relay

box to slow overshoot

as it neared loop instability.

commanded

preventing

and control

The which and

carbon directly sprocket

vanes

and air the The

rudders carbon

were vanes

operated and were

by four coupled

identical to the for the air

rotary rudders

actuators by a chain was +_27.5

drove drive.

maximum for the air

possible rudders.

deflection

carbon

vanes

degrees

and +11 degrees

4-20

4.4.9

VEHICLE DYNAMICS

Two aspects of the vehicle dynamics are considered in this section, normal flight and control malfunctions. During normal flight, maximumdynamic pressure occurred at 80 seconds after liftoff with cutoff following at 143 seconds (see paragraph 3.2). Throughout this period the center of gravity andcenter of pressure shifted as shown in Figure 4-11 such that the static margin passed through zero at 89 seconds. At this point the vehicle became aerodynamically unstable. The time at which the instability beganwould have been earlier had not 487 poundsof ballast and 442 poundsof dampeningcompoundbeen added to the aft section. The flight bending moment distribution is shown in Figure 4-12 and the lateral bending modes in Figure 4-13. Both rigid-body and rigid-plus_lastic body calculations are shown. The three sigma plot of bending moment was based on the wind velocities expected at the Cape. These wind velocities used in the calculations are shown in Figure 4-14, andwere assumed to build up in the most unfavorable direction from 0 to maximum velocity at a rate of 0.05 meter per secondper meter of altitude. The natural bending frequencies of the MERCURY-REDSTONE were lower than those experienced by the tactical missile. These lower frequencies caused some feedback in the control system (see changes). The lateral bending frequencies are shown in Figure 4-15 and the longitudinal frequencies in Figure 4-16. Angle of attack was calculated for both ultimate loading and that expected for a three sigma wind. Figure 4-17 shows that the smallest margin (1.5 degrees) occurred at 70 seconds and that at maximum dynamic pressure (MaxQ), the margin had increased to over 2 degrees. Malfunctions in the control system which could have led to a catastrophic damagewithin theshortest time , generally, wouldhaveresulted in control surface hardover. Therefore, jet vane-air rudder hardovers in yaw, pitch, and roll were studied. The effect of hardover on attitude angle is shownin Figure 4-18, on angle of attack in Figure 4-19, and on roll acceleration in Figure 4-20. Roll acceleration can cause a critical
"eyes up vTcondition and attitude for the astronaut changes if the were condition. 4-21 radial acceleration because they reaches define the 6 gTs. rate Angle at which of attack the vehicle angle studied

approaches

a breakup

CG/D

CP/D

D= Diameter CP = Center CG:: Center

= 70 inches of Pressure of Gravity

14

12

10

CP/D

CG/D

00

50 Flight Time

100 (see)

150

Figure

4-11.

MERCURY-REDSTONE Pressure Location

During

Center Time

of of

Gravity Flight

and

Center

of

4-22

t',,-

r_ @ I
I

_o H

r_

i 0

b_

Z 0

r_

II I I I Ill
I I
i

_4
I

t l II I i LJ

4-23

L_.

b--

// //

_
c=> r,D @

II

L_.

/ /

I I
I
_3 (D ;>

\
\

<

\
,-,-I

\\ \\_

"_

z_ 0
!

_,__

_ _

:_ .,.-i

<

I
I

I
I

I
I

4-24

110 100 9O
_9

80 70 --_ 60

8
_
"a e_
.p-I

50

4o 30

....

Maximum , 3or wind

wind velocity

velocity

2 t
10 0

I
20

I
40 Altitude

I
60 (Feet

I
80 x 1000)

]
100

]
120

Figure

4-14.

Maximum

Design

Wind

Velocity

versus

Altitude 4-25

Frequency 18 17 16 15 14

cps

13 12 11 i0 9 8 7 6 Second 5 4 3 2 _ First Natural Freq.

m

Natural

Freq.

I
0 20

l
40 Flight

l
60 Time

l
80 - Seconds

I
100

l
120

l
140

Figure

4-15.

MERCURY-REDSTONE Free-Free Frequency versus Flight Time

Lateral

Bending

Natural

4-26

Frequency cps 9O

8O

7O

6O

5O

4O

3O

2O

First

Natural

Freq.

10

I
20

I
40

I
60 Flight Time

I
80 - Seconds

I
100

I
120

l
140

Figure

4-16.

MERCURY-REDSTONE Free-Free Natural Frequency versus Flight

Longitudinal Time 4-27

/ /

/
70 aULT a3c r - Structural ultimate angle of attach (failureoccurs) Expected angle of attack due to 3a wind

/ / /

6O aULT_/ 50

/
/

CD

4O

/ /
/
/
\

q)
v

_9

3O

<

/
J
f

2O

10

0 50

I
60

I
70 Time

I
80 - Second

I
90

I
100

I
Ii0

I
120

Figure 4-17. 4-28

MERCURY-REDSTONE

Comparison

of Angle of Attack versus Time

28

24 --*_25 Yaw Hardover at 120 Sec) 25 _ Pitch Hardover 120 Sec)

_3 _D _D b_

(Starting {at

20

_9

16

O 0 b_

12

b_

Pitch

Hardover at

.25 Yaw Hardover (60 or 80 Sec)

(Starting at 60 or 80 Sec)

0 0.2 Time

I
0.4 (Sec) From

I
0.6 Start

I
0.8 of Malfunction

I
1.0

I
1.2

Figure

4-18.

Effects of Pitch and Yaw Hardover (As a Function of Flight Time)

on Vehicle

Angle

of Attack

4-29

28

-25 Pitch 24 Starting 425 Pitch not not 2O critical, show at

Hardover 120 Seconds

Hardover therefore,

16

b_

/ /

_25 Yaw Hardover Starting at 120 Seconds *25 Yaw Starting at Hardover 60 or 80 Seconds

_12 <

-25 Pitch Starting at

Hardover 60 or 80 Seconds

.5

J
0 0.2 Time 0.4 (Seconds) 0.6 from Start

I
0.8 of Malfunction

I
1.0

I
1.2

Figure

4-19.

MERCURY-REDSTONE Attitude Angle (As

Effects a Function of

of Yaw Flight

and Time)

Pitch

Hardover

on

Vehicle

4-30

24

Angular Acceleration in Roll at 80 Seconds - 25 Radians/Sec 2 when all actuators fail hard over in roll (+_25)

2O

16
.r.4

b_

12

Automatic 40 Limit

Abort

System 6g Limit

_._ - Ncceke_: s ,v

0.1 Time (Sec)

0.2 From Start

0.3 of Malfunction

0.4

0.5

Figure

4-20.

MERCURY-REDSTONE Flight Time (Worst Case)

Effect

of Roll

Hardover

at 80 Second

4-31

4.5
The tional

ELECTRICAL electrical network system and

POWER of the

NETWORK MERCURY-REDSTONE network. The was components instrument box and the tail comprised of the of a general system were in the which operacontained middle were in

a measuring

in the pressurized, of the aft unit, the tail unit. to the below 4-21. except A cable

temperature-preconditioned for the servo running terminal through

compartment distributor tanks

conduit

both propellant Power distribution requirements

connected and supplies

the power are in

supplies listed Figure

terminal 4-1.

box and

distributor. power

in Table

Electrical

is shown

diagrammatically

Table Electrical

4-1 Supplies

Power

Power 28 vdc

Type

Source One 1850 amp-minute battery at 10 Minute rate. Zinc-Silver oxide; 72 hour standby life One 2650 amp-minute battery at 10 minute rate. Zinc-Silver oxide; 72 hour standby life One 50 amp-minute battery at 10 minute rate. ZincSilver oxide; 72 hour standby life Instrument battery in-

Equipment

Powered

Control Actuators, One Destruct Command Receiver

28 vdc

General Network Inverter, One Destruct Command Receiver

60 vdc

Control

Signals

5 vdc 115 vac 400 cps

One 1800 volt-ampere verter and synchronizer

LEV-3 Autopilot, Control Computer, Program Device, AZUSA, DOVAP, Rate Switches, and Measuring System Prelaunch: Serving Strip Heaters, H20 Blanket line Heating

115 vac 60 cps

Ground supplied nectors

Power (nonflight) through 2 conin Fin II

4-32

I
r
|

/
o _ ooooo o o

I
I

_ I_

.
,-i

,--i

_-i

o o

_
_o_

,-_ _

_-_

_i_

._ _

4-33

4.6 4.6.1 The

COMMUNICATIONS GENERAL launch vehicle was

I TELEMETRY

I AND

TELEVISION

equipped before

with and

measuring during The and flight. major

equipment This

capable equipment

of receiving was located of:

and prin-

transmitting cipally in the

information instrument 2 Command I DOVAP I AZUSA I Telemeter I0 Antennas.

compartment. Receivers Transponder. Transponder. Unit.

equipment

consisted

Decoders.

4.6.2 The

COMMAND command system. cutoff was and receivers

RECEIVERS and primary

AND

DECODERS were the principal system ground. the antennas, components was to provide For positive the destruct of the command means the and

decoders purpose destruction

destruct of engine system direct

The

of this from the only

a positive reliability, package,

vehicle

redundant

throughout, to these

sharing

connections

components.

The mand This The proper mand.

various

command

signals (located

were at the and

transmittedbyfrequencymodulating launch site) with by selected the combinations command in turn,

(FM),

dual-comtones.

transmitters FM carrier

of audio receivers. energized desired

was audio

received tones of relays were

demodulated to the the

onboard which, for

recovered combination Reference

applied

decoders, circuitry

the com-

completing 4.7.

execution

of the

paragraph

4.6.3 DOVAP based and on position

DOVAP (Doppler the

TRANSPONDER Velocity and Position) is a long baseline continuous the instantaneous wave system velocity

Doppler and

principle. ballistic

It is used trajectory

to determine and point

to predict

of impact.

The

broadcast Model

frequency 0,

from

the

launch

site

was

36. from

864 the The

mc. ground signal

Aboard station, frequency and the

the

vehicle, which was had doubled

the

DOVAP, been and tion, shifted

transponder due ground

received to the vehicle

a signal motion. Receiving

in frequency to the

retransmitted being

stations.

stations allowed for

transmitting determination

sta-

in a known coordinates.

geometrical

configuration,

accurate

of trajectory 4-34

4.6.4 AZUSA system prediction. computer Model

AZUSA

TRANSPONDER high-precision, interferometer of a short all-weather principle. baseline ground The electronic It was station used tied trajectory in trajectory in with measuring and impact 709 a

is an automatic, based upon the

It consisted

an IBM carried

and a vehicle-borne B, Coherent Carrier

transponder. AZUSA transponder.

MERCURY-REDSTONE

4.6.5 The ing

TELEMETRY MERCURY-REDSTONE 17 standard per subcarrier second. telemetering frequencies Sixteen channels system modulating transmitted at the in early rate was a PAM-FM-FM System employ221.5 while The sysof the a

a RF carrier information

of approximately continuously per second. the one

megacycles one channel same tem most Model system

(channel had been

15) was used the

commutated successfully development

of 10 revolutions firings. art,

REDSTONE state of the XO-2

While it is still

did not represent reliable systems

latest

in the

available. and

It consisted a power

of a Model

FM-FM

package,

1101 power

amplifier,

divider.

A total ments and

of 41 measurements are listed in Table of the

were 4-2.

made Given and

on the are the

launch

vehicle

in flight. their range for

These

measure-

measurements, channel

(if applicable), each flight.

a tabulation

commutated

straight

assignments

4.6.6 The

ANTENNAS following is a list Command DOVA P A Z USA Telemetry of the number and 1 pair, 2 pairs, 1 antenna, 3 antennas, type of antennas cavity installed slot. handlebar type. on the launch vehicle:

inphase, 180-degree tapered tied

phasing, wave together, guide. fed

in phase.

Figure

4-22

shows

the locations

of the

antennas.

4.6.7 On MR-2 compartment.

TELEVISION only, a television During the camera boost was installed of flight, on the the exterior of the instrument pictures of the 4-35

phase

camera

transmitted

Dovap

III
Telemetr'

Dovap

/
Telemetr
l

,Telemetry

Dovap

Azusa

Command

I
Dovap

Figure 4-36

4-22.

Antenna

Locations

earth below. The camera was mounted to view upward and slightly inward, thus mirrors were used to reflect the earth's image into the camera lens. At engine cutoff, the mirrors and their mounting bracket were jettisoned by squibloaded mechanisms. This permitted the camera to view the separation of the capsule from the booster. Table 4-2 MERCURY-REDSTONEBooster Flight Telemetry Measurements

Measurement

Type of Flight Telemetry YIR-1 MR-1A

C = Commutated Channel S = Straight Channel (continuous) MR-2 MR-BD MR-3 MR-4

Propulsion Pressure in Pressurizing Spheres (0-3500 psi) Pressure

(0-700
H20 2 in H20 2

C C

C C C S S

C C C S S

C C C S S

C C C S S

C C C S S

Container (0-45 gallons degrees) per second) per second C S S

psi) Valve Flow Position Rate (0-25

LOX Alcohol

Flow

Rate

(0-25

gallons

Pressure of Alcohol (0-60 psi) Combustion Chamber

at Pump

Inlet S S C C C S S C S C C C S C (0-400 psia C

Pressure

Error Signal of Thrust Controller (i 5 psia Combustion Chamber Pressure After Cutol

_tructural Pressure-Vibration-Temperature Instrument (0-30 psi) Instrument Temperature Vibration (+ 30 g) Compartment Compartment of AZUSA - Capsule Pressure C Temperature Transponder Ring, Skin Lateral S Low S Rate S S S S S S S C C C C C C C C C

Mounting

Vibration - Capsule Mounting RingFrequency, (Lateral) Vibration - Instrument Compartment Switch Bracket (longitudinal) Vibration- LEV-3 (longitudinal) Base Plate

S 4-37

Table 4-2 (Cont)

MR-1 MR-1A MR-2 MR-BD MR-3 MR-4

Flight Mechanics Angular Velocity-Pitch (+ 10 degrees per second) Angular Velocity - Yaw (J:10 degrees per second) Angular Velocity - Roll (+ 10 degrees per second) Longitudinal Acceleration (0 to 6 g) Longitudinal Acceleration (-0.5 to +0.5 g) SpeedPips (from gyro velocity integrator)
Vehicle Tilt Input Control Program, to Flight LEV-3 Sequencer (minus Program)

S S C S S S

S S C S S S

S S C S S S

S S C C C S

S S C S S S

S S C S S S

S S S

S S S S C C C C C

S S S S C S C C C

S S S S C S S C C

S S S S C C C C C

S S S S C C C C C

Gyro Pitch Position (+ 15 degrees) Gyro Gyro Yaw Roll Position Position - Jet - Jet - Jet - Jet

(_: 15 degrees) (+ 15 degrees) Vane Vane Vane Vane No. No. No. No. 1 ( 15 degrees) 2 (+ 15 degrees) 3 (i 15 degrees) 4 (i 15 degrees)

S C C C C C

Deflection Deflection Deflection Deflection Abort Abort Abort System Bus

Signal Error - Pitch

S S S - Yaw S S S S Cutoff Cutoff (on-off) C Switch Switch No. No. 1 2 C C

S S S S S S S C C C C

S S S S S S S C C C C

S C C C C C C C C C

S S S S C S S C S C C

S S S S C S S C S C C

- Attitude

Abort - Angular Velocity (_: 5 degrees per second) Abort - Angular Velocity (+ 5 degrees per second)

Abort - Angular Velocity - Roll (+ 12 degrees per second) AbortAbort Control from Voltage

Capsule Pressure Pressure to Capsule

Combustion Combustion Arm Cutoff

Capsule Capsule 4-38

Separation Detached

Signal Signal

Table 4-2 (Cont) MR-1 MR-1A MR-2 MR-BD MR-3 MR-4 Signals Liftoff Cutoff Emergency Cutoff CommandControl Battery Voltage (45-65 vdc) Inverter Voltage (105-130vac) Fuel Dispersion - Safe (5 to 2 1/2 vdc) Fuel Dispersion - Armed (5 to 2 1/2 vdc)

S S C C C

S S C C C C

S S C C C C

S S C C C C

S S C C C C C

S S C C C C C

4.7

FUEL

DISPERSION

(DESTRUCT)

SYSTEM

The fuel dispersion system command tanks.

(destruct system) consisted of two redundantly connected unit, and prima cords placed in the propellant

receivers, a remote arming

The the

remote prima

arming cord.

unit employed This fire unit was upon receivers and was

two separate armed prior

igniter to liftoff

squibs, by the

each launch either

capable personnel.

of igniting The relift-

ignitor ceiver. off,

squibs The

would command

receipt fuel

of an ignition dispersion delay range

signal signal was

from

command to assure The engine command

interlocked escape. destruct

engine

shutdown, interlock

a three-second in the

for

astronaut officer's

shutdown circuit.

not included

safety

Sequencing Figure 4-23

of the destruct illustrates

and

command

signals

is explained

in paragraph

5.1.5.

the destruct

system.

4.8

INITIAL

DESIGN

CHANGES

4.8.1 A basic The

GENERAL redesign was changes necessary and to adapt were the JUPITER-C made: to the MERCURY mission.

following

additions

4-39

Vehicle

Interlocks Deeoder KY55/ARW] ARW-9 [ Liftoff Engine [Shutdown _3 See Delay

[ ] ] [ [

I
I I

Remote Arming

Igniter

prima Cord

Squib Igmter Unit

I I
Decoder KY55/ARVv InE_ni!i_f!ks | Shutdown 3 Sec Delay[ ] I t

Remote Arming

Igniter

b Prima Cord

Unit

Igniter Squib

Figure

4-23.

Fuel

Dispersion

(Destruct)

System

4.8.2

STRUCTURE

4.8.2.1

Center

Section

To handle

meet the

performance, increased was varied.

the loads

elongated due to the

JUPITER-C capsule and

propellant increased

tanks propellants,

were

used. the

To tank skin

thickness

4.8.2.2

Aft

Section

The military

aft

unit

and

adapter these

were had been

permanently separated

attached with the

to

the

center to

(tank) provide

section. terminal

In guidance.

the

version

payload

short by actor.

capsule the capsule

adapter

including contractor.

the This

capsule placed

booster responsibility

separation for

clamp separation

ring

was with

supone

plied contr

The

aft

unit

was

lengthened

7.08

inches

to

provide

access

to

the

capsule

retrorockets.

4-40

A fiberglass system rockets and

dish was

was retained

added

in the ballast the

section electronic during

initially gear from

to protect the heat

a booster of the

recovery

to protect aft

posigrade

which

fired

into the

section

separation.

A change zation was and

to increase cooling

the of the

reliability instrument to accept

of critical compartment. the new

electronic Layout

components within this

was

the pressuri-

compartment

completely

redesigned

control

and abort

systems.

Due the

to its

payload

and

elongated

tanks,

the

MERCURY-REDSTONE after liftoff (refer

became

unstable 4-10). was

in

supersonic

region compensate instrument program

at approximately for this loss

89 seconds of stability, This was

to Figure ballast

To partially forward the flight

692 pounds later

of steel

added

of the test

compartment. as a result

reduced

to 487 pounds compound

during for

of the addition

of dampening

necessary

vibration

control.

Because and

of the

extra

loads

imposed were

by the

increased inner

weight skin

of the

MERCURY

capsule

propellants,

stringers

added

to the

structure

of the aft unit.

4.8.2.3 To protect burning

Tail

Unit actuators steel from shields the were additional added heat generated during the longer

the rotary time, stainless

to the fins.

A nitrogen an explosive

gas

purge

system in the

was engine

added area

to the while

tail

unit

to prevent pad.

the

accumulation

of

mixture

on the

launch

4.8.3 Nominal

PROPULSION burning time

SYSTEM was increased to 143.5 seconds, 20 seconds longer than the

REDSTONE.

The tank engine

greater for fuel

burning

time

required and

the

addition

of a seventh hydrogen

high

pressure tank

nitrogen the

pressurization,

an auxiliary

peroxide

to power

turbopump.

To prevent from

major

changes A-7

midway model. have

in the program, The A-6 engine during was

the engine scheduled

was for

immediately replacement

changed and Program. a

the A-6

to the

shortage

of hardware

would

occurred

the

MERCURY-REDSTONE

4-41

This early changeoveravoided a foreseeable problem area but required an accel.erated test program. A conservative approach was taken with regard to the choice of propellants. The JUPITER-C had used Hydine for greater performance, but its toxicity was considered undesirable for mannedflights. In addition, the A-7 engine had never flown with Hyaline. Thus for MERCURY-REDSTONE,alcohol was chosen. This selection led to a problem with the vital jet vanes. Alcohol eroded the vanesfaster than Hydine and this coupledwith the increased erosion of the vanes. Alcohol eroded the vanesfaster than Hydine and this coupled with the increased burning time required a selective program to obtain jet vanesof the highest quality A fuel line bubbling system was added. By bubbling nitrogen gas through the fuel line during the prelaunch countdownfuel freezing was prevented during long holds. Chamber pressure sensing line heaters were addedto eliminate failure due to water vapor freezing in the lines. The propellant feed subsystem was modified to include a fixed LOX stand pipe and a ground computer for automatic LOX topping during prelaunch activities. Within the rocket engine system: the pump volute bleed line was removed, the servo valve was modified, the computer assembly was modified, the main fuel and oxidizer valves were shimmed, andthe LOX pump wear ring was changedto stainless steel to eliminate sparking (by maintaining proper blade clearances). O-ring materials were changedin the hydrogenperoxide subsystem to reduce leakage. (Over-aged seals were also replaced ) 4.8.4 FLIGHT CONTROLSYSTEM

The ST-80 REDSTONEstabilized platform was eliminated and the guidance system replaced by the LEV-3 autopilot. 4.8.5 AUTOMATIC INFLIGHT ABORT SENSING SYSTEM

To assure crew safety, an automatic inflight abort sensing system was addedto the booster, and emergency egress operations were incorporated at the launch site. Installation of the automatic inflight abort sensing system sensors required some modification of the other vehicle systems.
4-42

4.8.6 Changes power and

ELECTRICAL to the and signal electrical path

POWER power requirements were also and distribution of the new modified network equipment. were required to meet the

Supporting the new

instrumentation and changed

ground

equipment

or changed

to match

vehicle

systems.

4.8.7

INSTRUMENTATION, made

COMMUNICATIONS,

AND

TELEVISION

Major changes were vehicle systems

in the instrumentation system to reflect the changes in the

and flightexperiments.

Several try and

communication tracking capability.

systems

were

added

to provide

accurate

and

redundant

teleme-

A television MERCURY

monitoring Control

system

was

added

to the

aft unit

to display

separation

to

personnel.

4.8.8 The mand a safe fuel

DESTRUCT dispersion and from

SYSTEM system destruct the was modified to include the a three-second capsule sufficient delay time between com-

destruct distance

initiation booster.

to permit

to separate

4.8.9 The had which launch

GROUND vehicle

SUPI:_RT service room launch

EQUIPMENT structure was level, event modified and had so that it was remotely and controllable, blast shield tower.

a semi-clean protected

at the capsule personnel

a flame

deflector firing

in the

of accidental

of the escape

Additional tional

air

conditioning test

was

added and

to the additional

blockhouse launch

to offset personnel.

the heat

of the

addi-

electrical

equipment

Additional H20 2 steam

blockhouse generator

monitoring subsystem.

equipment

was

installed

for

the abort

system

and

the

The into

capability the ground

of abort support

from

the

pad

necessitated the

the

installation director's equipment performance

of electrical abort was

batteries

equipment failure

to maintain

launch

capability added in the abort

in the event control center

of power

on the complex. indications

Electronic of the

to receive

telemetry

of the onboard

4-43

system, control

for monitoring center as part

purposes.

These

data ground

were

displayed

on two recorders (refer

in the 7).

of the electrical

support

equipment

to Section

An emergency

egress

system

was

added.

Other

equipments

were

added

as described

in Section

7.

4.9

LATER

MODIFICATIONS

4.9.1 During sign The

GENERAL the test modifications. details concerning programs These several changes for problem occurred the areas were discovered of both the which ground used 8. required and flight detests. the

as a result

the need and the final

modifications, are given

methods 6 and

to improve The and listings brief

system here sons are for

performance, intended them are for

effects

in Sections the

quick

reference. below:

Accordingly,

modifications

rea-

grouped

4.9.2

MODIFICATIONS An A-7 jections engine holes

RESULTING burning were of the

FROM instability

GROUND was

TESTS at 500 cps. problem. a low frequency oscillation The in-

discovered this

enlarged static test static

to overcome tower firing. susceptible remounting,

Modification which The lied

a.

removed

occurred following

during components,

to vibrational or beefing

failure up:

were

modi-

by additional H202 Engine Abort Roll container piping rate rate

bracketing, bracket. elbow. mounting wiring. stud. and poppet (LEV-3

b.
C.

switch switch

bracket.

d.
e.

Antenna Fuel Rate vent gyro

mounting tubing bracket

f. g.

valve. mounting bracket).

4.9.3 On MR-3, was

MODIFICATIONS 340 pounds to the

RESULTING of X306 (lead and

FROM

FLIGHT epoxy ballast

TESTING polysulfide section. On dampening MR-4 compound)

impregnated of the

added

bulkhead

walls

an additional

4-44

102pounds of compoundwere added(see Figure 4-24). Longitudinal stiffeners were also addedto the internal skin surface as follows: Flight MR-BD 4 stiffeners Flight MR-3 14 stiffeners Flight MR-4 14 stiffeners Prior to MR-BD the H202 pressure regulator was set at 570psig. After MR-2 the thrust control servo valve was adjusted to a minimum of 25 percent open for smoother starting. Excessive pivot torque on the LEV-3 longitudinal integrating accelerometer, used for engine cutoff, was prevented after MR-1A by relocation of 5 of 8 electrical leads and use of softer wire on the remaining three. In addition to this accelerometer, a timebased cutoff at 143 seconds was employed on MR-2 and MR-BD. Velocity cutoff arming and switching of the Pc switches to the depletion mode (fuel depletion arming) were separated after MR-2; also, velocity cutoff arming was advanced to 131seconds, and fuel depletion arming was set at 135 seconds. The roll-rate abort sensor was foundunnecessary and was deleted after MR-2 to increase mission success. A network filter was addedto the control computer to reduce control loop gain between 6 and 10 cps after MR-2. After MR-l, a one foot ground strap was addedand the Fin II connector mounting modified (see Figure 4-25). The vibration pickup was moved from the rate switch bracket to LEV-3 baseplate after MR-1A for the remaining flights. For Flight MR-BD two jet vane deflections, onelow frequency vibration transducer, and oneengine chamber pressure measurement were telemetered via straight channels. An "Arm Cutoff to Capsule" switch was addedto the blockhouse propulsion panel after MR-1.

4-45

0 0 0 _

_rj

2_ -_._

.,==(

.o
'4--)

._

2_
-.4 " .-

<

r<

g_

<
I

<
0

I.

_------(_.

c_

o L)

<

o
_.,i

r/}

4
I

0 Z

,.-.;

4-46

Fin I

Fin II

Launcher

Ground

Strap

Strap Has ~ 1 Ft Travel Before Connection Is Broken ,_ 50 Pounds Pull Break Connection Ground Strap From Engine Is Required To

k Propulsion Connector

Control (60 Pin)

Power Connector (4 Pin)

Is Protected Blast

Figure

4-25.

Ground

Strap

Function

Just

After

Liftoff

4-47

SECTION MAN-RATING

5.1 The

INTRODUC man-rating possible through assurance The

TION program crew for safety the MERCURY-REDSTONE abort This capability was the was flights, of these was from further mission planned the to achieve time the

highest boarding reliability vehicle. fect

by providing

of astronaut by quality of the and basic

capsule

separation. designed man-rating the

safety

increased reliability

programs of the during system

to improve programs

success operation

not only demonstrated but also by the proper

by permonitor-

vehicle

two suborbital during each

ing of the

abort

sensing

flights.

The well

MERCURY developed missile for

Program and had (see the

was

initiated

at a time reliability.

when

the

REDSTONE reliability,

booster which was

had high flight.

been for

an established Section

This

a tactical To redesign lower

2), was still assurance the

considered have program and

insufficient meant was a totally based only

for new

manned program

required

could

and the

reliability; safety

therefore, by adding

man-rating system

on increasing vehicle

astronaut's necessitated

an abort

making

those

changes

by mission

requirements.

In January for missile

1959,

the

Army The

Ballistic following

Missile March,

Agency the

(ABMA) Space Task

received Group

the (STG)

go ahead requested were ABMA

adaptation. an abort

ABMA held

to design

system. and the proposal. flight

During

May

and June, Aircraft system thus 1960,

coordination Company. was

meetings In June 1959, on all

between

STG, an abort

ABMA, system first

McDonnell The abort

submitted flights of full test with

to be installed the greatest

only

the

to be "open During

loop," and

obtaining additional

amount and

system

testing were

possible. phased

1959

quality

control

procedures

in as permitted

by the

launch

schedule.

5.2

AUTOMATIC

INFLIGHT

ABORT

SENSING

SYSTEM

5.2.1 The tions

GE_RAL automatic which inflight could lead the abort sensing system was developed to detect safety. booster vehicle If such engine malfunca malfuncan abort

to a compromise abort system would

of the

astronaut's the

tion was

sensed,

shutdown

and send

5-1

signal to the capsule. This signal activated the escapesystem through the MAYDAY relays. The abort sensing systems thus, hadto be compatible with the vehicle, the capsule interface, andthe modes of flight operation. A block diagram of the system is shown in Figure 5-1. 5.2.2 SYSTEMCRITERIA

Crew safety required immediate and decisive action in the event an emergency condition developed. The abort action had to prevent the emergency condition from becoming a catastrophe, i.e., a condition which gravely endangeredthe life of the astronaut. An automatic abort sensing and implementation system was selected since some
emergency addition, loads was conditions an automatic not well could system develop would from too rapidly to permit an astronaut, manual whose activation performance and sense all of abort. under In flight relieve the

established,

requirement

to monitor

emergency

situations.

5.2.3 The

SYSTEM guidelines for

GUIDE LINES the development system launch of this syste_u were as follows: critical performance

The abort parameters

sensing of the

shall be tailored vehicle. shall

to the

The abort sensing system components and one signal sent to the capsule. The abort condition signal exists. shall be given as soon

be located

on the

launch

vehicle

as possible

after

an emergency

The system shall engine cutoff. for system

be activated

at liftoff

and completely

deactivated

at

The

guidelines

design

were

as follows: for sensing signals, shall be utilized

Existing wherever

launch vehicle possible.

hardware,

Parameters shall greatest possible

be sensed which most number of malfunctions. sensors systems.

easily

and

reliably

monitor

the

Electrical power for the normal ac and dc supply GSE monitoring Sensor and system of sensors shall

shall be taken from the launch vehicle's Loss of power shall be an abort condition.

be required. shall limits be telemetered during flight in flight. shall be minimized or

performance or sensor

Switching eliminated.

5-2

Attitude Abort

Error Limits: +5 ,5 _10

Sensor

Angular Velocity (Rate Switches) Abort Pitch: Yaw: Limits:

Sensors

Control Voltage Detectors Nominal Voltage: 60 Abort Limit: i--50 vdc

vdc

Additional Abort Sources NASA Central Control Launch Director

Pitch: Yaw: Roll:

degrees degrees degrees

+5 degrees/second ,5 degrees/second

L [I '

-_

(Both abort given) drop

sensors can be

must

Astronaut

out

before __

_ le i

-7

I t'-"--""--_

-`L'T'3-''

!Information _12 deg/see

[ Abort booster is also 2_'dc Booster booster catastrophic Loss of booster the failure abort. de-energizes strophic initiating 28 vde, initiated by ' through energizes detection vde, after calmrelays, 28 capsulecapsule L.O., D ] _ loss of

Abort f / [ relavs_-l--_[---_ /J

Bus f Combustion Chamber

Not Active Until Pressure Limit: seconds 210 _ 300 psig psig +15 psi L.O. +30 sec.

/ _w_
1_ /"_/ ] / _ ] Nominal Abort At 135

interface, failure

combustion switches to fuel

capsule detection

chamber changed depletion

pressure from abort mode.

i Emergency Cutoff (Range Only) Abort System Abort Attitude Rate Control Combustion Signal Signal Abort Combustion No. Signal 2 from Capsule Telemetered Bus Signal Error Switch Abort Abort Information Signal Signals (Pitch and Signal Abort Abort Yaw) Safety

Voltage Detector Abort Chamber Pressure 1 Chamber Pressure

No.

Notes

: The system At the normal capsule booster automatic active engine no longer signal. the abort sensors in the are booster will abort lift-off abort supervised equipment. abort at lift-off. cutoff accept bus at and all becomes

a booster Prior to booster times support

ground

Figure

5-1.

Block Diagram Inflight Abort

of MERCURY-REDSTONE Sensing System

Automatic

5-3

The guidelines for hardware design were as follows: Flight-proven equipmentshall be used to the greatest extent possible. All equipment shall be subjectedto a thorough qualification test program. All componentsof the abort sensing system shall be subjected to a thorough reliability test program. MALFUNCTION AND PERFORMANCESTUDIES

5.2.4

Prior to selecting the abort parameters, a failure mode analysis was made of 60 REDSTONFtactical missile flights to determine the best choice of malfunction sensors (Table 5-I). The study included a large number of componentswhich had failed or could conceivably fail and found that sensing eachcomponentand mode of failure was both impracticable and degradingto operational reliability. However, the study did indicate that many malfunctions led to identical results, thus permitting the use of only a few basic types of sensors. The parameter sensors and limits selected are given in Table 5-2. To determine the abort limits in attitude andangular rates, probability studies were made based on REDSTONEperformance. The results, tabulated in Table 5-3, led to the final selection of the abort limits. The chamber pressure limits for abort were established by a study of the thrust buildup andnormal fluctuations, (Figure 5-2). The electrical voltage limit was set just abovethe minimum required to operate the missile electrical systems. 5.2.5 5.2.5.1
With the

ABORT SENSINGRELIABILITY
General addition of an abort sensing system of a false was used to the abort in the launch signal sensing the vehicle, curtailing system mission reliability

is decreased successful this and potential also

due to the mission. problem the

probability

an otherwise in order to overcome hazards) condition. and sensors and to The

Redundancy (which could

also

subject

astronaut an actual

to unnecessary emergency

to reduce paragraphs

probability describe

of failing specifically

to detect

following was reject

how redundancy of detecting

of parameters abort

employed a false

to improve abort signal.

the probability

an actual

condition

5-4

Table 5-1 Flight Failure Analysis of REDSTONEPropulsion System Mode of Failure 1. Roughcombustion
Gas generator system performanc e drop.

Probable

Cause

Corrective

Action

i Dry

and

slow

start.

I employed. Full flow 1a. b. c.

LOX and water

lead

start

was

a.

H202 tank pressure regulator failure. H202 depletion. Vortex in H202 tank. valve

Improved (8073214)

pressure regulator was employed. was provided. were employed

b. c.

Adequate H_02 Anti-vortexZbaffles in the H202

tanks.

LOX container pressure decay.

LOX vent failure.

Valve lower

bearings friction.

were

redesigned

to

LOX depletion (cutoff earlier than predicted)

High LOX flow, and preliminary data used in flight prediction analysis. Increased pressure drop across the gas generator system during flight.

Reliable and were analysis.

test used

data

became

available prediction

in MR flight

Rapid decline in combustion chamber pressure and turbine RPM.

Gas generators on all engines inspected for proper loading. firing of the boosters included tion from nominal to high and low thrust levels in 10 steps.

were Static operathen to

Thrust system proper tion.

control imopera-

a.

Water froze in pressure transducer sensing line. Improper servo valve calibration.

a.

b.

b.

Strip heaters were installed on pressure transducer sensing lines to maintain temperature above freezing. Interchange of servo valves was not allowed. Replacement limited to use of recalibrated spare only. cable to servo valve was not permitted during on MR vehicles.

Thrust system erativp

control inop-

Servo trical nected

valve eleccable not con(human error).

Electrical disconnect checkout

Low missile acceleration on ascent.

Improper calibration of propellant flow (human error).

Reliable test data became available and were used in MR calibrations.

5-5

Table 5-1 Flight Failure Analysis of REDSTONEPropulsion System (Cont.)

Mode
.

of Failure

Probable Same as 8.

Cause Same

Corrective as 8.

Action

Cutoff velocity, flight time, and range greater than predicted. Fuel depletion (cutoff earlier than predicted).

10.

Insufficient amount fuel on board at liftoff.

of

Recording flowmeter during tanking.

was

employed

A review of the REDSTONE propulsion system inflight malfunction and performance deviations was conducted to ascertain that necessary actions were taken to correct the possible deficiencies of the MERCURY-REDSTONE booster. Note: Failure missiles, missile boosters 1 and 3, which occurred during flight tests of earlier REDSTONE resulted in unsuccessful accomplishment of the booster and mission. The other 8 failures were less serious and permitted the to complete their missions.

Table MERCURY-REDSTONE

5-2 Abort Parameters

Parameter Vehicle Attitude Pitch Yaw Roll Vehicle Angular Vel oc ity Engine Combustion Chamber Pressure 60 vdc Power Control Supply

Sensor Attitude Pitch Yaw Roll Error Sensor

Limit

and

Tolerance

5 degrees, 5 degrees, 10 degrees, _5, L5,

+1 degree +1 degree +2 degree

-0 degree -0 degree -0 degree per per second second

Pitch Rate Switch Yaw Rate Switch Pressure Switch

+0.3,-0 degree +0.3, -0 degree

210 15 psig 50 +2 vdc

Control Detector

Voltage

28 vdc General Network Power

CapsuleLaunch Vehicle Interface Connector

Loss of voltage opened

if connector

5-6

Table 5-3 REDSTONEAttitude Angles and Rates During A Normal Ballistic Trajectory

" Item

Predicted Maximums
Probability less than 0.155 at 95 percent confidence* Probability less than O. 058 at 95 percent confidence* Probability less than 0. 028 at 95 percent c onfidenc

e*

Attitude Angles !(degrees) Pitch Yaw Roll Attitude Rates (degrees per second)
Pitch Yaw Roll

2.3 3.9 3.1

2.9 5.0 4.0

3.3 5.8 4.7

3.2 2.0 7.0

4.0 2.5 9.25

4.7 2.9 11.2

Probability calculated JUPITE R- C launches.

from

flight

test

data

of 50 previous

REDSTONE

and

5.2.5.2 If a particular

Detection sensor either

of an Actual failed, by sensors design

Vehicle

Malfunction in the vehicle itself. system would enable the malfunction

redundancy of related of the

to be detected or by redundancy

performance

parameters

in the

sensor

Attitude

Error

Sensor error axis rate

and

Rate failed

Switches and control the vehicle axis. failure deviations Also, the since would such in the have been

If an attitude in that sensed was would vehicle by the

sensor

developed, switch in that

an indication other axes

normally also

not limited signal _bort.

to one axis,

sensors

5-7

0 o
v

_4
I ke_ o

',-4

"o o .o o o

5-8

Control If the which to sense control. they

Voltage 60 volt sensed vehicle In this powered

Detectors dc control it failed, attitude case, the voltage the LEV-3 was lost, attitude and the and the control would would have voltage not have have been gone detectors been able

pickoffs vehicle still

deviations rate

out of since

switches power

would 3ource.

in operation

were

by the

400 cps

Combustion Parallel

Chamber switches sensor were

Pressure employed

Switches. to assure engine monitoring in the event

one pressure

failed.

5.2.5.3 A false and

Prevention abort command the and failure,

of a False from

Abort a failed

Sigr_al abort sensor of high recovery were made: precludes acceleration area. successful flight In order loads, mission completion

subjects

astronaut from following

to the

hazards

aerodynamic abort from a

buffetting sensor

rescue the Error a certain for

an off-nominal provisions

to prevent

Attitude Since supplied the Rate sensor

Sensor voltage operation level of this and from sensor, an abort an attitude a loss signal piekoff of this would of the voltage have LEV-3 would been had have given. to be made

inoperative,

not

Switches spring contacts turning kept was around the switch arm in the motor zero was rate position. Closing rate of

A mechanical the switch was

possible its

only if the sensitive axis

running above the

and the set

switch Control Two

at a rate

limits.

Voltage control

Detectors detectors drop were used value Switches pressure lock-in This increased relays, lock-in during at mainstage and place feature thrust the engine parallel giving permitted ignition, pressure an abort ground in series before and both abort would would have have been had to

voltage

indicate

a voltage

to a preset Pressure chamber actuated circuit.

initiated.

Combustion When the the

Chamber combustion opened, abort

switches

switches signal

in the if the

prevented and

switches of them

did not open up to liftoff.

buildup

monitoring

5-9

Capsule-Launch Vehicle Electrical Interface The Capsule-launchvehicle interface provided the means for the launch vehicle's 29 vdc to energize the capsule catastrophic failure detection relays. Loss of this voltage after liftoff would have initiated an abort signal, Two physically separate electrical interfaces were provided in order to prevent a false abort signal dueto an interface wire connectionbreak. 5.2.6 ABORT SIGNAL INITIATION AND SEQUENCING

The over-all system was designed to initiate abort signal: By wire link before liftoff. By radio link before and after liftofL By manual (astronaut) initiation after capsule umbilical drop. By the launch vehicle inflight abort sensing system after liftoff. These modes of abort initiation andthe time sequencingused are shown in Figure 5-3 through 5-6. As indicated in the figures, range safety considerations determined a major stepin the sequencing. If an abort was required early in the flight (before T+30 seconds), the booster might have fallen on land if the abort signal was permitted to shutdownthe engine in the normal manner. Thus, initiation of engine shutdownwas limited to the RangeSafety Officer during that period. 5.2.7 5.2.7.1
The

NETWORKAND SENSOR DESCRIPTIONS

Abort Network abort sensing The Abort network network (abort is shown consisted output in the of three signal), preflight functional and the and inflight modes, the circuitry.

MERCURY-REDSTONE 5-7 Bus and (input Abort The bus. and abort 5-8

Figures Abort

respectively. the

circuits: Cutoff

signals), Bus abort This -4) after

Relay

Engine

signals bus

from

all automatic signal Prior abort

sensors only through abort abort

were the

connected abort was relays sent

to an abort (K7-1, to the -2, capsule -3,

would liftoff.

to lfftoff and the

command

relays

via hardwire,

5-10

--

JJ
J J JJ
B <J _o c_ m

_o
c_

J J J
o <

E,
Z

_-_

JJ JJ
JJ
/ /

_r_
o +.

o X _

o _'_

._ ._.

>< >< >, >. ). XX

X X -

x x

><3 _d

bH

,_,_ ._,

><'b_

_.

_I

>_
>_:ee

--

I
i i ---m

m I ,---m o ,--,m "_ I_ ,_,_ o'_

&
,

0
cJ c_ = c_ 'N'_ "Z

I
.'F _B

p----m_ l----,----l.----i

1:_2. _...N

5-11

eL

I
I

\ 0 0 I,-,- LL I

LLJ i--"

Z 0

co

N
I

5-12

_>

:_ _o=

/
"_.:_ _-_< ;_.i-_ _ _

_iii ,'
@\J #

"----..

L_:f_

5-13

r,.)
hi)

2;
0

5-14

< _ ::a ,..=

b-

4_

_e
[-N

b_0

T+---_ I
o_ v

g_
v.--

q_ O

z
O

>0

I
6_

0
_,.4

p_

T_
o _N

09
0 O'

I O

P_

_5

T
.<

=
.<

_lnsde

_ITSS!N

:_80

5-15

o"_ [.-, o o

r_ v I

_.-I

_o _
I

Z
0

F_

5-16

bus

was

monitored the launch system Error

by ground sequence prior Sensor monitored of the

support was blocked

equipment. if an abort

For

safety

and

as a final in the

check, automatic a.

condition

existed

to liftoff.

Attitude This roll. was

device If any sent

the output attitude bus. angles

of the

gyro

system the

in pitch, limit,

yaw,

and

exceeded

specified

a signal

to the

abort

b.

Rate The

Switches three rate switches were movements abort bus. mounted occurred The roll the in the pitch, yaw, and roll axes. a

If excessive signal was

angular given and

in the rate abort

pitch signal bus.

and yaw was

axes,

to the

only

monitored

by telemetry
Co

did not have Detector

energize

Control If the voltage used to the

Voltage 60-volt sensors and both abort

control gave had

voltage a signal

supply to the failure

dropped abort before bus.

below

50 volts,

the were could pass

Two sensors abort signal

to indicate

the

bus. Chamber switches With a rise Pressure were Switches mounted on the pressure, the chamber prevented buildup. engine the to sense switches chamber actuated, switches due locking in the

do

Combustion Two pressure pressure. in relays abort (failure) parallel given due

in chamber

K19 and This

K20, andplaced lock-in feature

pressure aborts The

circuit. of the circuits

to nonactuation were not being in

switches

during

thrust the

two switches signal

to eliminate of one eight

possibility switches

of an abort after liftoff.

to a failure cutoff from the

of the

At approximately switching This was the pressure to

"calculated switches prevent

eo

minus abort during

seconds,"

K_ actuated, cutoff circuit.

to the normal normal

necessary

an abort Cutoff

shutdown. Officer Officer was prohibited not shown permitting signal paths until on the 30 seconds schematic, These cutoff.' 5-17

Emergency Engine after cutoff liftoff.

by Range Range time

Safety Safety relays

by the At that the

K5 and K16, stage relay,

"dropped two relays

out" were

engine employed

main

thus

cutoff. for

to provide

redundant

abort. Relays K5 andK16, the two emergency cutoff relays, were operated by command receiver No. 1 and commandreceiver No. 2, respectively, and like the command receivers, were poweredfrom independent28-volt supplies. These relays triggered the abort bus and started two timers which blocked the fuel dispersion (destruct) system for three secondsafter receipt of an emergency cutoff command. This eliminated the possibility of fuel dispersion before an attempted abort. CapsuleAbort If the astronaut initated an abort, the signal openedcontacts K17-1and K17-2, which initated abort and enginecutoff as stated above, cutoff was blocked until after liftoff. All wires which supplied abort signals or power from the launch vehicle to the capsule were duplicated for redundancy. Abort Relay The abort contacts K7-1, -2, -3, and -4, were tied directly to the abort bus. Co-_tactsK7-1 andK7-3 provided the lock-in feature to the abort bus when liftoff relay, K3,was de-energized. Oncethe abort bus was energized from any of the abort sensors, the bus locked-in if the vehicle had moved 3/32 of an inch, an amount sufficient to de-energize the liftoff relay. Abort could also be initiated up to liftoff by commandfrom the ground through a hardwi re comlection to the capsule After liftoff, ground commandof abort could only be given through the capsule command receivers. The abort relay gavean abort signal directly to the capsule andwould initate enginecutoff 30 secondsafter liftoff. As an additional safety feature the vehicle electrical system supplied the capsule a constant 28-volt signal through the series-normally-closed contacts of K7-1 and -2, K7-3 and -4. This inadvertant loss of electrical power to assured abort by removing power from the abort circuit to the capsule. Engine Cutoff Enginecutoff could be initiated by six sources subsequentto liftoff plus thirty seconds: a. Abort (by energizing the commandreceiver relays). b. Integrator velocity cutoff. c. Propellant depletion (by meansof combustion chamber pressure switch within 8 secondsof calculated cutoff).

f.

5-18

d. Abort from capsule e. Cutoff command from Launch Director (until liftoff). f. Emergency cutoff by RangeSafety Officer. 5.2.7.2
The Attitude of the Error attitude Sensor error limits sensing The input sensor in pitch, triggers, signals sensor was to actuate yaw, and each were output roll with derived actuated the abort attitudes two bus if the vehicle cut-

function

deviated off.

beyond

prescribed voltage used. gyros,

prior

to engine adjustable

Three

bi-stable were LEV-3

independently the abort

OR-type pickoffs

inputs on the Design a. b. c. d. e.

from the

potentiometer circuit.

and the

Requirements voltage on 28 volts dc+ 10 percent. dc.

Supply Reference

voltage range (reference

50 to 60 volts 0C + 55 C.

Temperature Vibration Input

Paragraph

5.3.3). shunted by no more than

impedance

50 K ohms

or greater

0. 005 microfarads
f.

of capacitance. time of 10 milliseconds.

Minimum Limits

response and Abort

Abort

Tolerances Limit 5 degrees 5 degrees 10 degrees Plus Plus Plus Tolerance 1.0 degree, 1.0 degree, 2.0 degree, minus minus minus 0 degree 0 degree 0 degree

Pitch Yaw Roll Circuit The had Description curcuit

basic

is shown

in the

block

diagram, connected between and

Figure to rotated the sliders

5-9.

Each

gyro

two potentiometers The

mechanically in potential in magnitude curcuits determined

in opposite furnished rotation. from of rotation each slider in each a

directions. signal Identical with

difference both triggering and

corresponding polarity

polarity the the

to gyro signal

compared when

respect were

to ground, reached.

limits

direction

5-19

"

7
I
00

0
0

0 ;>

o o

o o

e-"

o
._._

t!

ql

--IZ_--

I
I

I
I i

5-20

The

trigger

input

circuit element The

consisted which was

of a PNPN turned point

gated-diode

used the set

as a base

voltage (gate) varying transistor rectified c ir cult. Circuit The

sensing voltage. the

on or off by varing (abort was the with limit) part was

trigger bias. circuit.

voltage The trigger Output

by

emitter oscillator

input from

of a unijunction was in the abort

oscillator contacts

and

amplified

to operated

a relay

details

may of the voltage

be seen PNPN was

on the was

schematic biased the PNPN

diagram such that

(Figure when the

5-10).

cathode input

diode reached the

desired forward was

diode

conducted to operate. below the

in the Oscillation diode voltage circuit Complete of diode provided and

direction until

causing the

unijunction voltage was

oscillator reduced circuit

sustained value. for

input

PNPN

turn-on protection was used

The the

diode

in the diode.

emitter The point

provided in the (abort) was circuit.

reverse emitter level.

PNPN the

potentiometer to the desired

to adjust compensation diode

operating for varying

voltage a zener acted

supply in the

voltages reference

achieved The

by use zener

and potentiometer constant for large voltage

as the

source,

and potentiometer in supply voltage voltages. network

adjustment A thermistor provided

compensation resistor

variations in the reference

combination

temperature

compensation. Oscillator coupling output diodes was in the capacitor-coupled rectifier due rectified which circuit to a rectifier prevented variations was the circuit. The level in the that in the an

changes and

in trigger changes stage capacitor precluded

or oscillator relay powered base abort the circuit. the

operation The relay of the arising

to voltage output

dc level amplifier The This limits

fed to adc abort a time circuit. delay. sensor

energized provided transients operation and diodes

circuit signal oscillator

amplifier from

above for

the

by requiring the com-

to sustain The The resistor relay

a sufficient bias was that

time

to charge

capacitor. pensation. and was diode

provided circuit spikes

and temperature shunted occurred

in the transient

collector voltage

by a capacitor when the circuit

to remove

de-energized.

5-21

z-

.b
0
0 r._

',_, :1

___

-tl-" <

_:_

Iv""--

5-22

Failure Failure an abort: a. b. c. Open Short Short

Consequences of the following attitude sensing components could have caused

circuit circuit circuit

input. of the of the PNPN coupling diode. capacitor between oscillator and dc

amplifiers. d. e. Loss nor Short Open circuit or short of either circuit transistor of the in the output. or diodes sensor circuit in the would reference not have network. caused an abort,

resistors the

of either would failure Attitude switch

28 or 50 volts of any Rate (figure a set angular in pitch,

power

within

component Switches 5-11) was

not mentioned

above.

5.2.7.3 The rate

a spring-restrained, at a predetermined CW or CCW and roll about its

miniature angular input rate axis.

gyroscopic of turn. Units rate were

device It was mounted built per on the and on

operating capable to indicate for

to close of sensing changes

of contacts rates yaw, were closed plus

attitude. to close

Yaw

and pitch rates second. 0 degree

switches

MERCURY-REDSTONE the roll scvitch were 0.6

designed rate

at attitude per minus per

of 5 degrees Tolerances per second

second; pitch the

at a roll 0.3 per used and degree

of 12 degrees per second,

and yaw roll rate separate roll rate rate switch (or axis, axes. switch

rates were

degree were pitch was

second, to sense yaw rate

minus

0 degree of the were that

second. in the pitch, abort. parameter. damping to angular velocity pole, about doubledevice, yaw, The

Three and roll The and

switches Only output the

motions switches

vehicle used

to signal

used

only for

monitoring

performance a viscous proportional of an angular gyro used

switches contacts. rate) the which

consisted The about gimbal closed its

of a gyro gyro's sensitive displacement at the abort gimbal

supported

on bearings, was

displacement In the was limits. zero.

velocity the throw input

axis.

absence The

a single

switch

Motor mentum

power of the

was gyro

115 volts was

400 cps. sufficient

In the to insure

event

of power for

failure, several

the

angular

mo-

operation

minutes;

however;

5-23

iU-_
fi

o
.@
i "_ C)

eO

_d

<

. .tit

ti,4 ! t.Ca )

_'_ I

.E

7,4.

"

5-24

there abort open

would signal. position

have

been

a slight if the gyro

increase failed, caused brought

in the the

angular

velocity

required have

to give remained

the in the

Also, and

switch

contacts

would

would

not have were housing. hermetically

abort. out through a hermetically sealed connector

All electrical located The gas rate which on the

connections end of the were

switches prevented The switch

sealed The switches

in an environment had a minimum material,

consisting operating and the

of a dry life

inert

corrosion. springs ability and were to retain resolution

of 1000 were a high were

hours. selected degree built A rate to give It had The closed and

of low hysteresis low friction throughout 20 and with the when

bearings assuring

for their of accuracy

characteristics, their 2000 operating cps. of the rate by the

thus life.

The

switches

to withstand switch

vibrations was

between in series

monitor

output

switches switches,

and had

was

used

an indication no function switch

to telemetry in the abort

an abort, system

caused

occurred.

sensing as rates second by any

except

as a telemetry 5-12. The abort divider switch

transducer. contact, when

rate

was

connected angular

shown applied diode

in Figure 28 vdc and

by excessive

to the

bus through in the

a diode, distributer. diodes circuit blocked diagram

to telemetry bus from in Figure

through was the

the

a voltage sensors The

measuring to it, monitor the

If the abort this signal

energized rate 5-13. switch

of the

other readout.

connected rate switch

telemetry

is shown

5.2.7.4 The

Control error the

Voltage signals 60 volt of the

Detector from the potentiometer voltage. loss of the _bort the.absence Loss abort sensing pickoffs of this sensing system, signal of the voltage LEV-3 would gyros have dein sen-

attitude upon of control For supply the

pended loss sor. this sensor

dc control and

resulted error

vehicle

systemts it was from

attitude decided the

MERCURY-REDSTONE to assure a serious that

to'monitor error

voltage

of an abort

attitude

did not cause

decrease

in or loss

of control

voltage

potential.

Although anticipated had been

at the for

initiation the control for

of the

MERCURY-REDSTONE detector applications had not been in other

Program, used, systems. very

the

exact

circuitry circuits had

voltage timer

similar The timers

employed

delay

5-25

To Abort

Bus

* 28 VDC
(

.mm_

.mm.

mmm

mm

i_
L_"____ R,_ate,-:w_teh

!! 1
__ __ J

LI

It_

Telemeter

Figure 5-26

5-12.

Attitude

Rate

Switch

Block

Diagram

I
I

Z IA

cq

! u_

IA

II
V

Z IA
dl

5-27

been units

extensively per missile success had been in the

tested

to JUPITER timers JUPITER

e_vironmental and reverse since timers

requirements. thrust AM-9. in the voltage timer) had

Three been

such

timer with ciras pod

(separation in every used

employed similar

excellent cuitry timers Detailed .trol

missile as shroud and

In addition, JUNO sensors prior

successfully program, were

H program, in the

HARDTACK tests in the and

as ground

JUPITER

system.

performance detector tested The

conducted

by Quality

Division

to use Units launch

o f the conwere vehicle (0F). of the and the en-

voltage

MERCURY-REDSTONE performed design and was to the

system. satisfactorily was below

Six of the within

vironmentally specifications. The test differential units.

all six units from

deviation between

specifications dropout far below fell

at low temperature one site volt on three

voltage The

pickup extreme

temperature

launch mission

temperatures, paragraph

deviation

was

not considered

relevant

vehicle

(reference

5.3.3).

The which bridge

control drove circuit,

voltage a bridge

(30 volt circuit

dc nominal) formed

was

monitored R6, CR3, was

by a voltage

divider

network This If the was by the of the off. sensed un-

by CR2, sensed specified driving in the

and R10 (Figure balanced the Q2. position. causing the cutoff

5-14).

dependent remained transistor maintained

upon within Q1 the the

the its

voltage, 60-volt

or unbalanced. bridge circuit

sensed balanced transistors voltage Positive

voltage and

range,

conducted output bridge relay into

transistor energized stage

Conduction A drop

to 50 volts feedback

drove action

a balanced accentuated With

Q1 to be cut action and

of resistor in cutoff

R-7 condition.

maintained the

the transistor output below relay

circuitry was the

Q1 and

subsequently circuitry. manner

Q2 cutoff, For

immediately bridge

de-energized became

actuating unbalanced

abort

voltages the

50 volts

circuitry to cutoff.

in such

as to cause

transistors

to be biased

The

control

amplifier switch of the C-1 and for

was the

a medium output relay assured

power,

silicon

transistor

stage of this

which

functioned snap-

as an on-off off operation Capacitors, affected mately less abort this

relay. at the that Design

Sharp critical circuit criteria

triggering input level.

stage

provided

output C-2, transients.

operation required

would

not be adversely action of approxiUnan

by voltage

a delayed voltage would

100 milliseconds dealy was

in order included, the

to compensate control voltage

for negative detector

transients. and initiate

detect

signal

as a result

of a negative

transient.

5-28

>

o
,F.._

o o 0

c_L) to

,m o

o_,,!

M
A W

_
q

.m

T
+
v

0 N 0

r_

! u_ N
I

I(

9
5-29

Capacitor, sient to the When the

C-l,

provided Capacitor,

a time

delay

of 50 milliseconds the relay coil

for

a negative the

voltage time

tran-

of 20 volts. required the control contact when the

C-2,

across

increased

delay

100 milliseconds. voltage was was open. voltage relay dropped causing This for below 28 volts the critical 50 volt at the both level, output safe the control a voltin the safe range, the output relay was energized and

output

However, amplifier set age

control the

de-energized closed circuit

dc to appear required

through input

of normally and proper

contacts. operation safety

mode

of operation signal. circuitry at power were should used fail.

no output the used

To assure was designed

maximum so that a false the abort

and reliability, were

of the levels

control well

voitage their allowing

detector rating. one

all components two detector if the other

below thus

To prevent to block 5.2.7.5 The

abort, signal Pressure chamber switches

circuits detector

in series

Chamber

Sensor pressure were was mounted tubes. switch, Figure 5-15, spring the the force developed on the Increasing Subsequent signal. adjusted deThe as shown monitored on the with thrust two redundant frame with pressure chamber pressure supplied

combustion These

switches. to them When

by independent pressure was actuated pressure spring 5-2. of sequencing false was

pressure applied to the through

diaphragm pressure creasing preloaded in Figure The and Since out method prevented any of the

transmitted the

a preloaded and the and armed

to a microswitch. switch. cause points

microswitch deactivate the arm

pressure and

would controlled

microswitch abort

an abort and was

actuation

assured in the would prior

proper event signal

engine

operation fluctuations the cutoff.

prior

to arming during switches thrust

the

switch

abort

of pressure an abort, engine

buildup. switched

loss abort

of pressure circuit

pressure

were

to a normal

5-3_

Microswitch Diaphragm Pressure Switch

Combustion Chamber Pressure

(_

Electrical Receptacle

Adjusting Screw

Vent Figure 5-15. Chamber Pressure Sensor 5.3 RELIABILITY PROGRAM 5.3.1 INTRODUCTION It was evident at the beginning of
creased tensive identified new. proper 5.3.2 above flight and that history, improved. program of the indicated many of the the program that missiles. areas the abort of its mission Since design and reliability the and had to be inhad had were assure the an exbeen

by the tactical weak

REDSTONE performance interface and

In contrast, was thus

system

capsule the

A reliability operation RELIABILITY

established

to ul:grade

booster

new components.

TESTING program was conducted protion Program. to prove of this The test the REDSTONE's was program adaptation called the potential to

A developmental the MERCURY

test

Program.

A major Reliability

program

MERCURY-REDSTONE

successful

found

5-31

problem areas, developedsatisfactory solutions, and established procedural and quality standards. Tests in the total program included the following. Factory Testing a. Aft section tests including abort system. b. Tail section tests. c. Propulsion subsystem tests. Structural Load Simulation a. Thrust unit flight simulation. b. Transportation load simulation. Static Firing - Noise and Vibration Capsule andAdapter a. Mating compatibility test. b. Flight adapter checkout. c. Separation ring test. ComponentQualification and Development Tests. The factory testing was a combined temperature-humidity-vibration test series conducted by Chrysler Corporation's Missile Division (CCMD). Also conductedby CCMD were the structural load simulation tests on the thrust unit. This test included appliction of bending, shear, andlongitudinal loads simulating flight and transportation loads. A static firing test conductedby MSFC measured noise and vibration at several points on the missile, adapter, and capsule. Functional and mating compatibility tests were also made at MSFCwith the capsules for MR-1 through MR-BD. A checkoutwas made on eachflight adapter starting with the adapter for MR-3. In addition several component developmentandqualification tests were madeto solve individual problem areas and prove flight readiness. The details of these tests and their results are described in Section6. Of special note was a total system-environment test of the Instrument Compartment containing the abort sensing system. The test was made on a specially designed "rock androll" test fixture, formally namedthe Vertical Test Fixture (Figure 6.3). This was probably the biggest and most important ground test effort of the program. The abort

5-32

system was operated under actual angular rates and attitude changes, coupled with vibration, humidity andtemperature environments. Additional details are given in Section 6.3.3. 5.3.3 ABORT SYSTEMRELIABILITY TEST PROGRAM Of special interest was the program designedto assure a high abort system reliability. The plan for this program is presented here. The plan called for testing of systems and subsystems. In addition to testing large groups of componentssimultaneously, this methodhad the advantageof testing the various componentsandtheir interaction. Suchtests were conductedat the Chrysler plant. In addition, qualification tests were conductedfor each componentof the abort system at MSFC. Using three or more units of eachof the componentscomposingthe abort system, a modified test-to-failure program was to explore the modes of failure, environmental levels of failure, and critical operation and environmental conditions. The purpose of the tests was to isolate any mode of failure so that necessary corrective action could be taken. The tests were designated as follows: First Level Each componentwas tested under those environments expectedprior to and during flight.
Second Each Level component maximum was was stressed capability stressed operationally of that under particular and environmentally component. critical environment at the

expected Each until

component failure

a predetermined

occurred.

Actually vibration, switches, pressure was

two test shock, voltage and

plans and

were

developed

which Plan

differed

only 5-4) was

in the

levels

of temperature, for the contained B {Table rate in the 5-5} location

acceleration. and controlled

A {Table error

designed were Plan because

detectors,

attitude

sensors. compartment. sensors

These

temperature for the

instrument pressure

designed engine.

combustion

chamber

of their

on the

5-33

Table 5-4 Abort SensingSystem Reliability Test Plan A for Attitude Rate Switches, Attitude Error Sensors, andVoltage Detectors*

Environment Low Temperature High Temperature Vibration

First Level + 50F +120F 20 to 50 cps at 0.03 inch doubleamplitude 50 to 2000cps at 4 g.

SecondLevel
OF +14 5F 20 to 50 cps at 0.06 inch double amplitude 50 to 2000 cps at 8g.

Third Level
- 25F +160F and and +77F +77F

20 to 50 cps at 0.09 inch double amplitude 50 to 2000 cps at 12 g. Repeat with g increased by 4 g increments until failure. 3O g 30 g Longitudinal 15 g Lateral

Shock Acceleration

10g 10g Longitudinal 5 g Lateral

20g 20 g Longitudinal I0 g Lateral 3 attitude error

* The number of samples tested were 6_ except, only sensors were tested due to component availability.

Table Abort Sensing System

5-5 Plan B for (6 Samples) Combustion Chamber

Reliability Test Pressure Sensors

Environment Low High Temperature Temperature

First

Level

Second Same Same as

Level in Table 5-4 5-4

Third

Level

as in Table

Vibration

20 to 100 cps at 0.04 inch double amplitude 100 to 2000 cps at 20 g. 25g

20 to 100 cps at 0.06 inch double amplitude 100 to 2000 cps at 30 g.

]

20 to inch tude at 40 40g

100 cps at 0.08 double ampli100 to 2000 cps g.

Shock Acceleration

30 g NONE

5-34

As shown in the tables, both plans call for

the equipments for were to be stabilized prior at the temperature really room Each cycled three was The except The any 2 hours one to running

temperature indicated

excursions. temperature,

For then third soak

these soaked test

tests at thiswas

functional

tests. and, after

The the

level cycle,

two tests; temperature. component at all three consecutive omitted vibration for test

at the

extreme

temperature

one at

was

first

low temperature vibrated, The final B as well shocked, test was

cycled and

at all

three

levels, in that vibration.

high order,

temperature at the last test

levels, levels. Test Plan

accelerated,

a test-to-failure testing. sweep

This

as acceleration vibrational

consisted The

of a 6-minute sweep was

from

20 to 2000 three major

to 20 cps, planes. to locate increased in

as g limited. sensors were

to locate the

resonances vibration level and test,

in all tested

to be operating After frequency

during the initial

afterward was

vibrational

damages. and the was

third until

the g level failure. three axes for

4 g increments The shock test

cycled

component of all

to be applied was used,

in both directions for 10 milliseconds waveform in both along, tests, tests was

12 milliseconds was test con-

if triangular used, sisted and

waveform 8 milliseconds

if sinusoidal used. The

waveform

if square

acceleration axes to, were the with

of a 5-minute and shock lateral and

acceleration acceleration

directions

of all three

simultaneous of test. No shock

longitudinal After the

and perpendicular checkouts

direction

acceleration

functional were planned.

scheduled.

or acceleration 5.3.4 After gard studies

test-to-failure STUDIES the reliability for manned The would first place

RELIABILITY flight to its were MR-2 suitability made. which based their study shown The

of the flight

MERCURY-REDSTONE (reference on the paragraph running proper the average

was 8.3).

re-examined Three separate success The

in re-

was

based

of flight point. of all

probabilities study was

the payload configuration to the later. The

at the using

injection flight record made running

second

on an artifical failures will according

components, component. investigation as shown in the in

weighting The were Table tables, third as

number results

of flights of the

by each average

be defined 5-6.

The

in Table probability

results

of the component success thus was

evaluation estimated, as

were shown

5-7.

of booster and

to be between

78 percent

84 percent

at a 75 percent

confidence

level.

5-35

Table 5-6 MERCURY-REDSTONEReliability Prediction (10February 1961)*-A Running Average Probability Of Booster Success Crew Escape Straight Average 81.2 98.6 50 Percent Confidence 80.3 97.6 95 Percent Confidence 77.4 94.3

* Basis: All REDSTONE JUPITER-C andMERCURY-REDSTONEBooster Flights (69 Flights).

Table 5-7 MERCURY-REDSTONEReliability Prediction (10February 1961)*-B Number of F rings of ComponentsComposing MR Subsystem Probability of Booster Success 75 Percent Confidence as Based
on

Subsystem

Past Firings

Engineering Estimates 94 Percent 96 Percent 96 Percent 99 Percent 98 Percent 84 Percent

**

Propulsion Structure Control Pressurization Human Error

Total

lO to _7 10 27 to 67 67 _7
i0 to 67

90 Percent 96 Percent 94 Percent 96 Percent 96 Percent 78 Percent

* ** Many required

Basis: Based

MERCURY-REDSTONE Components on Co_aponent were Improve_:aents

Configuration Achieved

as with

Composed Corrective parameters

of Subsystem Action. exceeding the launch flight. the those operations _hese facts, of vehi-

components for had with the

originally

designed

to mission mission.

MERCURY-REDSTONE techniques more

In addition, to satisfactory with

personnel coupled inadvertent 5-36

developed the

conducive

improvements led MSFC

incorporated to the opinion

on the vehicle that the

low probability launch

abort,

MERCURY-REDSTONE

cle reliability was in the range of 88 percent to 98 percent probability for launch success and crew survival, respectively. The successful MR-BD flight gave the assurance that the MERCURY-REDSTONEwas ready for mannedflights. As stated previously, a portion of these studies was an evaluation of all components comprising the launch vehicle. Most of these componentsor their prototypes had flow in earlier REDSTONEarid JUPITER-C vehicles. The rating of the componentsand their allied systems necessarily considered not only the number of times flown but also any malfunctions which were known to have occurred and whether this type of malfunction had been completed eliminated for future flights. liability study was made. For the third calculation, the effect of each malfunction was carefull adjusted in value based on its possible contribution to a vehicle failure that could occur and adversely affect a MERCURY-REDSTONEmission. Particularly sensitive to such judgment was the impact of human errors. Both humanerrors and componentmalfunctions which had occurred during a recent firing were given more weight than the earlier occurrences. Consideration was also given to system design improvements, incorporated during the period of system use, andrepetitive performance improvement or learning curve in both personnel performance and improved operational techniques. The malfunction and failure data thus derived was then examined for the possibility of occurrence in the MERCURY-REDSTONEvehicle, as fabricated andchecked out under its more stringent standards of construction andquality assurance. This componentand system evaluation resulted in synthetic data which were deemed as representing reasonable expectedfailure or malfunction rates in the MERCURYREDSTONElaunch vehicle. Reduction of these data to a common confidence level was based on the assumption that the calculated reliability was the mean of all reliabilities represented by a series of samples of like size. A further interpretation of this implies that the calculated reliability represented the mean:: of the actual reliabilities of the individual flights. In addition, it was assumed that this hypothetical series of reliabilities followed a Gaussian or normal distribution. This derivation of an estimated standard deviation then permitted the determination of system reliability for various confidence factors. The reliability estimates thus derived were presented in terms of confidence factors in which the level of confidence was interpreted to mean that the reliability estimated would be as stated or higher in the percentage of cases represented by the confidence level. Typical of such data derived at this point in the program was: 5-37 Thus, a third and more refined re-

(Successful

Vehicle Reliability powered flight without 84 Percent 75 Percent

Confidence abort) 50 Percent 75 Percent

Level

An alternate spread of cases in data which

method

of data

presentation Here, the the

to more

readily

permit

a judgment expresses range. Range the

of the percentage

is shown will

below.

confidence or calculated

interval

lie within Interval

expected

reliability Reliability

Confidence 50 Percent 75 Percent

75 to 94 Percent 69 to 98 Percent

This

portion

of the the

study

thus

attempted

to derive vehicle design

a reliability

and

confidence flight

factor history,

by

comparing allowing changing based are

MERCURY-REDSTONE systems and operation,

components modifications The data

to previous and

for differing procedures, given

improvements, the above values are

different 5-8.

missions.

on which

in Table

Table Evaluation of Flight Data

5-8 Components

on MERCURY-REDSTONE

NO,

Flights Flight LEV-3 Network Structure LOX manhole Elongated Propulsion I-I 02 regulators 2 A-7 engine controller start 67 10 42 45 tanks cover 10 10 and Actuators Control 27 67

Observed Malfunctions

Weighted Failures*

Anticipated Failures**

1 2

0.75 1

10 0

0.25 0

0.25 0

3 4 5 0

1.5 0 0.4 0

Thrust

H2 02 lead

5-38

Table 5-8 Evaluation of Flight Data on MERCURY-REDSTONEComponents(Cont.)

No.

Flights Pressurization Propellant Instrument Human Personal and Turbine 67 67

Observed Malfunctions

Weighted Failures*

Antic ipated Failures**

0.25 0

0.20 0

Compartment Errors

67

* Weighted failures are those ing judgment) an unacceptable **

observed malfunctions M-R booster flight. might

which

would

cause

(by engineeron M-R

r

Anticipated failures are weighted failures that boosters in spite of present corrective action. QUALITY GENERAL MERCURY-REDSTONE the human errors quality assurance ASSURANCE AND MERCURY

not be eliminated

5.4 5.4.1 The

AWARENESS

PROGRAM

program assembly, effectively

placed

primary

emphasis This

on

eliminating was

in fabrication, effort that

inspection, used careful

and test. documentation,

accomplished checkout, MERCURY Mercury

in a threefold and personnel AWARENESS Program,

hardware, 5.4.2 The aspect were

motivation. PROGRAM dealt with the personnel best. motivation MERCURY or the human

Awareness

of quality. issued

It inspired people

all individuals to use with and

to do their discretion focused

stamps and work been of re-

to trained (Figure 5-16).

on approved attention of quality

documentation on the and has good since

hardware conscientious peated The built would the

Publicity This space program

awards

people. manned of the

was

a keystone

in every importance as a military carry

program. stamps the should be noted. stamps Since identified the the REDSTONE hardware flight each was which components handler

MERCURY system

weapon into

MERCURY

a man promoted By

space.

In addition

to identification of the stamps utilized

of MERCURY ultimate use within only

stamps part.

a psychological 1959, and identified use

awareness of these were

of the

7 October

established throughout status

that the

MERCURYprogram.

identified The stamps

documentation further

hardware preliminary

MERCURY and square

and final

by circular

5-39

enclosures, respectively. Use of any spare parts or documentationnot identified by the square stamp was prohibited. This identification procedure further assured that the 100percent inspection directive for
5.4.3 The DOCUMENTATION quantity of development documentation was placed was increased only and slightly over records that of the Project MERCURY was carried out.

tactical than used were

REDSTONE. on additional except reviewed time where

Emphasis forms. specific Standard

on complete instructions was

accurate

rather were

REDSTONE

and specifications required. Test

MERCURY and

documentation electronic

procedures prepared. test reports

and new reports

mechanical kept

procedure

specifications and inspection

Running were

were

on all parts,

and functional

required

to be complete

in all details.

5.4.4 The

QUALITY improved

ASSURANCE

TESTING and procedures, assured the proper testing and correct were

documentation

selection being missile, selected missile. MERCURY

of components. and

Since processed whose

parts

for

MERCURY-REDSTONE with those were were all for closest assigned parts the tactical to the

Progam

fabricated the for

coincidently characteristics

REDSTONE nominal were REDSTONE with a

components the MERCURY selected

Program; for Project

all others MERCURY,

to the tactical were identified

Once stamp.

Receiving inspections radiographic construction,

inspection monitored inspection and

included quality

each of the

component. combined

During units.

systems Tests

buildup,

inprocess and cable

included

magnaflux and

of engine tests

parts, which

inspection simulated

of electrical conditions

soldering of application.

acceptance

After tems

assembly had been

a booster inspected, that they each

checkout functionally

was

conducted. tested, and

Since installed,

all

components the final In this compatibility of the

and subsyscheckout checkout, tests was used

to determine was run applied to insure

would system

work

as a single

vehicle

system. Then

power were

and that

checked

out separately. had occurred

no deteriorations

as a result

intercoupling.

The

final

factory using could

test actual

was

the

simulated equipment The

flight where test

test. feasible

The

ground and

equipment where

system flight the

was

connected equipment

launch

simulated

not be operated.

began

with

a launch

countdown

and

5-40

equipment was operated sequentially in the same order as it would on an actual flight. Telemetry recordings were made through an RF link. At the completion of the test, the records were examined for proper equipment operation. If the records were good, the vehicle was acceptablefor launch use. Special procedures were also established for the testing and selection of spare parts for each booster. All spare assemblies and subassemblies, assigned to a specific vehicle, were checkedfor compatibility at MSFC during checkout tests. These parts were then identified by missile number and, if not used at the launch site, were returned for checkout with a subsequentreassignment.

Figure 5-16. MERCURY-REDSTONEMannedFlight Awareness Stamp

5-41

SECTION6 DEVELOPMENT TEST PROGRAM 6.1

The quired Thus, this The reach INTRODUCTION MERCURY-REDSTONE in all launch in addition section booster the test includes recovery phase. vehicle development programs plus of the program those included added and and due the normal manned checkout dampening first such ground test re-

to the

payload. testing, programs. program 8. to

to a description details program The flight

mechanical reliability covered

electrical

of special is also

vibration the

as it was tests are

development

detailed

in Section

6.2

VEHICLE

TEST

PROGRAM

6.2.1 The for tem launch

GENERAL MERCURY-REDSTONE component status were selection special was test program retained the Only high after final quality the test procedures neared tests full to which used systhe

and booster systems were tests

assembly. necessary. following:

vehicle

The

systems

vehicle

subjected

the

Mechanical Static firing.

assembly

analysis.

Alignment Pressure Continuity Network Radio Guidance Over-all Instrument Over-all Simulated Final

(mechanical). and mechanical function.

(electrical). (includes over-all systems. control No. 2. system. No. 1).

frequency and test

calibration. test No. 3. test and (electrical). functional analysis.

flight

pressure

The nents,

testing

sequence

was and

based finally

on the

pyramidal vehicle

testing was

philosophy,

whereby checked.

compoThis type

subsystems, illustrated

the entire 6-1,

functionally operation

of testing, the vehicle.

in Figure

verified

proper

of all

hardware

within

6-1

Mechanical Tests Assembly and Quality Control Inspection

Electrical Tests Wiring and Quality Control Inspection

V
+ Noise and Vibration Firing Test Static ] Networks Incl Mechanical Alignment Cooling Test System Mechanical Functional Pressure Tests and Over-all Test #2 Instrument Calibration Tests Over-all #1 Guidance and Control Radio Frequency Checkout Continuity Tests

Telemetry Calibration I
il

Booster

Install Adapter Simulated Flight

_/ Test

Electrical Mate and Abort System Checkout

Abort

System Tests

Over-all Test _3 Final Pressure and Mechanica: Functional Ar Simulated Flight Test Ship to Cape

Com patibility Radio Frequency

Figure 6-2

6-1.

MERCURY-REDSTONE

System

Test

Flow

Diagram

Within this section, reference to boosters will be made based on their assembly number, not their ultimate flight number; e.g., booster MR-8, which served as the launch vehicle for Flight MR-4, shall be referred to as MR-8. This notation on the use of nomenclature is necessary due to the similarity of the numbering systems. A cross tabulation of booster and flight numbers is as follows.
Booster MR-1 MR-2 MR-3 MR-5 MR-7 MR-8 MR-4 MR-6 No. Flight MR-1 MR-2 MR-IA MR-BD MR-3 MR-4 Not Not (Shepard) (Grissom) Launched Launched ("Ham"} No.

6.2.2 Although analysis countered rework. Approval -8. flange replacing

MECHANICAL assembly was

ASSE MBLY were

ANALYSIS throughout to assembly replacement were buildup, release. of faulty documented MR-3, LOX tank a final mechanical enor

analyses

performed vehicle prior

performed the

on each analysis from

Difficulties components

during

resulted specified

in either

All deviations Request. vehicles modified the 5/16

documentation was made

by a Waiver -5, -7, and

A standard the LOX

modification tank manhole the bolt with 3/8

on Boosters gasket, and

On these were

cover, hole

bulkhead

by increasing inch steel bolts event inch

diameters bolts

to 0. 390 _+0. 005 inch, and torquing the due these bolts

aluminum necessary bolts was

to 175 +_5 inch-pound. cover, que replacement used. of the

In the 3/8

it was aluminum

to disassemble required

manhole high tor-

to the

value

6.2.3

STATIC

FIRING

6.2.3.1 As part

Introduction of the prelaunch launch and test were vehicles reliability stand conducted procedures was under at the and scheduled rated checkouts, for thrust Space static each firing of the tests These eight MERCURYsatisfactory were A total conducted of 32

REDSTONE performance on the static interim tests

to insure tests

conditions. Flight and test Center

Marshall

(MSFC). with

on the

MERCURY

boosters

an accumulated 6-3

time of over 2230 seconds. assembly

In addition to the basic static firingtests to assure proper

and operation of the propulsion unit, additional tests were run to derive both

additional data and help solve specific problems.

6.2.3.2 Noise gram and

Capsule vibration

Noise effects of four

and

Vibration missile

Tests and capsule test were tower evaluated using early in the procapsule. not detri-

on the test firings

in a series shown

in the

static

a boilerplate were

The results, mental

in Table

6-1,

indicate

these

environment

conditions

to the booster

or capsule.

Table Sound and Vibration

6-1 During Static Firing

Location

Sound Pressure Level at 1000 cps (db) 141

Composite at Mainstage Lateral

Vibration Thrust - peak

Longitudinal

Pitch

Tail

Fin Capsule Capsule Rocket Adapter

Outside Inside Escape Capsule

123 101 123 2 1 4 1.5 4.5 6.5 8.2 2 4.3

Instrument Comp. (TV Camera) Fuel Thrust Tank Frame

6.2.3.3 Subsequent tem in the cated The heater was

Hydrogen to the effected. The

Peroxide static The firings redesign

System of MR-1 required tests and MR-2, a major seals during therefore, the heat redesign of the H202 sysseals indi-

O-ring conducted and, with

in lieu the

of metal-to-metal static firing of MR-3 for flight.

system. the O-rings also

results

of the

to be functioning appeared which were

properly

satisfactory produced

O-rings

to be compatible also part of the

by H202

system

blankets,

modifications.

6-4

6.2.3.4
When MR-4

Oscillation was static 10 eps) oscillation A thorough of the from MR-2 MR-3 to the test the tests

Problems fired was had the first time, in the present revealed the second The MR-3 an unexpected oscillograph during that bending the the low frequency traces static of the oscillation engine param-

(approximately eters. boosters. resonance was MR-1 the mounted and This

discovered not been

firings were

of the the

previous result of

investigation stand top with of the

oscillations

mode

of theboosterwhen to the stand, the

the booster to the of Mod-

stand. to the

modification test, it was

subsequent frequency manner.

but prior resonate

had changed attached

resonant

stand.

did not

because this

in a different

ification

stand

prevented

resonance.

6.2.3.5 In tests ignition. limits cess long

Boattail simulating

Heater the

Tests launch countdown, and heater the LOX was critical ducts series loaded several hours within through prior specified the acas to

actual

To maintain during the into hold

all engine period,

parameters

temperatures were static inserted firings, affects.

hot-air-type section. During made

doors as eight

the boattail were

hold periods

hours

successfully

without

adverse

6.2.3.6 When

LOX several

Manhole LOX leaks

Cover occurred

Seal

Leaks in the was of the when LOX tank manhole cover the seal of various and characinch at even

REDSTONE teristics greater the with same the

vehicles, of the leaks. lubricated values. bolt

a test

program

initiated cover

to determine gasket was bolts was using

cause

Compression bolts than

approximately and washers

0.012 were in any used test,

using torque cover

nonlubricated sealing torque

However,

complete

not achieved no lubricant.

tightened

to 190 inch-pound

6.2.3.7 In a further tested hold

LOX Replenishing effort to simulate its

Tests actual launch conditions, the required with the the LOX LOX system. replenish level during system extended was

to determine periods.

capability were

to maintain experienced

No difficulties

6.2.3.8 A problem start) and the was

Abort was blown

Sensors encountered into in the early phase of testing chamber P

C

when pressure

water

(used (Pc)

in the

inert

the two abort controller

combustion

sensing

lines then

single

thrust

transducer

line.

The

low LOX temperatures

6-5

froze the water preventing proper operation of the sensors. This difficulty was solved by the utilization of strip heaters on all three lines. 6.2.4 ALIGNMENT TEST (MECHANICAL)

After static firing andbefore the integrated mechanical-electrical checkouttests, mechanical alignment checks were performed on the power unit, the taft section, the aft unit, and, finally, onthe entire thrust unit. All six boosters successfully completedtheir alignment tests; however, four problem areas occurred during this checkout. The test plan included a capsule adapter mating alignment check. Since noneof the adapters were available at the time of the alignment tests, only the mating surfaces were checked. Difficulty in assembly of the jet vaneplates caused the plates on MR-1 and MR-3 to be off in perpendicularity. On MR-2 and -8 the plates were off in angularity. These discrepancies were minor andwere waived. Thefirst three vehicles required shimming of the engine. MR- 1and-2 were shimmed becausethe mountingholeswould haveotherwise been too close to the edge of the mounting ring. MR-3 was shimmed and MR-1 additionally shimmed to correct for thrust vector misalignment. 6.2.5 PRESSUREAND FUNCTIONAL ANALYSIS

Pressure and functional a_alysis tests were performed to assure correct operation of the pneumatic andhydraulic systems of the vehicle. All systems on all vehicles were within limits. Actually, two sets of pressure and functional tests were made; the first immediately after the alignment tests and the final before booster shipment to the launch site. Vehicles MR-3, -5, -7, and -8 were shipped with 10 psig air pressure in the gaseousnitrogen spheres. 6.2.6 CONTINUITY TESTS(ELECTRICAL)

Electrical assembly and installation and ground support equipment compatibility were checked. All vehicle connectors andcables were inspected, andresistance measurements were made on all wire to assure that continuity existed. In addition, all vehicle distributors and the ground support equipment were verified prior to connecting to the vehicle. Several installation discrepancies were revealed in MR-2, -3, -5, -7, and -8, all of which were corrected prior to release of the vehicle. After correction of these discrepancies, the test results were satisfactory.

6-6

6.2.7
6.2.7.1 This

NETWORKTESTS
Introduction of tests and group performed consisted of tests on the of the that from vehicle were test, given cutoff the test, of relay vehicle general and classification over-all Test diodes, of No. and 1.

group tests

network It was solenoids

component electrical

in this were

the

location with the

contacts, schematics.

ascertained

comparison

6.2.7.2 The with part, tion

Component tests

Tests were system

(Propulsion designed operation.

System

Electrical operation

Network) of components in two parts. location reasons, the associated The and special high to the The pressure spheres, first operaat-

component the propulsion performed

to verify This pressure, and valve

proper test was

performed the For

without

pneumatic relays control second

verified solenoids.

electrical safety

of propulsion-control was given spheres. the verified operation that on all to the The

tention pneumatic checked tests

circuits part,

for pressurizing performed with

and pressure

venting

applied switches. engine

of pneumatic all components six vehicles.

valves associated

and valve with the

position propulsion

component were

operation

satisfactory

6.2.7.3 The cutoff

Cutoff test

Test was

(Shutdown

and

Abort

System of the

Networks) vehicle abort the were cutoff circuits, television verified The proper found causing circuitry destruct on-off as the name

not limited entailed sequencer shifting

to verification extensive operation. the television box testing

implies, receivers, and entry -7, the

but actually and circuitry the flight for television

of the

command command of

In addition, lens cover

up to the point cutoff tests

into and

junction

and camera While and a relay connector

assembly. verifying were were

on MR-l, of the In addition, to malMR-5 a relay

-8 were electrical pins

completed network, in a ground

satisfactorily. two diodes equipment faulty parts during

operation

MR-3's two

to be faulty. the inverter

shorting

function. had

Replacement results; conductors

of the

eliminated the test of the

these it was failure

problems. necessary

Vehicle to replace

satisfactory GSE test

however, panel,

in the

as a result

of one of its contacts.

6.2.7.4 An over-all performed, engine

Over-all test

Test is defined

No. as

1 (Sequential a test

Flight

Simulation) a switch-on internal engine power, cutoff sequence a rocket signal is 6-7 is

in which, from ground

as a minimum, to vehicle and a rocket

followed sequence,

by a transfer a simulation

firing

of liftoff,

given. Over-all test No. 1, the third network test, was designed to test the sequential operation of the valves, relays, and solenoids involved in the engine firing; also tested were the program device, flight sequencer, andphysical separation of the top and tail umbilicals. During the over-all test No. 1 on MR-1 and MR-2, trouble was encounteredwith the preflight cooling system operation and circuitry, which was corrected by replacement of componentsand rewiring. As a result, later LN2 external cooling systems were required to pass a checkout simulation prior to the over-all test. A false abort was indicated during MR-2's over-all test. The exact initiator of the abort could not be identified, but the rate switch circuitry was suspected. A redesign of this circuit was madeto eliminate any possible cause. The program device was found to be faulty on MR-3. MR-5, -7, and -8 passed over-all test No. 1 satisfactorily. 6.2.8 RADIO FREQUENCYSYSTEMSCHECKOUT

These tests were performed to insure that each RF componentoperated properly within specified limits during individual functional checks. In addition, the tests verified that the RF componentswere compositely compatible with themselves andwith the general network. Interference was encounteredwhen MR-2 and MR-5's television circuits were in a standby mode. However, during normal operation the television oscillator frequency radiation dropped to a noninterference level. 6.2.9 CONTROL SYSTEMSCttECKOUT

The control system checkout was performed to ascertain the function of the system as it related to the vehicle performance requirements. Controlled inputs were introduced into the system, and the outputs were accurately checked for proper polarity and scale factors. MR-l, -2, -3, and -5 tested satisfactorily. Replacement of faulty attitude error sensor was necessary on MR-7. Dust in the pitch attitude sensor of MR-8 required cleaning of the sensor before final acceptance. 6.2.10
This test

OVER-ALL TEST NO.

was into performed the general to assure

2 proper The functioning test sequence system. vehicles. of the was The vehicle's simiiar results control to that of over-all system of over-all test

integrated test No. No.

network. of the

1 but with completely

the addition satisfactory

control all

2 were

for

6-8

6.2.11

INSTRUMENTATIONCALIBRATION

Signal outputs from the various measuring transducers were first checked to calibration curves via hardwire link; then, the information was colmected to the telemetry packageand rechecked via RF link. The results of the instrumentation and calibration tests on MR-1 and MR-2 were completed satisfactorily. The remaining vehicles had several minor problems none of which indicated a specific problem area. 6.2.12 OVER-ALL TEST NO. 3

In this test the control, RF, and instrumentation subsystems were integrated and tested as a complete system. The test consisted of a brief subsystem operational check and then a complete simulated firing and flight sequence. The vehicle was put in a readyto-fire condition, firing commandwas given, and the sequenceof events that followed was automatic until liftoff. Liftoff was simulated by de-energizing the tail plug supervision relays in the ground equipment and the liftoff relays in the vehicle. This meLhod of simulating liftoff allowed continuous monitoring and recording of vehicle operation during the simulated flight period. After liftoff, the program device controlled the operation of the flight sequencer, the telemeter calibrator, andthe tilt program of the LEV-3. The vehicle was then given a normal cutoff from the velocity integrator, and, shortly thereafter, the test was completed by simultaneously removing all power from the vehicle and ground equipment. Vehicles MR-l, -2, -3, and -5 completed the tests with satisfactory results. MR-7 encountered a broken lamp contact in the ground propulsion panel. Additional shield grounding was required to eliminate erratic pulses on MR-8's program device channel No. 1. 6.2.13 SIMULATED FLIGHT TESTS

This final test of the booster was designed to prove the compatibility of all electrical and electro-mechanical systems (vehicle and ground equipment) in simultaneous operation. Safety-relay boards were installed in the main, tail, andpower distributors to make this test more realistic. The test was performed using a simulated countdown procedure. Preliminary checks were made in which the vehicle subsystems were energized and operationally verified. The vehicle was then placed in a ready-to-fire condition, and the firing commandwas given. The vehicle underwent a typical flight program, controlled by the program device, with small deviations from the normal trajectory simulated by the tilt program of the LEV-3. At liftoff plus 140 seconds, cutoff was given by the velocity integrator, and 30 seconds later the test was terminated by simultaneously removing power from the vehicle and the ground equipment. 6-9

Since the vehicle's instrumentation was active during the test, its telemetered information was utilized for evaluation. MR-1 and -3 passed successfully. MR-2 had problems with foreign material causing shorts in the commutated telemeter channels. MR-5 had flight sequencerproblems which were solved by redesi_ and removal of two zener diodes. The roll rate gyro was also defective andwas replaced, as was the thrust controller transducer. MR-7 was rerun twice before the proper procedures were used and MR-7 passed. The pitch attitude potentiometer hadto be cleaned and the pitch rate switch replaced before MR-8 passed its simulated flight test. 6.2.14 RETEST AFTER MODIFICATION

After the test program had progressed through the simulated flight test, a number of changesto assure the best possible boosters were incorporated. After making these changes, the systems affected were rechecked to verify proper operation. The most extensive modifications were made on MR-5; thus, the MR-5 checks consisted of a continuity test of newand modified cables, a series of network tests which verified proper operation of the vehicle's electrical circuitry, measuring and control systems check, and an operation verification of the RF equipment. An over-all testwas thenperformed to verify proper operation of the network, control, RF, and measuring system. Inflight measurements were telemetered to verify calibration of the measuring system. Proper operation was obtainedduring these tests. 6.2.15 BOOSTER-CAPSULECOMPATIBILITY TESTS

The original test plan included mating each capsule plus its GSEto the booster and its GSEat MSFC for a final compatibility test prior to shipment to the launch site. The compatibility tests were to include electrical continuity, RF, separation, abort system, and an over-all test. On MR-1 several compatibility problems (notedbelow) were encountered; however, MR-2 tests experienced no newcompatibility difficulties. Therefore, for vehicles MR-3 through MR-8 only the capsuleadaptorswere matedand tested. Compatibility measurements on the Booster MR-1 and its GSEindicated that the MAYDAY circuit from the vehicle GSEto the capsule would allow a high current flow and could possibly prevent completion of the abort sequence. To assure launch director abort capability, a diode was addedto the capsule circuitry. During the final RF checkout on MR-1 and -2, the booster's DOVAPsignal interfered with the capsule's 6-10

two command receiver signals. A change in command frequency and removal of the booster DOVAP eliminated this interferenee. Also during the mating, the elamp ring retention devices were found to be incorrectly designed andwere redesigned by MSFC. Lastly, electrical connectors and wire bundles from the booster to the adapter could not be properly installed. Relocation of the connectors and removal of the recovery system package solved these interface problems. 6.3
6.3.1 In addition conducted tests were SPECIAL RELIABILITY TESTS

GENERAL to the to attain conducted developmental the degree tests, several special reliability by the reliability, manned quality test programs were These and check-

of assurance of the

required over-all

payload. control,

as a portion

out program.

6.3.2 Structural

THRUST testing

UNIT of the

STRUCTURE thrust flight unit loads on the was were tail and done in three separate vehicle tests: to 150 percent the loads the were of the of

Simulated nominal safety. ure 6-2)

imposed center

on the sections shear,

value

to determine and bending In addition, The tests

margin (Figpro-

Combined were tanks

axial

compression, without resulting until

applied were test

damage. they burst.

pellant

pressurized tower.

conducted

in a vertical Fin and and rudder

test loads

determined exceeding

the

tail

unit's

capability

to withstand values.

flight

handling

150 percent that

of the design there were loads, and

Ground when

handling bending, values,

tests shear, were

determined and axial

no detrimental equalingl50 aft handling

effects percent fixtures.

compression to the forward

of design

applied

6.3.3 An aft telemetry, ture stand, and

AFT section,

SECTION MRF1, containing the guidance and cooling test control system setup phases. were Outputs imposed of the at ambient systems under tempertest 6-11 system, was the subjected as the "rock abort system,

and the vibrational Figure 6-3. Phase atures

instrument environments Testing I - Flight in seven

compartment in a special divided and Figure

to temperaand roll"

known

was

into three vibrations 6-4.

motions cycles,

3_7

33

If
t_,)_
mN_

,JJ_ro

_i

fill
3 =

_._."
0

_3

_F

_._

I q)

o_,,_

==

6-12

',', .........................
, , i ,

',r _

I Driver Arm Flexure Mount

t_4 b I'

./

".

_,

Distribution

ible

Flexu| , I

t, 4 _i I , ";_J ,

2o Section A-A 102" ",' i , 'f"

_le

Fke

r-- //

"

/A',

\\

__ ................... Z
_ Ob_erv: tion FZ_O, rm Bungee

1%._ ....

s_""-'---- 4

MERCURY Aft Sectl,u

_L
_ $1_ke r Top $_aker Flexure Mount Bottom Shaker Flexure

Tor_hon

Bar

1
B:.se [J

\/tt.ti....... i i-iiv/
olalioo Pad-

8"

-T

..J

Figure

6-3.

Vertical

Test

Fixtures 6-13

>

e-E_ _ _"

I I I

>

_em

_o

_=' z

__
N

r_

I _.__

i _ 30

o_I

b_

.5
_ _= _ 0

<Y_

_._

_o
[--- ;_oI_ om _[_ _ _

_ _ _,_0

o_
i

._ . _._

6-14

were continuously recorded and indicated intermittent operation of the pitch program and the pitch and yaw rate switches. During the seventh cycle when the loads exceededdesign values, the telemetry commutator intermittently failed, and a command receiver pitch rate switch and one computer output channel failed. All malfunctions were corrected prior to flight qualification. A subphasetest, the abort systems test, determined that the proper abort signals were given when the abort pitch and yaw rate switches were oscillated (rocked) and the voltage to the control voltage sensor was stepped below the abort limit.
Phase pad II and temperature IIIInstrument tests (Figure compartment 6-4) were cooling completed and transportation without discrepancies. and

6.3.4 The

PROPULSION propulsion systemts vibration ranged Imposed lists the

SYSTEM fill and and vent valves, suction lines, and rocket engine were chamber. tested 2000 at
LN 2

simultaneously The temperatures

temperature

tested

in a combined LOX

environment system between was

between vibrations of this

-10 F and

125 F (the were

temperatures). Table 6-2

up to 20 g's test.

swept

20 and

cps.

results

6.3.5

TAIL

SECTION tail and The section, RMF73, tested of this test containing under are all similar given mechanical conditions 6-3. and pneumatie imposed on

A MERCURY-REDSTONE systems the were vibration system.

temperature results

propulsion

in Table

6.3.6 A 36-day was tests made

CAPSULE-BOOSTER checkout on MR-1 of the and physical MR-2

COMPATIBILITY and functional This vehicles and only compatibility checkout MR-3 the was of the capsule part and booster

at MSFC. 6.2. For site

of the development the capsule comcompatiin achieving

described was checked reliability

in paragraph checked at MSFC. demonstrated

through-8, flight

patibility bility the

at the launch These

adapter-booster of great value

over-all

checkouts

were

by the

MERCURY-REDSTONE.

6.3.7 An abort ing of the graph 5.4.

ABORT system automatic

SYSTEM test program abort was system. conducted The tests to assure and their the proper are and reliable functionin para-

results

detailed

6-15

_D

.o
o

o
_ 0 _._

"_
.,_

._ .~
,__ ,_ 0 _

_
0 Z

_
_

<
o

_ o "_ o _ _D I :_ o_ _..__ I _"_ _h_

_ _ 0

o 0

.--._ _

<

<

<

<

<

o o o

o I

,-i

....

,._

;_

"_

_u

0 o _ O o LQ _ o L_ 0 0_ 0

0 c_ 0

b_ cO
_

_ o LQ c',l

0 0

0 b_ ',,l b_ ',1

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0,1

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o o

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od

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(.)

r...)

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6-16

Table Tail Section

6-3 Test Results

Item Triple Support Sphere Bracket Major

Failures Failure Bracket of Redesign second minor in final Abrasion Support of Bracket in Support Not considered ancy Design Pad

Remarks bracket phase failure design. in design tested with during only used

Support

of test - larger

rivets

incorporated

Single

Sphere Cracks Structure

a major

discrep-

Pneumatic

System

None

Acceptable

6.4

MASS

DAMPENING

OF INFLIGHT

VIBRATIONS

6.4.1 After brational ponents acoustic the mary change the

GENERAL second successful of the Since at launch diameter flight_ instrument the major and MR-2, a program was where initiated vibration in this during of the to reduce sensitive area were the vi-

environment were located.

compartment sources

comthe due to

of excitation turbulence to that by the

environment in the

the aerodynamic relative absorbed excitation

flight, the

of the the

spacecraft energy to the

booster, by mass

pri-

approach

was that

to reduce subjected

structure

dampening

of the panels

were

environment.

6.4.2 The first

METHOD step

OF MASS-DAMPENING to reduce the vibrational specific was chips vehicle environment gravity which was would a program be easily Branch to applied. at MSFC. polyapplied.

in an effort

develop A mass The

a viscoelastic dampening was

material compound, a mixture

of high X306, of lead the

developed

by the

Materials by volume) the

material

(60 to 70 percent areas to which

in epoxy was

sulfide.

Figure

4-24

illustrates

compound

On MR-BD, panels in the

170 pounds bays of the

of the

material

were

applied

to the

inner

sides

of the

skin to the 6-17

recovery

compartment

and 40 pounds

were

applied

upper

bulkhead

of the

instrumentation

compartment

proper.

This

made

a total

of

210 pounds

applied

to MR-BD.

In MR-3, applied

the

material access

was

not only of the

applied

to the

above

areas

but also

120 pounds a total

were of

to all the applied

doors

instrumentation

compartment

making

330 pounds

to MR-3.

The panels ment to the of the

material of the

was

applied

to the

doors,

the

lower

bulkhead, as well

and

all the

accessible compartapplied application effect on

instrumentation of 405 pounds.

compartment The total proper to this and have latter

of MR-4 amount

as the

recovery material The

for a total

of mass was had

dampening 235 pounds.

instrumentation mass dampening

compartment material

of MR-4 area the

the

most

significant to the

the vibrational tation compartment

environment, would

it is felt

that

235 pounds

applied

instrumen-

been

sufficient.

6.4.3

VIBRATIONAL

MEASUREMENTS

6.4.3.1 On each vehicle 901 was

Introduction flight at least the on the to the two vibration vibrational adapter transducers environment ring and axis was were during oriented vehicle. on the rate installed powered to measure This gyro in the flight. aft unit of the

to measure mounted

Measurement in a direcwas bracket made and When to a new 906. lon-

vibration measurement mounting

tion perpendicular on every was the flight.

longitudinal

of the

Measurement to measure

903 was in the target cutoff

located

oriented MR-1A

vibration the

longitudinal

direction

of the vehicle. 903 was moved

vehicle

overshot velocity

area, platform

measurement and was

location The

on the

LEV-3 axis of the

designated in the flown

as measurement direction of the

sensitive axis

of the

accelerometer Measurement 950 was

remained

oriented then

gitudinal quent measure axis

vehicle.

906 was

on each and

of the

subseto

flights. body

Measurement bending

a low frequency yaw plane was flown

transducer perpendicular only on MR-BD.

was

oriented longitudinal

oscillations This measurement

in the

to the

of the

vehicle.

The Table the

approximate 6-4 indicates

locations on which of the

of the various flight the

transducers various vibration

are

shown

in Figure

6-5. flown and

measurements

were

calibration

level

measurement.

6-18

Instrument
Compa:'tment

Compartment

I I
I I I STA 63.3 Figure 6-5. Location

I I
I I I STA 37

9Ol I
I I S_A -16.5 Compartment Vibration Transducers

of Instrument

Table Flight Vibration

6-4 Measurements

Measurement

No. MR-1A MR-2 6g

Calibration MR-BD E12g

Range MR-3 30g MR-4 30g

901 903 906 950

3g 3g

6g

8g +_0.5g

Sg

lOg

6.4.3.2 The posite general

Measurement characteristics

901 of measurement a sharp increase 901 are shown in Figure level 6-6. The comafter

measurement

indicates

in the vibration

immediately

6-19

Flight

Time Capsule Moanting T3 Max. Amplitude Reached Max. Mag. G's PK/PK * * * 58 52.4 Time Ring-Lateral T4 Vibration

Measurement 901 Vibration T1 Time Liftoff Vibration Ends

Max.

T2 Amplitude Increase Starts Seconds

Flight Number

Time Sec. MR-1A MR-2 MR-BD MR-3 MR-4

Mag. G's PK/PK

Time See. 65 68 70 70 70 Exceeded

Returns to Low Level Seconds 135 130 130 120 122

12 10 7 5 6 Measurement

* * 29.7 30 23.6

28 24 37 47 43 SkstemCapabilities

Figure

6-6.

General

Characteristics

of Vibration

Measurements

(901)

ignition the

(To) and

during

liftoff. created such

The

vibration engine. as the

energy The

for level

this

phase

is due

mainly

to

acoustic

environment (T1) the until

by the (Te) which when

then

decreases

to a very becomes strong

low magnitude enough (T3) to excite

time after

aerodynamic gradually

turbulence increases

structure

the level Mach

to a maximum it decreases

at approximately

70 seconds, magnitude occurs.

1 occurs

Thereafter, so until cutoff and

gradually to a negligible where a normal transient

(T4) and

remains

separation

All the compare

trajectories the

flown

were

similar in one the The material

except flight

for

MR-1A. those

It is,

therefore, The

valid

to

measurements in Figure 6-6

made shows above. that the

against times and of the effect since

of another.

tabulated

information characteristics only was slightly concerned.

various

magnitudes vibration as far

of the different levels was lowered 901

explained indicating This, the

magnitude had little

as measurement mounted

however, adapter

is to be expected ring.

901 was

on a sub-

stantial

structure,

6-20

6.4.3.3
The are general shown

Measurement characteristics for the various

906 of measurement flights in Figure 906 were 6-7. Since very this similar to those was that of 901 and mounted it was

measurement it is logical compound.

on substructure affected the the most

in the by the

instrumentation application in the

compartment of the MR-4 mass flight

proper, dampening

By comparing flights, 3. Since it was both the was

magnitudes that

experienced the magnitude saturated flights.

v_ith those

of the

earlier

observed measurements made

decreased in flights

by a factor MR-1A and

of approximately MR-2, no definite

were latter

comparison

to the

6.4.4 The

VIBRATIONAL duration of the from material

CHARACTERISTICS increase in vibration 80 seconds in the levels to 54 due to the as aerodynamic the amount The turbulence of mass addition

decreased dampening

approximately was increased

seconds,

instrumentation

compartment.

oF-I

"0

T1

Flight

Time

Measuremen T1 Time Liftoff Vibration Ends

Max.

906 Vibration T2 Amplitude Increase Starts Seconds 4O 38 50 48 56

LEV-3

Base T3

Plate T4 Time Vibration Returns to Low Level Seconds 120 115 115 117 110

Flight Number

Max. Amplitude Reached

Max.

Time Sec. MR-1A MR-2 MR-Bi_ MR-3 MR-4 L 10 4.5 5 4 5

Mag. G's PK//PK * * 13.8 14 4.2

Time Sec. 70 65 69 70 71

Mag. G's PK/PI_ * * 21.8 18 6.2

1 - Measurement 903 Vibration Switch, Rate) used here For Comparison because 906 was not flown on MR-1A. - Measurement Figure 6-7. General System Capabilities Exceeded. of Vibration Measurements (906) 6-21

Characteristics

of dampening compound, therefore, had two beneficial effects. It lowered the amplitude of the vibration levels, and it shortened the time the critical flight components
were subjected to substantial vibration levels.

The

vibration 1.

environment Typical vibration that

of the

instrumentation for this of the

compartment flight energy time are

was shown in the

the

most

severe 6-8. region

at Mach The from The

spectra the majority cps almost of the

in Figure frequency from

spectrum

indicates

lies

approximately final spectra of the

600 to 1200 of MR-4 substructure was

and

did not change indicating

appreciably that there was

flight

to flight.

flat

no appreciable

response

instrumentation

compartment.

6.5 6.5.1

BOOSTER GENERAL

RECOVERY

SYSTEM

DEVELOPMENT

One of the more Project was the

interesting, design,

yet

leastwelI-known, and full-scale

aspects

of the MERCURY-REDSTONE of a recovery system which

development,

testing

G's

(RMS)

I0 cps

B.

W.

Filter

1.0

.8

HR-BDI .6 I11 i

Sat Irated

Data

i'l"
.4

_,

/?,
m 800 1000 1200 1400 1600 1800 Frequency (ps)

200

400

600

Figure 6-22

6-8.

Longitudinal

Vibration

Spectra

for

MERCURY-REDSTONE

Vehicles

would permit reuse of the booster. This project was the first extensive development of a recoverable booster and would have actually been implemented if that portion of the program had not beencancelled becauseof a lack of funds. Recoverable boosters and the systems required for such recovery are still of interest today. Present operational analyses indicate that the economics of extensive space operations may necessitate the utilization of the recoverable concept for launch vehicles.
large quence, both the carried Preliminary boosters the such design as the studies S-IC are stage already of the recovery and the fact determining SATURN" the feasibility vehicle. are the of recovering As a consedue to be to V launch

MERCURY-REDSTONE results to actual achieved full-scale

investigations that it was

of significance such study

technical through

first

testing

of development

hardware.

Although cient tional

none

of the of the

boosters propulsion

subjected systems In addition, H-1 engine

to water was

iropact

tests

were that

static they

fired, were trials several impact and

suffifuncwere times and

checkout after

made extensive was

to determine sea water

water

immersion.

immersion static fired water

conducted following immersion checkout.

on a Rocketdyne the trials. The

which

successfully that

general

conclusion reuse 8

reacheff.was of the

sea after

would

not prevent

successful

booster

cleaning

The

MERCURY-REDSTONE because Recovery The thus sion The required of several system

Program factors: space was

program

lent itself .. available. could system

to a booster

recovery

development

ballast

weight recovery

be replaced weight

with a recovery penalty on the primary

system, mis-

lessening the of the booster. REDSTONE for

booster

structure recovery were may the

had and as

good

strength in water. during the

and flotation

charac-

teristics Booster ment

parachute

landing severe

stability phase

problems which within future

parachute programs. yet

deploy-

as those weight areas was where

be expected state

in future

Recovery to outline

of parachute may exist. allowed and

design,

high

enough

problems

Over-all out

size

and weight modification

of the

REDSTONE ships

water

recovery equipment.

with-

extensive

to available

handling

6-23

6.5.2

DESIGNREQUIREMENTS

REDSTONEbooster structural data which influenced recovery system design were: Booster weight (dry) 15,000 pounds Booster diameter 70 inches 700 inches Booster length Maximum load (longitudinal) Maximum load (lateral) Water impact velocity 8g 3g 40 feet per second(maximum)

The trajectory considerations which in_fluenced recovery system design are given in the following paragraphs. Booster re-entry attitude was not predictable; the booster could be stable at any angle of attack, spinning, or tumbling at first stage parachute deployment. As a result of the undefinedbooster attitude, time of flight to impact could vary for a given trajectory. The altitude at which the booster would decelerate to a subsonic velocity could vary between65,000 feet and 20,000 feet, dependingon angle of attack and stability. Therefore, aerodynamic means of sensing velocity or altitude were not suitable for first-stage parachute deployment initiation. There could be a variation in the cutoff signal of up to _+8.7 seconds in order to meet the required cutoff conditions in the planned trajectory. These variations were due to variations in engineburning time, mixture ratio, and wind shear effects during powered flight. This range of about 17 secondsprevented use of a program timer for primary recovery system sequencingwith a subsonic first-stage parachute deployment. 6.5.3 6.5.3.1
The recovery

RECOVERYSYSTEMDESIGN
Introduction system a deployment to distribute system system. 6-12 consisted system, the of a g sensitive a two-stage forces switch, parachute a sequencing system, system, a system containers, and an

to initiate a structure

parachute heat system

parachute

into the booster, about was of the recovery packaged recovery

protection, operation

instrumentation booster Figures telemetry 6-9

to furnish The illustrate

information recovery the

to the

system operation

in aself-containedunit. system.

through

6-24

o o

c/'r_

6-25

Figure 6-26

6-10.

Deceleration

Parachute

Unreefed

Figure

6-11.

Release of Deceleration Parachute Final Recovery Parachutes

and

Deployment

of

6-27

Figure 6-28

6-12.

Water

Impact

6.5.3.2
Regardless time sensing into tude, sensing gram the before

Sequencing of the booster attitude of fall, the re-entry deceleration Velocity. possible without Thus, to deploy regard peak with the occurs at a definite

deceleration to the

to subsonic timer, it was velocity system timer

an acceleration first stage attitude, in addition the REDSTONE the booster At runout first stage of parachute altito a g prohad

device airstream

coupled

at high time. The

subsonic sequencing electronic

for booster contained,

or flight switch, timer ran

as designed, would sufficient of the to initiate the start

a backup out)

(which

when

to provide speed a signal first

a timed under would all

interval variants

to insure planned

that

decelerated of this parachute. the three backup

to subsonic timer, After final The the

trajectory. of the the

be given

deployment booster,

stage

parachute was from of the

stabilized initiated switch stage

deployment aneroid

recovery initiation after possibility was

parachutes signal initiation

by either was

of two redundant by the timer

switches.

each first

blocked

for a perThis delay event a

iod of 15 seconds allowed that the for the

parachute first

deployment. stage angle booster final parachute of attack would recovery

of a late

deployment trajectory these terminal recovery.

of the

in the and had have

booster system the water

flying

a short-time Under than the

at zero the

primary entered with

malfunction. at greater

conditions, velocity

possibly

of the

parachutes

the possibility

of an unsuccessful

6.5.3.3 The and

Deployment system with within

of Parachutes was designed force to use pyrotechnic entend charges the riser to fire and the parachute parachute parachute would

deployment its riser

sufficient one second.

to completely The time limitation

initiate that the

deployment would have

selected estimated at the time

insured that

not wrap been less

around than

a spinning

booster. per

It was second

booster

rotation

one-half

revolution

of deployment.

The and

final canopy

recovery inflation

parachutes would occur

would

be deployed to fhr_l

by the :_:paration

first

stage

parachute. stage

Full parachute.

line

t)_:ior

of the

first

The

first-stage on the

parachute booster

would to a value

be deployed within its

in a reefed structural tail-down When had been

condition capability. attitude, the first

to limit When

the

bending time

moment had passed then the the

sufficient

to orient

the booster greater

in a vertical deceleration. and

the parachute stage for more and within parachute than the

would brought 15 seconds, design

be disreefed booster rate below

to allow

a 5000-foot would final have

altitude, been

deployed per second the

of descent of the

300 to 350 feet At this

capability

recovery

parachutes.

time

first-stage

parachute, 6-29

acting

as a pilot-chute, which were were

would also

have reefed

then

extracted

and deployed

the

three The

final final the

recovery recov-

parachutes, ery parachutes

to limit

the load

on the booster. and second.

designed level

to open

in two steps

of reefing per

to limit

booster's

terminal

velocity

at sea

to approximately

40 feet

6.5.3.4 The

Parachute

Systems was high fabric aIlowed The joint. a 17-foot-diameter subsonic riser the chain The velocity which parachute riser parachute full was was conical deployment. joined to deploy necessary was stowed "fist" The ribbon type, of higl_ was riser. regardless lip of the deployment riser to a level was designed before atThe

first-stage design

parachute to allow long

strength tached extreme of the

parachute chain booster sharp

to a 70 foot length booster's

to a 6-foot-long free of the

of riser attitude. mating

due to the

booster-capsule bag which acted and the single

in a paraflap-type long parachute opening force

as a pilot-chute deploying could reefing.

to insure

stretch its the

of the initial first-stage

releasing which with

the parachute. sustain

To limit

booster stage

in any attitude,

parachute

After the

a time first stage

delay

sufficient

to position would have for

the

booster

in a tail-down then open

vertical and

attitude, the

parachute

disreefed.

It would parachute

decelerate

booster

to a velocity

suitable

final-stage

deployment.

The opy,

final

recovery diameter attached for The

parachutes parachutes. to the from

were

designed They

as a cluster

%f three, risers the

solid

conical were

can-

67-foot

attached

to individual Since lengths

which parachutes

permanently designed length. successful loads within

recovery a stable

package booster, were fouled

structure. the arranged riser for

were

deployment final retrieval the recovery with

were

of normal to permit normal peak

parachutes one parachute

two-stage

reefing

or destroyed, of the booster.

and to limit

structural

strength

envelope

6.5.3.5 The stage covery

Parachute

Containers and riser, deployment and risers. four system fiberglass consisted storage of mortars for for the the first re-

parachute parachute parachutes

containers and its

canisters

final

and their

The The bag 6-30

first

stage

parachute riser mortar.

was

stored

in a deployment from riser's the parachute end

bag

within

a pyrotechnic bag

mortar.

top of parachute within the riser

extended The

deployment also extended

to a deployment riser

lower

out of the

deployment bag and attached to the chain riser. The chain wasattachedto an explosiverelease mechanism at the center of the recovery unit structure and to a bridle chain of flexible steel cables. The bridle extendedto the lids of each of the three final recovery parachutes and single riser canisters. These storage canisters were fabricated of molded fiberglass for thermal protection of the parachutes. 6.5.3.6
The recovery Structure structure the The stabilized The and loads recovery proved into the parachute outer ends was composed risers of the and of a conical, the first-stage were attached six-leg parachute to the attached in the spider were structural to the MSFC the outer with a heavy center (Figring,

hub to which ure 6-13).

connected attaching ends test

spokes

and were spokes. oratory sign

by a series system

of tension structure

members was and tested

of the labde-

structures

capable booster

of sustaining structure

distributing damage.

recovery

parachute

without

The

first-stage package hub." The The The to one

parachute structure; first-stage four final

disconnect the final

device recovery

was

attached parachute occupied system was

to the risers two

center were of the

of the attaqhed six bays the mating

hub

of the

recovery center the

to the between remainring

deployment recovery system,

mortars parachute

spokes.

canisters attached

occupied to the

ing bays. adjacent

electrical of the

in two packages, of the booster.

access

doors

6.5.3.7 Heat tion zle

Heat protection

Protection was necessary would system under fiberglass the to protect have was impinged a Dural was the recovery directly plate a heat coated unit upon with from it. the heat of the separa' nozentire

rocket of the

blast separation system,

which

Directly

under Over

each the

"Refrasil." blanket matting

recovery layers the

shields, with

protective of glass

composed quilted design was

of two to maintain installed

of heavy

cloth A smaller

an inner

layer blanket protection. would

blanket's the

position. electrical the main

protective

of a similar During been

around separation, stage

package heat

for additional blanket

first

stage

parachute first-

protective

have

removed

by the

riser.

6.5.3.8 Telemetry ture,

Instrumentation information and to be furnished sequencing. by the The recovery system of the was outer limited surface to temperaof one of

acceleration,

temperature

6-31

,'-;tructurai

Tension

Members

Mortar-Deceleration l>. v:(chute

V'leetrical Junction (Sequencer Riser Box and Telemetr3)

Main

Parachute

Mortar Decelerati Parachute Attaeh Points I Risers

on

Parachute Attachm (Explosive ent Fitting)

Safety

S_ Squib}

itch

Containers Main Parachute

fur

Container t):trachut( ,

for Risers

Main

Figure 6-32

6-13.

Booster

Recovery

Package

the parachute storage canisters adjacent to the main parachute risers was to be measured. A step-resistance accelerometer network would have telemetered information relative to parachute opening and water entry shock level via means of an output which was to have shown the function of recovery sequencing relative to a time base on the telemetry readout record. The stepping was arranged so that the sequencingreadout would have shown whether primary or secondary sequencingoperated the system and if sequencingmalfunctions occurred. 6.5.4
A major was

IMPACT AND FLOTATION TESTS

problem in the water recovery damage program sustained The and solution for the MERCURY-REDSTONE upon water impact, was extent Madkin the booster angle of to the

the determination and the could on the the best depth

of possible

flotation, determine booster quarry

of submersion. of safing f impact,

to this

problem the

necessary to which Mountain

method

retrieval tests were

To measure conducted

withstand Redstone

water Arsenal.

at the

The

impact

and pond

flotation which was and

tests

were

conducted 25 feet

with deep.

a four-year-old Prior to the

REDSTONE test,

in the

quarryWs was altered

approximately configuration The nose

the booster

in weight

so as to simulate section was added and for all

MERCURY-REDSTONE instruments in the and aft unit

booster

retrieval

conditions. and a special

were removed, purposes.

bulkhead

waterproofing

handling

A carpenter's booster, penetration to photograph and

level a steel

and tape

protractor was used

were

used

to measure depth obtained booster.

angle

of flotation The

of the depth of

to measure water skin was

of submersion. by using

of the booster a scale

into the

a high-speed

camera

printed

on the

of the

During

these

tests Floated Floated were

the

booster with with fuel

was: and LOX tanks of water empty. in both the respectively. LOX in tanks fuel and LOX tanks was re-entry which to

900 pounds

pressurized probable

to 10 and 25 psi, residual fuel and

Water after

used

simulate impact. Dropped possible

and

from damage

a height to the

of 3 feet booster.

to check

the

instruments

and

to determine

6-33

Both sure H202 nector. relief

the the vent

LOX

and

fuel kept

vented his tee was face

with

specially from on one with for

designed the side a male vent

device, during

making

operator and The

away

venting. Roylyn conplus event

overflow other side

capped capped means

by a female Roylyn the system

connector in the

valve

which reactions.

provides

venting

of internal Dropped per

from

a height

of 25 feet

to obtain velocity

an impact

velocity

of 40 feet

second, upon

or the estimated re-entry when

impact equipped

of the MERCURY-REDSTONE

booster

with parachutes.

The g's when

maximum and the occurred booster

vertical

acceleration 1/25

measured second

during after

the drop with

from the

25 feet water

was

13.94

approximately had,

contact to a depth Since

and at a point and had been

by calculation, of 34.6 one fourth feet

penetrated per second. kinetic

of 18 inches

decelerated at 40 feet water. 17 feet ure per The

to a velocity second, depth

the booster had been

initially

traveled to the was

of the

energy

transferred

of penetration A trace of the

is shown vertical

in Figure acceleration

6-14. versus

Maximum time

penetration is shown

4 inches.

in Fig-

6-15.

Moderate tests. however, burst The

damage damage remained

was was

sustained limited

by the

fuel

tank of the

and

the

tail in the Also,

unit fuel

as a result tank section,

of the drop which, unit

to buckling tight despite

skin

pressure of the

the damage.

seams

in the tail

due to shearing

rivets.

Calculations condition, The With grees pretest assembly actual the and

prior

to the

test and

estimated the depth

the

angle

of flotation of the and the

of the aft end

booster,

in a dry

to be 4 degrees angle tanks was of flotation

of submersion was 2.2 degrees fuel, The

to be 81 inches. was floated 70 inches. at 3.2 from engine dethe

measured and containing

submersion booster

pressurized submerged was were

residual aft end.

80 inches attributed

at the

variance tail unit

of the and

actual

calculations which

to the buoyancy considered.

of the

rocket

not previously

The dinal meant the

final

center

of gravity and was skindivers, desired

of the slightly with

booster

after

impact

was

directly This

below

the longitucondition

centerline that the

off fin IV toward the aid and of auxiliary facilitate

fin II.

favorable were able

equipment, sating procedures.

to rotate

booster

to any

position

6-34

0. 989 G F

210

209 inches 17 feet 4 inchos

180

150

120

9O

6O

/
-I I I
I
22.0 0

Sine --O-- m -O-Depth

curve or penetration time

30

45

67

90

ol

i
03

I
0.6 Time

I
0.9 in Seconds

I
1o2

I
1.5

Figure

6-14.

Penetration in Inches versus Time Showing Close Fit of Sine Curve

in Seconds

6-35

_9

0 ,,,,,,,,4

r,,l

N
r/l 0 _,,,4

<

6-36

6.5.5 In parallel for sating

SAFING to the

SEQUENCE impact and prior

TESTS flotation to floating tests, aboard the proper the procedures vessel. were established

the booster

recovery

To simulate was pressurized

water

recovery, with GN 2. pressure to float

the The

booster LOX spheres

was

first was

lowered

into

the

water

and the

then tank

tanks

pressurized After

to 30 psig, the pressurizing Following

fuel the

to 10 psig, booster period: was

and

the

air

to 800 psig.

permitted

for

approximately

30 minutes.

the waiting

Airbags bility

were to the

attached destructor unit was was

to stabilize unit. checked until the

the

booster

and

to provide

accessi-

The The fill

destructor booster and drain

to assure LOX fill

that and

it was drain

in its valve

SAFE and the

mode. fuel

rotated were

valve

accessible.

6.5.6 An actual handling results

SEA

TESTS from which which the sea was performed developed in the as part and of the test program quarry using test. The

recovery procedures of the tests The

had were

been

practiced ocean

in the were:

conducted booster could

Atlantic

REDSTONE with

be retrieved equipment. after

by United

Stated

Naval

Vessels Salt water

available

handling

deterioration can be kept after little water

to the booster to a minimum

maximum with

expected a fresh water

subhose

mersion immediately Surprisingly of the salt

by flushing

retrieval. additional submersion. rework to the booster is required because

The

sea

tests

were

conducted

during

a two day demolition a landing was Dock floated (LSD).

exercise team, craft onto The

50 miles equipped crew special well

from with

Norfolk, tools, lines,

Virginia. and

An eight-man

underwater assisted booster Ship

hand

replacement After well of the

fill valves, safing, the

in four cradles was then

retrievals attached emptied

of the to the permitting

booster. submersible flushing

of a Landing

booster.

The and slight

first

recovery were from

operation unlimited; the south.

took wind

place was

under from

excellent the

weather

conditions. 8 knots,

Ceiling with a

visibility swell

southwest

at about

6-37

The primary objective of this first retrieval attempt was to check out the proposed handling procedures. As the first step, the booster, swimmers, and their rubber boat, andthe towing crew aboard the Landing Craft Vehicle Personnel (LCVP) were launched. The LSD drained the well andmoved away several thousandyards. The swimmers then approachedthe booster and went through the sating procedures without any difficulty, and also installed the handling connections. After the safing operation was completed the booster was taken in tow by the LCVP and positioned astern the LSD which was maintaining a constant heading toward the sea. The LSD was ballasted so as to have 8 feet of water in the well at the stern gate sill. The LCVP continued towing until its bow was over the LSD stern gate then reversed, disconnected its tow line, and moved off to the port side andstood by. Swimmers with lines from the LSD attached lines to prescribed connections on the booster, and the booster was positioned over saddles. Once the booster was positioned, deballasting of the well proceeded until booster rested firmly on saddles. After the well was drained, the booster and recovery equipment were checked for damage. The second operation omitted the safing procedure, but went through with towing the booster out andback into the LSD with the LSDmaintaining a heading of 2 to 3 knots into the waves. While the booster was floating at sea, a P2V aircraft was conducting visual training, establishing radar tracking limits, and taking aerial photographs of the operation. The third operation was very similar to the second. A changeon the tiedown location of the nylon retaining slings was made. The slings were positioned so that they went up and over the booster to the opposite wing wall instead of under, around, and over the booster to the wind wall as in the first two operations. The fourth and final operation was a complete simulated recovery. The booster was set free and all personnel stayed aboard the LSD. The LSD deballasted and steamed off ten miles from booster. At ten miles the booster was held on surface radar while the P2V at a 1500-foot altitude, tracked it a distance of 50 miles. Once the tracking exercises were over, the LSD started toward the booster. Ballasting of the LSD and preloading of the LCVP were performed while enroute. Whenthe

6-38

LSD was approximately 1000 yards from booster, the LCVP was launched and proceededto the booster. Upon arriving at the booster, the swimmers went through the safing operation; the booster was taken in tow, andbrought into the well of LSD and positioned as before.

6-39

SECTION7 CHECKOUTAND LAUNCH OPERATIONS 7.1

7.1.1 Original and PRELAUNCH PREPARATION

GENERAL plans for under Annex which of the mate of the MR-1 were vehicle fifteen the MERCURY-REDSTONE conditions This that vehicle at MSFC was prior provided for preliminary to Cape the first mating Canaveral two vehito elimia first final

checkout Test after test second

laboratory (CCMTA). it was decided

to delivery with had been

Missile cles, nate and

procedure sufficient It was

followed

experience also

acquired to have with

mated

vehicle

at MSFC. for verification second that

originally

planned vehicle order.

at CCMTA spacecraft,

of the and

assembled launch, was

GSE, Experience

preparation with flights launch mately the

mate, this

in that not

vehicle scheduled delivery weeks

indicated for was prior one

procedure mate only. four conducting

necessary, time of the

and MR-3

subsequent flight, approxi-

CCMTA

By the

approximately to launch for

weeks

and capsule

delivery

checkouts.

7. I. 2 With arrived used the

PRELAUNCH exception at CCMTA

TESTS of launches separately MR-1 from and St. MR-1A, Louis was a fit test and the spacecraft and the booster The adapter

MSFC,

respectively. by McDonnell booster spacecraft. of the to the

between

the

spacecraft shipped then sent

and booster, to MSFC to CCMTA for

manufactured on the fitted

Aircraft with The which launch it

Company was pad

(MAC),

particular to the

to be used, was

where

it was out prior

rehabilitated of the was

and the MR-4 flight,

GSE checked booster erected

to arrival progressed

launch point hanger

vehicle. that the

By the time launch vehicle

procedures on the pad

confidently

without

undergoing

checks.

Mechanical cient vehicle brations mechanical ducted under time

mate for

occurred

about composite

16 calendar vehicle were

days checkout made

before

launch,

which

provided

suffi-

exhaustive electrical

procedures. and continuity vehicle

Following checks erection

launch cali-

erection, performed. tests,

connections the period

and bus and mate, were of

During component

between and

launch measuring

calibrations,

component and

checks phasing-in

con-

a schedule

predicated

on availability

of personnel

7-1

booster tests. The diagram in Figure 7-1 showsthe building-block approach used in scheduling the MERCURY-REDSTONElaunch site checkout. The double asterisks indicate combined spacecraft-launch vehicle tests, and the single asterisks indicate launch vehicle-GSE systems tests. Malfunction SequenceTests These tests verify proper operation of cutoff circuits by simulated malfunctions. During the automatic sequence, RF, navigation, and gyro systems are not ordinarily operated. Guidanceand Control Over-all Test This test is conductedto verify proper operation of all vehicle systems. All systems of both spacecraft and launch vehicle are operated. Umbilical release andretraction is simulated, andordnance systems monitoring is performed. Guidanceand Control Plug Drop Over-all Test This test verifies the compatibility andproper operations of all vehicle systems while simulating the firing as closely as possible. All systems of all stages are operated, the umbilicals released and one-shot relays andexplosive switches are fired. Rangesupport is required for this test. Simulated Flight Test This test is conductedto verify compatibility andproper operations of all vehicle systems. Umbilical release is simulated, all systems of spacecraft, vehicle, andrange are operated, andordnance systems are monitored. Rangesupport is required for this test. Booster Integrated Test Booster integrated test includes network, mechanical, andmeasuring over-all tests. Commandreceivers are normally operated but all other RF systems, gyro systems, and navigational systems are not operated. These tests are normally conductedin preparation for the final combined systems over-all test such as the guidanceand control over-all test, the plug drop over-all test, andthe simulated flight test. Individual major tests are indicated in separate blocks and are adequatelydefined by their titles.

7-2

Pad

Set

Up

and Vehicle Receiving Launch Inapection

Delivery

!
Erection and XlignmentVehicle Launch BUS Calil)ration

I
Ground Checkout Support Booster Equipmcnl I Spc,ccl:d[ .Xrri_al I)cli_ t'r_ to }lang;]v lot' inspection and 'rs" I

_
I

f-

_J

f__,,undl I ...... i s_r,t

Cheokout Support Equipment Cht't'k_ut llan_ ,r

Full Pressure

,
in Laboratol3 Command I RF Bench Checks f Only

i Icon,, ck II ch l
I
I Trail and Set Blockhouse t'p l

I t_o_t_'r.,ttl_deCon,.o_ I

I
I Guidance and Control Test ] *

Cooling Bench

Control Check

Over-Mi

Booster

Cooling

R F Compa

tlbility

[
1"

Boo6ter Activity

H202 Check

Pilot Cmer- allAbort Test

(h'er-all Attitude

Test Abort

Over-all Plug

Test Drop

Flight Simulated Test

L-I Day Preparation

** Combined All Systems

Vehicle

Tvst/Oper:dion

Launch

Figure

7-1.

Launch

Site

Checkout

Scheduling 7-3

Mechanical the cal direct tests

prelaunch supervision were conducted. A list Functional Functional Functional Leakage Leakage Leakage Leakage test test test test

checkout of the

of the responsible test

booster design entailed

vehicle

was

carefully

conducted

under 18 mechanioperating

engineer.

Approximately steps and specific

Each tests

preparatory titles switch. switch. pressure

procedures.

of such test test test

by descriptive tank pressure

follows:

- Fuel - Engine

control

pressure chamber system.

- Combustion pressure and

switches

1 and 2.

- High - Engine

ground peroxide

control system.

pressure

systems.

- Hydrogen - Steam

exhaust test.

system

and turbopump

functional

test

components Leakage Pressure Leakage Leakage Leakage Pressure Leakage Functional Leakage Activity test test test test test test test - Igniter fuel

system. tanks simulated full.

- Propellant - LOX system. - Fuel system.

! ",

- Combustion

chamber. tanks full. pressure system. switches sensing lines.

- LOX and fuel - Combustion

chamber

test test test

- LOX replenishing

- Instrument - Rocket engine

compartment. hydrogen peroxide system.

7.1.3 Throughout for

SCHEDULE the

OF

PRELAUNCH

ACTIVITIES Program, on experience vehicle with checkout procedures were adjusted with for The the the the to provide launch launch history

MERCURY-REDSTONE operation, schedule based of launch compared vehicle listed and the below. number

a more

effective The final

and familiarity procedures on MR-1.

vehicle. encompassed

MR-4

21 workdays,

46 workdays utilized

checkout

of MERCURY-REDSTONE sequence L indicates of operations launch L-25 vertical L-24 Begin day

MR-4 The

was

in establishing are prior listed

chronological days,

operations days

by calendar day. masts

indicates and erection

to launch Cable

Booster

arrival

on launcher. to flight operational mechanical azimuth. check

erected,

alignment, Apply electrical

and positioned power and and

of command

receivers.

measuring

calibration

preparations.

7-4

L-23 Mechanical systems test, including component and leak tests. Laboratory calibration of abort rate switches. Measuring calibration continued. L-22 Not a work day. L-21 Continuemechanical checks andmeasuring calibration. telemetry, AZUSA, andDOVAP. Check

L-20 Full pressurization test. Program device checks and verification. L-19 Booster over-all test number 1 as follows: a. Ready-to-fire failure cutoff. b. Ignition failure. c. Destruct command receiver. d. e. Cutoff arming to capsule. Install booster recovery packageballast.

L-18 Functional cooling system check, gyro control tests. L-17 Complete cooling test. L-16 Mechanical mate of spacecraft to booster. L-15 Not a work day. L-14 Electrical mate of spacecraft and booster, over-all test number 2, and off-the-pad abort test. L-13 Over-all test number 1, normal flight sequence. L-12 Partial RF compatibility test, astronaut insertion procedures, and booster peroxide system activity test. L-11 Complete RF compatibility test, and conduct egress tests. L-10 Not a work day. L-9 Not awork day. L-8 Over-all tests as follows:
a. b. c. L-7 Over-all Over-all Over-all test test test number number number of over-all 3, :emergency 4, 5, pilot abort override test. _ test. 5. verification of any test.

attitude tests 3,

abort 4, and

Evaluation areas. drop

questionable L-6 L-5 Plug

over-all for

test. simulated flight test, and booster ordnance item

Preparation

fit checks. L-4 L-3 flight Simulated Booster safety, flight test. compartment review meeting. 7-5 pressurization test, and booster

instrument and mission

L-2 L-I L-O

Not a work First Weather portion

day. of divided second countdown. portion of countdown, and launch.

briefing,

7.2

LAUNCH

ORGANIZATION

AND

COUNTDOWN

7.2.1

RESPONSIBILITIES

7.2.1.1 Figure flight 7-2

General shows the The show MERCURY-REDSTONE broken the lines lines enclose the and launch organization functions, connecting as it evolved the lines solid are lines for the

of MR-4.
9

blockhouse the dashed

connecting

lines

of action,

of coordination.

NASA Control Director Operations (NASA) Center

I

/
Launch Director

,
Test Coordinator (NASA) Blockhouse I I n I i W Central

,
Control

I
I I
L_

(LOD) Blockhouse

NASA Representative (NASA)

i
Test Conductor (LOD) Blockhouse

H
Capsule Racks

Capsule Conductor (Mc Donnell) Blockhouse Launch Ope rations

Aeromed

(NASA) Test Conductor] Blockhouse

Console Capsule

Blockhouse

Figure 7-6

7-2.

MERCURY-REDSTONE

Launch

Organization

7.2.1.2
Over-all this

Operations mission

Director control he was was exercised by the by the operations director are director. and flight In carrying controller. out A entitled

responsibility,

supported and support

launch

delineation Over-all prepared dated director network,

of responsibility Plan_ by the Department Department 1960.

functions Support (DOD), for

presented

in a document Operations

of Defense of Defense At the

Project

MERCURY for (MCC), tracking

representative Center

Project the

MERCURY,

15 January received recovery

MERCURY from the

Control launch

operations acquisition Through of

information organization, in the MCC,

director, and the

and data controller.

launch

coordinator, kept

the

flight

a representative booster progress

the blockhouse events

operations flight.

director

advised

and principal

throughout

powered

7.2.1.3 The launch

Launch director launch

Director was responsible AMR concerning director command for The for support, the for the technical and capsule decision. plus for readiness accomplishment and astronaut The eight launch of the launch vehicle objecmission respon-

system, tives. were sibility egress, until launch supported tions from was the

the

complex, problems

of launch relating director to the had

Technical referred for the

to the

operations abort

countdown,

to liftoff the

seconds, flight of the

emergency launch vehicle

and he was spacecraft operation.

responsible

monitoring director

powered had technical launch point

separation. The test test through was

launch

supervision director, of contact all and with

of the in turn AMR was opera-

conductor conductor. the test

reported A single conductor

to the action

by a capsule maintained blockhouse

to assure coordinated

that

information the

emanating possibility

complete

and properly

to eliminate

of contradictory

or overlooked

support

requirements.

7.2.1.4 The test

Test conductor by the systems test

Conductor also acted operations as the launch vehicle test conductor and was and supported launch

directly vehicle The

launch

range

coordinator, personnel supported and

the blockhouse involved by a capsule aeromedical in the

complex

engineers, conductor, (one

_nd contractor in turn, of the was

launch

operation. engineer, The capa

capsule

systems personnel.

capsule sule

communicator engineer in support

astronauts), the pad

systems

coordinated of the launch

and blockhouse

activities

of McDonnell

personnel

operation.

7-7

7.2.1.5
The launch

Range

Coordinator range coordinator was in continuous that function. the AMR communication countdown was with the with,

operations of range supporting,

superintendent and properly

operations the entire

to assure launch

in phase

7.2.2 Two launch Table

MISSION

RULES

AND

LOD

SCRUB that rules list

PRIORITY used

LIST the MERCURY-REDSTONE list shown in

additional countdowns 7-1. The and

important were LOD

documents the mission priority This of foreseeable safety

were and

during

LOD scrub

priority

scrub

established list

priorities was used

for booster as a quick

onboard guide listed pro-

equipment to a hold weather vided

instrumentation. in case and range appropriate

priority booster

reference It also

or scrub criteria

or GSE malfunctions. for the spacecraft launch. systems The

requirement for the

mission and the

rules MCC.

similarly

priorities

Table MERCURY-REDSTONE Mission

7-1 Rules and Scrub Priority List

Action Abort

C ommands Abort of the mission will only be commanded: a. From the blockhouse: On the basis of impending booster catastrophic failure either on the pad or during powered flight. b. By the RSO, for range safety reasons during powered flight. Capsule or booster malfunctions not be cause for abort command control center. will from

Remarks Booster abort system installedopen loop on MR-l, 1A, and BD. (Abort system is open loop on flights IV[R-l, IA, and BD only. ) Blockhouse monitors booster by telemetry. Blockhouse abort command is to capsule command receivers only. RSO Commands:

a. Booster engine shutdown. b. Booster destruct: (3-second time delay built into booster between shutdown and destruct arming).

7-8

Table 7-1 MERCURY-REDSTONEMission Rules andScrub Priority List (Cont.) Action Retrofire
Retrofire will trol center.

Commands be commanded by conOnboard considered

Remarks timer will be as backup.

Blockhouse

Booster

telem-

Mandatory.

etry displays for abort control Command Mandatory. Recovery Capability Recovery is mandatory. Weather Launch area Minima Capsule impacts dicted to occur prein an Forces

Surface winds - 18K maximum, Upper winds - 120K maximum at any altitude. Seastate - 3 or calmer. Visibility - 5 miles. Cloud coverage - no cloud coverage that will preclude camera coverage of booster operation from liftoff through separation. Range Instrumentation Support

unsatisfactory landing area may be the basis for a no-go decision.

Countdown strumentation ing count. Flight safety AZUSA Mark I Beat-Beat Mark II Telemetry E LSEE Mod IV radar Mod H radar (S-band, SCR-584) FPS-16 (C-band) Station 1-16 (Cape) FPS-16 (XN-2, C-band) Station 3-16 (GBI) FPS-16 (XN-1, C-band) PAFB-Stanley FPS-8 Surveillance radar FPS-20 Surveillance radar sky screen, vertical wire Command system Hold Proceed Proceed Proceed Proceed Hold Proceed Proceed Proceed Proceed Hold

action if infails dur-

7-9

Table 7-1 MERCURY-REDSTONEMission Rules andScrub Priority List (Cont.) Action Commands
Proceed Proceed Proceed Proceed Hold Hold Proceed Proceed Proceed Proceed Beach) Proceed ff one operates Proceed if one operates Hold if both are out Proceed Hold Proceed

Remarks

Electronic instru- MPS-25 (Carter Cay C-band) mentation FPS-16 (XN-1, PAFB)
DOVAP (uprange) transmitter DOVAP-blockhouse, receiver Tel-2 (TCM-18) telemetry antenna Telemetry ship Telemetry aircraft (1 required)

Optical tracking instrumentation (see Weather)

Documentation Metric cameras Cine CZR ROTI ROTI ROTI IGOR IGOR IGOR, theodolitic cameras

and

sequential

(Askania)

(Melbourne and Vero Melbourne Beach Vero Beach PAFB False Cape Williams Point Recovery Area:

Primary

and

Secondary

Ceiling - 2000 feet Visibility - 5 miles Surface winds - 18K

7.2.3

LAUNCH

COUNTDOWN

7.2.3.1 To prevent formed launch utes

Countdown personnel

Procedures fatigue, The the The first the 10-hour MERCURY-REDSTONE parts normally part holds) began was performed on the from countdown day was per-

in two parts. day of the and covered

of these

preceding to T-390 minday

operations second built-in of the crew crew

performed at approximately the

T-640 2300

countdown. launch

hours normally

on the perof

preceding formed operation the count. time was

(including minutes the

and covered until hours fatigued essential. the first was

operations liftoff.

from

T-390

countdown several was less

vehicle of rest and

This

system

afforded

launch the

at approximately more alert during

midway the when had been was critical a

in

As a result, when scrubbed the second period proper and

launch launch pleted, uled

response rescheduled portion

is most after count

On those section

occasions count launch

of the if the

com-

only within

of the

performed

resched-

a short

of time.

7-10

To assure that all functions during a countdownwere properly integrated, the responsibility for such integration was assignedto the over-all test conductor. Schedulingof prelaunch tests was similarly accomplished. The launch vehicle test conductor prepared the master operational schedule following coordination with STG, AMR, LOD, andother participating organizations. Countdownprocedures on the capsule were prepared in detail by McDonnell Aircraft Company andwere closely coordinated with the over-all launch countdownto assure the timely phasing-in of capsule operations. The master operational schedule was considered the master document, and the AMR andprocedure were geared accordingly. Detailed countdownprocedures were written for use in checking out the many systems andsubsystems of the capsule and booster. The countdowndocument included each key procedure of major importance andeach was identified by the title of the responsible individual in the countdown. These procedures appeared at the proper time and in proper sequencein the count. As each test or procedure was completed, the cognizant engineer reported the fact to the test conductor who then checked it off the list. Due to unforeseendevelopments, some last minute requirements are normally written into all affected launch procedure documents. Experience gained in earlier operations indicated that rapidly changing weather conditions could cause a delay such that it became necessary to scrub the launch. A scrub prior to LOX loading required only rescheduling the beginning of the next countdown. A scrub after LOX loading required emptying the LOX and purging and drying the launch vehicle, the process requiring approximately 12 hours. The precount and final count could then begin subject to the target launch crew rest requirements. It was decided, therefore, that LOX loading would be delayed to occur as close to vehicle liftoff as feasible. As a result, the LOX loading time was shifted from T-305 minutes to T-180 minutes in the countdown. This changewas madebetween the MR-3 and MR-4 launches. A bar chart of the schedule of countdownprocedures and launch vehicle status for the MR-4 launch is presented in Figure 7-3. 7.2.3.2
The Detailed pages of the Countdown present code the utilized Schedule complete (MR-4 t schedule for the MR-4 PAD-M) down launch. is given

following

countdown

An explanation at the minutes, conclusion Part

to identify Part

responsibilities I details T-0 from liftoff.

(e. g., T-640

of paragraph II, details T-390

7.2.3.2. minutes

to T-390

through

7-11

O _)
o_

_J c_

IIII

II

i i

7-12

Part T-640 1. 2. RANGE PAD-M

I - Launch Verify Open section

Countdown complex instrument doors. personnel install, (except booster roger man and appointed wire stations. booster is on critical compartment power. and aft

3. 4.

BH-CAP PAD-E

and

PAD-CAP

Capsule Deliver, batteries

safety

control On.

battery).

5. 6.

M BH

Block After power

abort from

PAD-E

apply

booster

(prelaunch). generator data. the tapes: vent vent valve. valve and after overflow components following covers and voltages to flight battery

7.

GEN

Adjust voltage

8.

PAD-M

Remove sealing a. b.

LOX tank H202 tank

assembly. test. c. d. )

(Replace

LOX pump Steam seal

seal drain. test.

drain. (Replace ) drain. after

components e. f. g. h. i. 9. 10. RANGE PAD-E and G Alcohol Alcohol LOX Check Leave pump vent

seal valve. vent valve. ring DOVAP

replenish annin shelter for pots

cap.

On with

sides

Off.

RF clearance Check silence LEV-3 period). capsule inverter inverter

frequencies. work during RF

(perform

11. 12. 13. 14. 15.

PAD-CAP I I M MEAS

Remove Ground Booster Booster Warmup

covers On. On.

and

open

for

work.

measuring blockhouse

voltage measuring

On. and record-

ing equipment. 16. M:EAS Calibrate all recorders and make final checks.

7-13

Part T-640 (C ont. ) 17. AB and RF

I - Launch

Countdown Warmup Remove retaining

(Cont.) ground capsule stations. retaining ring

telemeter pins from

18. PAD-M

devices. over-all substitute. check. capsule DOVAP may (Hardwire subsystems tuneup be used for checks. anytime only.) test. (Vehiprior test cable for control

19.

PAD-E

Connect battery

T-635

i. 2. 3.

BH-CAP BH-CAP RF

and PAD-CAP and PAD-CAP

Communication Prepare Proceed cle all with

transponder )

to T-410. T-625 1. PADM Fill 1500 2. PAD-M booster psi.

spheres

to approximately

Set up control plant tem components and topping

pressures test system), test

required (including

for power cooling sys-

3.

PAD-M&P

Perform procedure.

components

according

to

4.

PS

Check required

liftoff

and

camera

start

circuits

as

by AMR. blockhouse azimuth a final sequence alignment launch for all check capsule recorders. of LEV-3 at T-130). RF equipment: HF Recovery beacon beacon capsule systems power. test. for all booster RF equipment: 230.4 5000 telemetry trailer stow for for flight. Mc (U) Mc (U) UHF Recovery (to be

5. 6.

SEQ PAD-E

Check Check given

7.

RANGE

RF clearance Telemeter S-band C-band

Command

8. 9.

PAD-CAP PAD-CAP

and BH-CAP and BH-CAP

Apply Begin

i0. RANGE

RF clearance Telemeter AZUSA

11. T-620 1.

RF and AB PAD-M-EAS and PAD-M

Tune Move

booster measuring

to adjacent launch.

Complex

26 and

7-14

Part

I - Launch

Countdown Ready water

(Cont.) lead test. filling equipment after

T-620 (Cont.)

2.

PAD-M

components 3. 4. 5. T-610 i. P and PAD-M PAD-M PAD-M PAD-M Load Drain Remove Install vent T-605 water.

680 cc water. tail fuel is open. voltage LEV-3 integrator checks. for S- and C-band S- and C-band radar radars beacon away from On. gyros On for and warmup attitude prior to weather overflow shelter. line after verifying fuel

Control Bring flight abort 3. RANGE Standby checks. PAD.

setting

T-600

1. 2.

BH-CAP RANGE

C-

and

S-band CGo. voltage and

radar S-band

beacon radar

On. beacons for

Readout qualified

3.

GEN

Check

clear

after

battery

installation. T-580 1. 2. T-540 1. TC M PAD-M Reset TC panel. SbA block pressure valve. with valve test open. Off). control destruct checks. block is to arm removed and safe. from cappres-

Step dummy Verify sule sure Leave control mast until hand Cap for check and

release cleared vent Mast initial that

Do not apply supervisor.

2. T-530 1. 2.

P RANGE PAD-E

Verify Standby Double connected

750 (light command Dummy

verify. ground station for range

3.

RANGE

Prepare check.

AZUSA

4.

PAD-CAP

Verify

shorting

plug

in escape

tower.

7-15

Part

I - Launch

Countdown Remove boom No. Green fuses plug 5, Red fuses TBI Jumper fuel

(Cont.) in booster hardwire 24 and 34). 1, 2, and 3. tail abort 25; plug (Fuse Fuse and booster box box No. 2,

T-530 (Cont.)

5.

PAD-E

for

fuses

33 and fuses

6. 7. T-520 1.

PAD-E PAD-E PAD-M

Remove Install Move position.

E5 - E6. trailer into fueling

(alcohol)

2. 3, 4. 5.

PAD-M M M RANGE

Turn AZUSA AZUSA Check range

On yellow blower On. booster station. to special AZUSA Off. blower caps

warming On.

light.

AZUSA

transponder

with

6. T-515 1. 2. 3. 4.

NOTE RANGE M M PAD-M

Refer Roger AZUSA AZUSA Remove

sequence transponder

test

procedures.

check.

Off. from switch instrument compartment valve. test

pressurizing T-500 1. ALL BOOSTER STATIONS Standby sequence. 2. 3. PAD- PAA PAD-E Top Verify secured 4. PAD-M Make fuel T-497 1. 2. T-495 1. 2. 3. 4. 5. 6. RF RF G M M M M C Verify Verify Verify Command Command Telemeter Calibrator Control off 5000

and pressurizing power transfer

for booster

psi

GN 2 batteries batteries control are battery).

if required. installed and

all flight (except final loading. DOVAP DOVAP Gyro vehicle

plumbing

checks

prior

to

reference test

transmitter Off.

On.

transmitter ready. No. No. 1 On. 2 On.

system

receiver receiver On. On. computer

On.

7-16

Part

I - Launch

Countdown Program Verify Announce pressurizing transfer.

(Cont.) device On. ok light On. compartment during power

T-495
(Cont.) 8. 9.

C P TC

autopilot warning

of instrument operation

valve

10.

PAD-M

Monitor pressurizing.

instrument

compartment

ii. GEN 12. SEQ 13. SEQ 14. M 15. M 16. M 17. RF 18. C 19. C 20. P 21. AXN

Over-all Sequence Time DOVAP AZUSA AZUSA Telemeter Rudder Verify Verify Power

test and

power

On. to minute speed.

E&I recorders

pulse On.

On.

blower On.

On.

recording drive servo voltages On. voltage

On (LOD

only).

ok (light On).

On).

ok (light test

transfer

On and

Off

(momentarily). 22 23 24. 25. 26. 27. 28. 29. 30. 31. 32. SEQ G L AXN C RF M SEQ C PD G Record all battery bus voltages. On and Off. power Off (verify). transfer.

Simultaneous Network Emergency Rudder Telemeter Secure Secure Control Check Torque indicated all all drive roger

command

of satisfactory power

booster Off.

recording RF systems. recorders. Off. device LEV-3

Off (LOD

only).

computer program each

flight gyro

tape. abort is

_+until

by TC. integrator reading when to TC). fuel tank pressure. 7-17 prior cutoff to fuel signal. loading is made (clear and

33. G and PAD-E T-490 1 P

Calibrate Weight vehicle verify

announcement

2.

MEAS

Monitor

Part

I - Launch

Countdown Start Fill Check Torque Verify Watch Roger Roger Remove shorting fuel igniter for

(Cont.) loading. tank. fuel leakage LOX bolts. and ballast vent for on fourth platform. in tail.

T-490
(Cont.)

3. 4. 5. 6. 7. 8.

P and PAD-M PAD-M PAD-M CTC PAD-M CTC CTC

PAD-M

main spike fuel

overflow. of capsule system tests.

T-450

I. 2. 3.

completion removal all

of test test

cables. cables (except

PAD-CAP

capsule

plug). LEV-3 voltage gyros. Off. and begin no voltage checks.

4. 5. 6. T-440 1. 2. 3.

G C CTC P and PAD-M P and PS

Secure Control Arm Finish

squib fuel

bus

PAD-M

loading. fuel to determine after fuel ullage. loading is made (clear and vehi-

Dip stick Weight cle when to TC).

reading

announcement

verify

4. 5. 6. 7.

C TC and BH M ANNOUNCE

PS

Disarm

squib bus after no voltage checks. silence.

Establish vehicle RF RF ME NT

Silence Switch On.

All personnel not having specific vehicle preparation activitiesclear service structure for capsule ordnance connection.

8. 9.

CTC PAD-CAP

Remove Remove

capsule power. shorting plug and connect all ordescape trailer. based on trailer alcohol rocket.

nance except I0. T-420 I. PAD-M PAD-M Remove Adjust fuel TRMV

temperature. 2. 3. 4. PAD-M BH PAD-M Safety Secure Engine wire TRMV. power. regulated to zero psig.

booster control

7-18

Part I - Launch Countdown(Cont.) T-400 1. 2. 3. PAD-M PAD-M PAD-M Install tail weather shelter - pendingweather. Resume LOX pump bearing purge. Install following covers andsealing tapes: a. LOX tank vent valve. b. c. 4. 5. T-390 1. PAD-M PAD-M END H_0_ tank vent and overflow assembly. Steam seal drain.

Install instrument compartmentdoor O-rings. Final vacuuming. END operations on first part of split count and secure all systems for standbyperiod. The count will be resumed at T-390 minutes at the predesignated time.
PERSONNE L Prepare peroxide capsule loading. peroxide and monitor system. and ground system for

CAPSULE

PS and PAD-CAP

Load

capsule

Part Preparatory I. 2. steps M PAD-CAP for picking

II - Launch second

Countdown section of the count: switch On. escape before rocket pickup) -

up the

Verify Install, igniter area

RF silence but

do not connect, 60 minutes

(complete must flight booster

be cleared. sequence power. covers valve. and overflow assembly. and sealing tapes: reset switch.

3. 4. 5.

C BH and PAD-M PAD-E

Close Apply Remove a. b. c. d.

following vent vent

LOX tank H202 Steam Cap tank seal

drain. compartment lines. pres-

Off instrument and sensing

surizing 6. 7. 8. RANGE BH PAD-M Weather Verify Install

forecast. RF silence. destruct block block and connect primacord electrically).

to destruct

(do not connect

7-19

Part 9. PAD-M

II - Launch

Countdown Connect control

(Cont.) No. 1 (booster), eject No. 2 (capsule),

cable mast

line and cable mast line. checkout

eject control i0. ii. 12. 13. 14. 15. 16. T-390 I. 2. PAD-CAP PAD-CAP RANGE PAD-E PAD-E PAD-M PAD-M PAD-M CTC Prepare Move

capsule

trailer for moving.

capsule

checkout

trailer to launch.

Standby Make

to resume

count. check of TC igniter.

resistance

Install control battery Ready Adjust Torque Verify LN 2 equipment. fin clamps turbine. completion

and safety wire.

to launch

position.

of capsule

ordnance

con-

nection. Reset T-385 Make quency 2. PAD-E Make flight sequencer. final check of 400 cycle inverter adjustment. of precooling motor fre-

and voltage functional

check

operation. 3. T-380 I. 2. M PAD-CAP C, GEN Safety wire Verify Check DCR switches.

helium voltage

fill. clear (control voltage On

and Off). 3. 4. 5. 6. 7. PAD-M E E PAD-M ANNOUNC E ME NT Load LN 2 boom bypass tank (booster). On (Off after LN 2 is loaded).

Cooling Automatic Torque

fillOn.

turbine. not required should for operation in

All personnel the pad area destruct

clear the area for

block

connection. RF silence. booster cable to

8. 9.

BH PAD-E and PAD-SAFETY

Verify

vehicle

Electrically destruct

connect

block. safe (light). safe (light).

I0. ii.

M PS

Verify Verify

destruct destruct

7-20

Part T-380 (C ont. ) 12. PAD-SAFETY

II - Launch

Countdown Pull and mechanical clear

(Cont.) arming pin on destruct block

aft section. access check door remove test for cables. flight. and I-II. (do not for flight. all structure-

13. 14.

PAD-M PAD-E

Secure After utility

destruct no-voltage room

over-all doors doors

15. PAD-M T-360 T-350 1. I. PAD-M PAD-M

Secure Close Close secure

recovery aft section instrument door HI).

HI-IV

compartment

doors

2. 3. 4.

E E MEAS

Normal Blower Monitor

cooling On. instrument

switch

On.

compartment

temperature. T-345 1. 2. 3. CTC PAD-E PAD-CAP and PAD-M Call Final Verify and T-330 T-325 1. 1. 2. PAD-CAP PADPAA capsule vertical disconnect personnel alignment. of peroxide lines at capsule on station.

trailer. interior platform operational blockhouse clear and check. No. 2. standby to clear to

Capsule Open All the

ANNOUNCEMENT

personnel for the RF test; area

all nonoperational

personnel 3. PAD-PAA Position of structure 4. 5. T-320 i. PADPAD-M PAD-M PAA Open Drop Close valve

immediately. (on west of power side

secure for

outrigger

clearance No. 4.

post).

platform No. water 2.

2 mast valves

bunge

to ground and 4,

level. and open and

1, 3, both supply

Disconnect water

safety line

showers of

disconnect structure. 2. PS Establish operational 3. PAA-CAP Install

at back

road

blocks

and clear for RF test.

area

of non-

personnel

GSE hatch.

7-21

Part

II - Launch

Countdown Open platform

(Cont.) No. structure 3. pneumatic supply at

T-315 T-316

i. i.
2.

PAD- PAA PAD-M

PAD-PAA TC

Disconnect service Move pipe service

3. structure photo to edge of pad. crews to

T-305

i.

Announce clear area,

for

and searchlight

2.

TC

Announce come

for

personnel blockhouse.

behind

blockhouse

to

into the voltage On. On. DOVAP control On.

T-300

I. 2. 3. 4. 5.

C G G RF PAD-M G TC ALL PERSONNEL

Control Gyros Erection Verify Engine Amplifiers Reset Clear test.

On (voltage

clear).

reference regulator

transmitter to zero psig.

On.

T-298

i. 2.

TC panel. pad to blockhouse for RF interference

T-295

i.

2. 3.

RANGE PS

Standby Report is clear.

for

all

RF systems conductor

check. as soon as area

to test

4.

PAD-M

Make structure

remote from

operational blockhouse.

check

of service

5. 6. 7. 8. 9.

M M BH-CAP PS ANNOUNCE ME NT

RF

silence

Off. wire On DCR power. switch personnel, On (pad cleared capsule abort position). system switches.

Cut safety Apply Squib Caution arming Station a. b. c. d. e. f.

capsule arming all

will be accomplished. Rogers: abort control control box (Dr. Debus),

Blockhouse MERCURY Capsule Pad SRO. Flight safety.

center. panel.

safety.

7-22

Part T-295 (Cont.) T-290 I0. CTC ii. TC I. 2. 3. 4. 5. 6. 7. 8. 9. RANGE BH-CAP RANGE M RANGE RANGE M M C

II - Launch

Countdown Arm Verify C- and Proceed AZUSA AZUSA Readout Command Telemeter Calibrator Control DOVAP Begin Sequence Recorder DCR DCR No. No. the squib proper S-band with ground On.

(Cont.) bus. arm radars all indications On. tests. on TC panel.

RF components reading.

station

AZUSA carrier On. On. computer On. check and time 1 On.

and

report

completion

to TC.

On.

On.

i0. M Ii. RF T-285 i. 2. 3. 4. BH BH M M

of DOVAP E-1

and

Beat-Beat. to minute speed.

recorders On.

pulse

2 On (allow

at least

30-second

warmup).
o

C C C P AXN

Program Rudder Verify Verify Power

device drive servo voltage transfer On.

On.

6. 7. 8. 9.

voltage

ok (light On). Off

On).

ok (light test

On and

(momentarily). 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. SEQ G L AXN C C C RANGE RANGE RANGE Record all battery control voltages. commands On and power Off (verify). Off.

Simultaneous Network Emergency Rudder Program Control Cutoff Destruct Switch drive roger

of satisfactory power

transfer.

booster Off. Off.

device computer command. command. transmitters.

Off.

7-23

Part

II - Launch

Countdown Cutoff Destruct DCR DCR Secure Report ference Secure systems No. No.

(Cont.)

T-285 20. RANGE (Cont. ) 21. RANGE 22. M 23. M 24. RANGE T-280 1. 2. T-275 1. ALL RF MONITORING STATIONS M TC

command. command. 1 Off. 2 Off. carrier. tolerable type RF inter-

command

any nonflight to the booster complete status

blockhouse. RF equipments their report tests. of all uncompleted as individual

Receive

RF checks.

T-270

1.
2. 3.

TC
CTC PS

Check secured. Disarm Open

that

all RF equipments

have

been

squib squib

bus. switch (pad No____t cleared

arming

position). 4. 5. 6. M ANNOUNC ANNOUNC E ME NT E ME NT Safety Capsule Operational power 7. T-265 1. 2. 3. 4. 5. 6. 7. 8. G PAD-M PAD-PAA TC M PAD-CAP E E MEAS Secure Engine Move wire DCR switches. disarmed. return to vehicle after

abort

system personnel from

is removed gyros. control service

capsule.

regulator structure and On. return

to 605 psig. around vehicle vehicle. RF silence.

Establish RF silence Capsule Instrument Bypass Monitor temperature.

complex switch personnel

to structure. cooling Off.

compartment On, blower Off.

instrument

compartment

9.

PAD-M

Reconnect structure.

water

supply

line

at back

of

i0. PAD-M 11. PAD-M 12. PAD-M 7-24

Reconnect Open water

safety valves structure

shower

on west

side.

I and 4. pneumatic supply.

Reconnect

Part

II - Launch

Countdown Close platform

(Cont.) 2, 3, and 4. lines to capsule

T-260

1. 2.

PAD-PAA PAD-CAP

Reconnect and trailer. capsule

capsule

peroxide

T-255 T-250

1. 1. 2.

PAD-CAP PAD-CAP PAD-M

Open Switch Open internal

door. and power up. door near III (when ambient). masts.

change instrument

compartment reaches

temperature pressure mast control

3. 4.

PAD-M P PAD-CAP PAD-M PAD-M PAD-M PAD-M PADPAD-M PAD-M PAA

Apply Verify Begin

to booster pressures. system nozzle

and capsule

T-245 T-200

i. i. 2. 3. 4. 5. 6. 7.

static

firing.

Bring LOX

trailers into position and connect.

Bring tailheater into position. Install LOX Remove vent pipe.

fuel flex overflow line.

Open platform 1. Connect fuel bubbling and start flow. Make bolts. final torque check on LOX manhole

8.

MEAS

Last minute checks of blockhouse system.

measuring

9.

PAD-MEAS

Check panel secure.

that are

all

hand

valves position

on calibration for firing and

in proper

10. 11.

PAD-M PAD-M

Locate Connect trailer.

LOX topping electrical

trailer. cables to IX)X topping

12. 13. 14. T-190 1.

PAD-M PAD-M PAD-M TC

Remove Remove Small Launch loading.

plug-in

steam

exhaust. purge.

LOX pump heater weather

bearing

on alcohol decision

manifold. prior to LOX

T-180

I.

Weight loading is made

measurement (clear to TC). vehicle

prior when

to LOX and announcement

LN 2

7-25

Part

II - Launch

Countdown LOX valve Start Monitor Verify

(Cont.) heater On. and pressure. has left Hangar S. loading sequence.

T-180 (Cont.)

2. 3. 4.

P PAD-M MEAS CTC P and P P PAD-CAP PAD-CAP PAD-CAP PAD-PAA PAD-M PAD-M PAD-E PAD-M

LOX precooling LOX tank astronaut LOX tanking. measurement

T-165 T-145

i. I. 2. 3.

End

Weight

after

LOX tanking.

LOX topping Verify Terminate Capsule Remove Tail Install Prepare azimuth

to automatic. arrival firing check. at pad. of peroxide nozzles.

T- 140

i. 2. 3.

astronaut static switch

T-135

i. 2. 3. 4.

LOX trailers. On. metal cover on LOX manhole. for final

heater sheet

LEV-3 check. booster suit thrust

equipment

5.

PAD-M PAD-CAP PAD-M

Move

H202

truck

into

position.

T-130

i. 2.

Pre-purge Install nect

circuit. igniter. (Do not con-

chamber ) azimuth all vehicle are

electrically. launch that

3.

PAD-E TC

and

PAD-M

Perform Ascertain and

check. systems on schedule. astronaut should are Go If installa-

T-125

i.

all preparations proceed

affirmative, tion. at this

with a hold

If negative, time with H202 prior

be absorbed installation.

to astronaut insertion.

T-123 T-120

i. i. 2.

CTC P ME/MS

Proceed Turn Monitor values:

astronaut On.

heaters tank

H202

temperature above

(redline 90F). (booster).

below operation booster

70F,

3. 4. T-115 i.

PAD-M PAD-M PAD-CAP

Check Start Suit

of H202 H202 loading

heaters

(booster).

purge.

7-26

Part T-105 T-100 1. 1. 2. 3. PAD-CAP "PAD-M PAD-M PAD-M and P

II - Launch

Countdown Suit pressure Check Verify Close secure

(Cont.) check. computer eject line operation. connected. door and check).

LOX topping No. last for I mast instrument flight

compartment LEV-3 cooling

(after

azimuth

4.

PAD-E,

PAD-M,

and M

Instrument last door

compartment is in place. cooling On. instrument loading. personnel from No. switch

On when

5. 6. 7. 8. T-95 I. 2. 3. 4. 5. T-90 1. 2.

E E ME/kS PAD-M ANNOUNCE PAD-M PAD-M PAD-M PAD-CAP PAD-M PAD-M ME NT

Normal Blower Monitor End H202

On.

compartment

temperature.

All nonoperational Clip Adjust Make Harness Move Verify

LOD

clear 2 mast umbilical on H202

the

area.

safety

wire

release. lanyard. system.

and connect gas evolution and cabin

H202

capsule check

inspection. truck eject out of immediate control line area.

No,

2 mast

connected. 3. T-85 i. 2. 3. 4. PAD-CAP PADPADPAD-M PAD-M PAA M Install Open Close capsule platform water hatch. 2. valves safety water and purge. mainstage stick (short momentarily 1 and shower supply 2 and and line open stow at back 3. for of launch.

Disconnect Disconnect structure

secure.

5. 6.

PAD-CAP PAD-E

Capsule Check at pad).

T-80

i. 2.

PAD- M PAD-M

Secure Install check Torque Remove

drain ignition

screw

in combustion stick and

chamber. resistance

sensing

(do not connect). turbine, fueling scaffold.

7-27

Part

II - Launch

Countdown Check systems. "check

(Cont.) valve" operation in pneumatic

T-80
(Cont.)

5.

PAD-M

6.

PAD-E

Open install

two lids safety

on trench ropes. in utility 1 open. trailer.

near

blockhouse

and

7. 8. 9. 10. ii. T-75 T-70 1. 1.

PAD-PAA PADPAD-M PAD-CAP PAD-CAP PAD-CAP PAD-M PAA

Open Verify Move Gas Move Capsule Make

CO 2 valve platform spare sampling. transfer pressure final check parts

room.

van

to launch check. of engine for

position.

control launch

pressure (redline

regulator 655 psig T-65 i. PAD-M and E Turn heater 2. T-60 1. 2. PAD-PAA PADPAD-M PAA Open Open

and secure maximum, c switch confirm 4. 3. and secure

585 psig heaters operation.

minimum).

on P and

and transducer

platform platform

Disconnect supply.

structure

pneumatic

3.

TC

Obtain structure

clearance to edge pressure

from

all

stations

to remove

of pad. personnel in phone cir-

4.

PAD-PAA

PAA cuit for

high for tail

setting purge. hold fire

up of high

pressure

system

5. 6. 7. 8. 9.

PS C G G PAD-CAP

Check Control Gyros Erection Clear Transfer Amplifier Reset

and On.

first

motion

circuitry.

voltage On. On. service

structure.

I0. PAD-M T-57 I. 2. T-55 1. G TC PAD-M

LN 2 trailers. On. if required. blue high pressure storage

TC panel and

Set up red systems

for

launch.

7-28

Part T-55 (Cont.)

. o

II - Launch

Countdown Set up ground tail purge. structure controls. tails

(Cont.) regulator to 3000 psig for

PAD-M

PAD-PAA

Move mote

to edge

of pad

and

ready

re-

PAD-M PAD-M PAD-M PAD-M PAD-M PAD-M

Close

spheres psig

bypass to valve to pressurizing

hand box.

valve.

5. 6. 7. 8. 9.

Set up 3100 Set ignition Open Torque Monitor before igniter

regulator bottle

psig. hand valve.

turbine. remote placement operation next of cherry-picker

to capsule. for operator injector stick emergency egress

I0. CP

Position operation

cherry-picker and line ignition drive the station from

in blockhouse. purge coupling. box.

T-50

PAD-M PAD- M C M-II3

Disconnect Connect Rudder Verify

2. 3. 4.

sensing

to valve control egress

On and

Off for

check. vehicle

M-113

emergency

is on station. T-45
.

PAD-M PAD-M PAD-M PAD-M

Remove Close Move Connect serve turbance tail

tail

heater I-II. truck

and

secure

for

launch.

2. 3. 4.

doors

LOD shop capsule phi pitch

to launch bunge for cord

location. (G: Ob-

mast meter over

amount 1). 750 supply that

of dis-

- missile that is full capsule open.

PAD-M

Check valve mast

mast Check hand

hand

compartment open. ground

750 supply last check

valve

is full

PAD-M

Make

of cable

mast

supply

regulator.
.

PAD-CAP PAD-M

Clear Check valve a. b.

utility only box

room. the following open: inlet. bottle pressurizing. hand valves in the

T-40

i.

are

Regulator Igniter last

PAD-M

Remove

scaffold.

7-29

Part II - Launch Countdown T-40 (Cont.) 4. 5. PAD-E PAD'M 3. PAD-SAFETY Remove

(Cont.)

allnonauthorized vehicles from

rear of blockhouse. TC igniter cable check.

Disconnect fuel bubbling and installcap on coupling.

6. T-35 1.

PAD-M ANNOUNCEMENT

I Close taildoor Ill-IV. All personnel not stationed in the blockhouse for launch, clear the area to launch location.

2. 3. 4. 1. 1.

CTC PAD-M PAD-M PAD PS - ALL PERSONNEL

All capsule systems Connect Close Clear Verify may

Q

go verification. to valve and box. secure for flight.

igniter utility area

squib room

door

to blockhouse. area is clear and RF silence

complex be lifted. switch

2. 3. 4. 5. 6. T-29 1.

M
i

RF silence Check Control Functional DOVAP Standby band On. for that

Off. recorders On. of hold fire. are On.

MEAS C CTC M RANGE

all brown

computers check

radar away

beacon from On.

checks pad.

C-

and

S-

radars

T-25

1. 2. 3.

CTC CTC PS

All RF systems Cand S-band arming

beacons switch

On. On (when complex area

Squib

is Safe). 4. 5. 6. 1. 2. T-22 1.
$

ANNOUNCEMENT RF RANGE M M M

Capsule DCR

abort

system receiver On.

is to be armed. On.

monitor

Command Telemeter Calibrator Recorder telemetry

carrier On. On. transfer check. squib

On and

Off as request

for

2.

CTC

Arm

capsule

bus.

7-30

Part

II - Launch

Countdown Verify position. abort

(Cont.) disarm switch in manual

T-22 (Cont.)

3.

CTC

4. 5.
t

ANNOUNCEMENT ABTL P M RANGE AB C C

Capsule Verify Tail

abort abort

system armed

armed. (light On).

T-20

1. 2.

purge On.

On.

AZUSA AMR

T-18
g

1. 2.

telemeter

check. check. On. On. command Off. On and Off.

LOD telemeter Meter Rudder range drive

T-16

1. 2. 3. 4.

Simultaneous C TC CTC M M M M P M C M MEAS Rudder Obtain Begin drive Dr. transfer wire

T-15

1. 2. 3.

Debus'

ok for

launch. to internal switches. power.

of capsule on DCR

Cut safety Preflight Calibrator Preflight Pressurize Calibrator Rudder Preflight Ground house

T-14

1. 2.

calibrator Off. calibrator missile On. drive On and

to 0 percent.

T-12 T-10

1. i. 2. 3. 4. 5.

to 100 percent. spheres to 3000 psi.

Off. Off.

calibrator measuring momentarily. calibrator Off. 100 cps

voltage

minus

in block-

T-9

1.
.2.

M M MEAS RANGE AB M

Preflight Calibrator Verify Telemeter Telemeter Preflight to oscillator corders

Off (left

side).

3.

oscillator On. On.

is set

up.

T-8'45"

1. 2. 3.

recording recording calibrations and pause

as follows: 5 second intervals

From CEC re-

Off

On.

In 1 second

oscillator

7-31

Part

II - Launch

Countdown

(Cont,)

to 0 to 1.0 to 20 to 30 to 40 to 50 to 60 to 70 to 80 to 90 to 100 to 0 percent,

.

M M RANGE AB M BH-PAA M M P SEQ SEQ C GEN C P AXN G RANGE L AXN C G

Calibrator Forced Telemeter Telemeter Preflight Remotely Command Command Check Sequence Time Program Check Rudder Verify Power pulse that

On. calibration recording recording calibrator move receiver receiver On and Off, Off, Off, to launch 1 On, 2 On. is on schedule. minute speed. position, Off,

5. 6. 7. 8. 9. T-7 1. 2. T-6 1. 2. 3. 4. 5. T-5 1. 2. 3. 4. 5. 6. 7. 8. 9.

structure No, No,

LOX topping and E&I recorders

On, device On. adjustments. On (prep ok (light test complete). On). On momentarily, On and Off.

voltage drive voltage transfer

switch

Simultaneous Cutoff Network Emergency Rudder Check Clear Check a. b. c. d. drive LEV-3 signal stations Power command. roger

commands

satisfactory power

power Off,

transfer.

booster Off. gyro from

position control

indications. and gyro indications. panel.

10. C&G T-4 1. TC

for proper (P). panel rack test (M). (G&C). conductor

panel

Measuring Autopilot Capsule indications).

(all

capsule

e. f. g.

Blockhouse Sequence Telemeter

measuring recorders station

(MEAS). (SEQ).

Hangar

D (AB).

7-32

Part

II - Launch h. i. j.

Countdown Pad

(Cont.) (PS). (service structure secure).

safety

BH-PAA Aeromedical. switch

T-2'30" i. 2. 3.
4. 5. T-2 1. 2. 3. 4. 5. 6. T-60" 1. 2. 3. T-50" T-47" T-35" 1. 1. 1. 2.

P M
PS CTC CP M C P G RANGE BH-CAP RANGE P AB BH-CAP SEQ P ALL STATIONS

Selector Arm Note Final Remove Block Rudder Verify

to launch. package. armed from and close hold fire.

destruct destruct clearance

capsule. to launch Off. position.

cherry-picker booster drive ready abort On. to fire

(indication).

Simultaneous Telemeter Proceed Give mark

commands. recording On. preflight at 60 seconds. calibrations.

with

telemeter

to range Off.

LOX topping LOD telemeter Freon Sequence Firing Verify occur. flow

recording cutoff. fast

On.

recorders command. automatic

speed.

sequence

as major

items

3. 4. 5. 6. 7. 8. (T-14") 9. 10. 11. 12. T-O i.

CTC CTC P P MEAS P GEN P P P P

Announce Announce Announce Announce Announce Announce Announce Announce Announce Announce Announce

"Capsule umbilical dropped." "Periscope door closed. "

"Vent valves closed." "Fuel tank pressurized. " "LOX "LOX tank pressurizing. " tank pressurized."

"Missile power." "Boom drop. "

"Ignition. " "Mainstage." "Liftoff. "

7-33

Part

II - Launch

Countdown Liftoff. Clock Call T+lS0, start. out time

(Cont.)

T+0

1.

RANGE RANGE RANGE

2. 3.
e

in 10 second

increments until

until

in 30 second

increments

termination. 4. BH All personnel in place T+5 TEST 1. BH Sequence during except flight. Slow. Launch Director remain

recorders

TERMINATION 1. 2. 3. 4. 5. PAD-M PADP PAD-M GEN PAA Secure Close Vent Secure Secure high pressure GN2.

CO 2 bottles. CO 2 line. LOX topping ground and LN 2 trailers.

generators.

Explanation AB ABT

of code

used

in countdown. Telemeter Blockhouse Auxiliary Blockhouse McDonnell, Pan American panel cherry-picker test conductor control panel (booster) tower station abort network hangar panel panel operations) Aeromedical D (booster) (Dr. Debus, panel)

AXN BH BH-CAP BH-PAA C CP CTC E G GEN I L M MEAS M-II3 P PAD-CAP

(miscellaneous NASA, pad and

operations

Control Mobile Capsule

Environmental Gyro panel panel panel light panel

Generator Inverter Recorder Measuring Blockhouse Emergency Propulsion McDonnell

panel

measuring rescue panel and

(booster) vehicle

NASA pad

capsule

operations

7-34

PAD-E G&C, network PAD-M Fueling, operations PAD-MEAS PAD-PAA Pan American PAD-SAFE PD PS Pad RANGE Items remote RF Blockhouse SEQ Blockhouse current) TC Test 7.3 EMERGENCY
i

pad operations mechanical pad

propulsion,

Measuring TY

pad operations pad operations

Pad safety (PAA) pad operations Program safety device panel rack (blockhouse) central control to

handled range

through stations remote

and

RF system

(booster) voltage,

function

recorders

(SEQ,

conductor

panel

(vehicle)

EGRESS

OPERATIONS

7.3.1

ORGANIZATION General

OF RESPONSIBI.LITIES

7.3,1.1

Responsibility areas sibility was for

for the protection governed by standard safety,

and safety pad safety and rescue

of personnel and range of the

on the AMR and surrounding safety regulations. was vested The responin NASA.

the protection,

astronaut

To provide and flight to cover path

maximum every of the

safety conceivable

to the astronaut emergency divided into

during situation, recovery

all the

phases areas

of the

launch

and

flight,

in proximity

to the

vehicle

were

sectors.

7.3.1.2

Launch

Pad

Area

This

area

consisted providing organized until

of all the emergency

facilities egress this

inside

the fence

of Complex A Pad was

56, Area

concerned Rescue to the abort

priSquad

marily-with (PARS) launch Rescue was

for the astronaut. task. The PARS

to accomplish lfftoff or until

responsible

director operations

capsule conducted

separation under under

ff an off-the-pad supervision the direction

occurred. director, site

on the pad were flight

of the launch of the launch

and _recovery, ff capsule recovery commander.

occurred,

was

7-35

7.3.1..3
This area

Launch consisted miles

Site

Recover_

Area land area from along four the nautical flight Banana commander. line miles uprange the of the water pad area for this to

of all the downrange of the to the

12 nautical immediately area was

of the p_l Cape

including

offshore delegated

as well site

as the

River.

Responsibility

launch

recovery

7.3.1.4 Downrange downrange

Downrange consisted of the "of the range area from approximately normal for Task capsule the Force 12 nautical recovery within miles area, this offshore with area a was

Cape, wide United

to the corridor. States

predetermined Responsibility Navy Recovery

24-nautical--mile delegated to the

operations Commander.

7.3.2 Extensive best suited

RESCUE time for

OPERATIONS studies were specific made

TIME

STUDY which of the equipment The available were and of these one for studies. was

to determine of time one for 7-4

each

period

in the the

countdown.

studies

divided the

into

two major incapacitated.

categories: Figure

astronaut

self-sustaining, of the findings

astronaut

is a compilation

The

basic

rule

predominant be provided

in the for

final the

selection astronaut squad were

of the with

methods

employed risk

was

that perre-

maximum sonnel. quiring

security Three squad

a minimum

to rescue operations

members access

of the

rescue

involved

in rescue

to the

capsule.

In Figure hazardous involved time

7-4

the

heavy and

bar the would

indicates shaded bar

the

time

the the

astronaut total

would man-seconds

be exposed

to a

vehicle, in the rescue

indicated

all personnel booster. for the the These guidelines of the of It was reoperation

be exposed

to a potentially of optimum and

hazardous methods considering to cover the

studies,

therefore, Having complex, that

aided selected a set

in the selection the optimum

established. vehicle major and failures

methods, were devised

status type

of procedures occur and for eight

general conditions. for

could

combined to writing, the

vehicle-complex rescue procedures execution adaptability

not feasible motely was

to preconceive malfunction; upon

reduce

every

possible

therefore, the response,

successful and

of a rescue of the

largely the

dependent operations.

skills,

individuals

affecting

7-36

0_o0

u w z

w o

"0

z z

c_
C

u3
U3 o3 C

i:
u

c c
o o (3

c_ bJ_

o
o o (.0,1

_5 Im

W .. W I,..0 Z

7-37

7.3.3

EMERGENCY

EQUIPMENT

7.3.3.1 The used time tain mobile with

Mobile aerial the

Aerial tower,

Tower shown in Figure Because than egress around the 7-5, was originally to gain controlled intended, experience, structure astronaut tower, cab cherry was by STG, and since under after certhe to be

MERCURY-ATLAS. revealed it was was it to be faster selected removed vertical next should to the booster for from

of desire remote

studies conditions,

of the the

self-sustaining vehicle. The The tower the

service was signed of rapid tower

structure

picker, de-

capable

of reaching

heights capsule

of 125 feet. hatch

specially with action. truck-

to be positioned self-egress, could

to provide conditions ground

astronaut such

a means The

or capsule on the or could

dictate at the rear

be controlled from within the away cab

from the

a position tower cab,

of the

transporter, control grammed stalled the the was the from

be lowered

by remote which vehicle

programmed actuated were a proinin of

within

blockhouse. and down and the from

Special the

pushbutton

switches

descent in the tower was

MERCURY-REDSTONE The structure capsule remote remote hatch control control when the until

blockhouse. service next to the

pushbutton panel. service T-4

switch The cab

blockhouse mobile removed countdown tower

located

on the

was the

positioned vehicle, use

structure minutes of

from for

and it remained by the astronaut.

in this

position

emergency

7.3.3.2 The and military limited

M-113

Armored armored for it could the cross at speeds

Personnel personnel the PARS.

Carrier carrier The limited M-113 was selected to provide of withstanding heat The transportation 12 psi had to

M-113 protection and

is capable against capsule.

overpressure, travel vehicle terrain with the near

provide edge

protection to reach the

if the vehicle M-113, over a full the

or through for Cape

of a fire

track

designed of the

country

operation,

is capable per hour.

of traveling It was peculiar

scrub modified

of up to 35 miles miscellaneous

specifically to these

communications listed

and

equipment

emergency

operations

as follows: Communications a. 30.3 mc transmitter net, UHF and radio receiver. and receiver. system.

b. c. d. e. 7-38

Aeromed Missile Vehicle Public

operational crew address

inter-phone system.

inter-phone speaker.

Figure 7-5. Mobile Tower (Cherry Picker)

7-39

Auxiliary a. b. c. d. e. f. g. h. i. Vehicle

Equipment pusher crook helmets blade adapter. of wire cable.

Shepards Crash

on 25 feet with

earphones. fire suits with bottles. boots.

Aluminized Scott Air

two-piece Paks entry with suits.

five-minute

Two fire Special Portable Heavy

fire

axe to provide

hook

aperture.

resuscitator. duty manual bolt cutter.

The the

members countdown

of the

PARS,

stationed are listed

in the below. exposed

M-113 The

armored personnel

personnel of this hazard: crew

carrier were

during kept at

a minimum

and launch, to reduce the Vehicle Medical Capsule

numbers

to a potential

commander. doctor. technician. (one M-113 driver). operator.

Two firemen Mobile tower

(cherry

picker)

In accordance PARS was

with assigned

the the

egress following

procedures functions: astronaut in an erect

developed

by the

egress

committee,

the

Perform booster

emergency was still

egress position

from on the in the the

the

capsule pad.

while

the

launch event

Perform abort launch

emergency or some complex abort area.

recovery/rescue condition wherein

of an off-the-pad landed within the

capsule

Assist, covery

as requested and/or rescue

by the outside

launch the

site launch

recovery complex

commander, area.

in re-

7.3.3.3 The shown launch and the location

,Emergency of the

Equipment emergency

Location egress equipment, the cab has is moving service been at approximately structure positioned has next the been T-55 minutes, back hatch; operator is to its

in Figure position; M-113

7-6. the

As illustrated, mobile tower carrier

moved

to the capsule tower

personnel

in to embark

mobile

7-40

0 O ,-..t

, _

0 t_

N
0

.N

7-41

before

proceeding required

to its for

launch rescue

position. and fire

The fighting

position for the

of all the periods

other from

emergency T-55 minutes to

equipment, liftoff,

is also

shown.

7.4

RANGE

SAFE TY

7.4.1 For

RANGE ballistic

SAFETY

OFFICER

(RSO)

OPERATIONS the was time the RSO had point a plotting the The " were Cape. the board vehicle data C-band The beat-

vehicles, the

such real

as MERCURY-REDSTONE, time impact point, which at the or the

display would sources radars beat nal terms beat gram strip

indicating impact

where

if thrust

termination IBM 7090 AFB, LOD,

occurred computer, GBI, measured These slant phase and

of presentation. Predictor, Mark

available at the Cape,

to the

"Impact AZUSA

Patrick by

II at the

system, received

developed

the phase or beat

difference differences with

of an airborne were their expressed center line of the presented equipment)

CW sigin or zero proon and

by two antennas.

of the difference line and chart approximately lateral

of the two 90 degrees of the the RSO.

ranges. flight

Systems line yield

to the vehicle. AMR

representations were

deviations for

These ELSSE one each

representations (electronic of the vehicle's

recorders

skyscreen telemetry

NASA Beat-Beat

MK II telemetry

tracked

transmitters.

To protect of AFMTC mand Two for Cape lance, terms (program for each C-band accordance

life

and

property each

from vehicle

an erratic launched

vehicle, from

the

Range to carry

Safety two

Division independent the

(RSD) com-

required capable command

CCMTA flight in the standing

systems ARW-19 range

of terminating receivers were

powered carried were Site,

and/or

destroying

vehicIe. boosters Control, surveilin altitude source between and GBI in at

MERCURY-REDSTONE by at Cape 3. For were Central the RSO's provided versus data

safety.

Command Destruct plotting range and plotting radars

transmitters

Command real-time of ground profile), position and

Transmitter board versus altitude board on the displays cross versus could Cape, range

and GBI station vehicle

of the

positions ground

range cross

(ground range

trace), (lateral during radars

range The

profile). flight

be switched, and safety C-band plan.

if necessary, AFB

S-band with the

at Patrick

prescribed

7.4.2

ABORT

CONSIDERATIONS period (destruct) between an abort was initiated requested between by range by STG. the safety This cutoff command and period

A three-second fuel dispersion that

command separation

three-second and exploding

assured 7-42

a sufficient

existed

spacecraft

booster. RSDaccepted a 105-degree launch azimuth andthe requirement for the

0

three-second be correspondingly allocation MERCURY ity analysis aborted visions 30

separation

time

with along

the the

understanding southern to the

that impact

the line.

destruct

corridor

would in the the a stabilwere proinitial

decreased command Center,

RSD concurred (to T+8 seconds), however, fly if the that capsule

of abort Control be made

responsibility and the astronaut.

blockhouse

RSD requested, booster would

to ascertain

how agreements of flight

long the

in flight. during the

Subsequent first period would

resulted wherein a booster

in the an abort cutoff were

incorporation command,

of special during the

seconds

of flight, This provision could

not cause that

command given impact for

except spacecraft area.

at the discretion reasons a

of RSD. good

assured

if an abort flight

booster

continue

in powered

to a safe

7.4.3 The basis

LAUNCH original

AZIMUTH

CONSIDERATIONS launch adequate coverage, selection azimuth distance of 105 degrees from downrange Cape was selected on the

MERCURY-REDSTONE overland optimum recovery launch different areas. area time, tracking This

of minimum

islands impact

(including

all dispersions), and winds 'rockets suitable in the with

nonhazardous was also based

locations, of prevailing escape

on analysis

and the

development of lateral

of a system displacement.

of interchangeable

directions

While

the

RSD concurred for a flatter

in a 105-degree trajectory

launch time

azimuth, over LOD, earlier

they land) STG,

had and

originally

stated

preference prior flatter flights flatter to the

(to reduce flight the launched tilt

a 100-degree RSD agreed

azimuth; to a

MERCURY-REDSTONE (which and MR-BD initiated were

MR-2, program

and the

trajectory MR-2

in flight). of 105 degrees

As a consequence, utilizing the

on an azimuth

trajectory.

In the azimuth phase, safety as the waiver cated muth curred

interval problem

between

the

MR-BD detail deviation on the

and

MR-3

launches, that, for

however, except MR-3 plot for for

RSD investigated the early violate launch the Inasmuch a RSD indithe azi-

the

in further right

and discovered trajectory radar

a three-sigma criteria, scheduled was

flight

would (X-Y

range

as imposed launch

present-position at hand right launch

plot). change,

of MR-3 to allow the

was

too close

an azimuth trajectory. agreed

requested

three-sigma if the

deviation agency

a willingness to 100 degrees on this

to grant for

the

waiver

to change

all subsequent change for the

MERCURY-REDSTONE MR-4 launch.

launches.

STG con-

azimuth

7-43

7.4.4 Having was flight ment

IMPLE established

ME NTATION the methods, Handbook a set for of procedures Pad and the the Area reissued was prepared. It was flight issued This document to the The docu-

entitled

Emergency recalled in sequential and identified

Rescue. for the

prior

of MR-3, defined,

and updated, steps, by title

of MR-4. with each the

action personnel

necessary responsible on the egress

to cope for booster,

a preconceived action. capsule, These In the AMR, proce-

emergency preparation and dures booster proved Complex were

of these

procedures, made translated substituting the

detailed

studies

56 GSE were subsequently and for

by the emergency into the the egress

committee. program mobile

MERCURY-ATLAS tower operation. for the

by changing tower which

procedures impractical

serial

MERCURY-ATLAS

7.5

SPECIAL

LAUNCH

FACILITIES

AND

DISPLAYS

7.5.1

SERVICE

STRUC TURE

7.5.1.1 Prior.to VLF and 56,

General its use shown in the MERCURY-REDSTONE 7-7, was used In order for the Program, launching the service structure on

in Figure launch

of REDSTONE, the were

JUPITER,

JUPITER-C a number in the

vehicles.

to accommodate to the structure

MERCURY-REDSTONE required which are

vehicle, explained

of major following

modifications paragraphs.

7.5.1.2 Level of the imately was three

White

Room service capsule. prior structure The was the was area utilized for checkout to the and and preparation booster preparation, the approxit

of the

MERCURY two weeks

capsule

mechanically this for period many

mated of checkout

to launch. the capsule on the that

During hatch first two

necessary capsule it was carried during the

to remove films discovered into the the

of the

checks.

In reviewing flights other about LOD was

onboard MR-2), ently capsule to explore the service

taken

successful amount checks, In February

unmanned of dust was and floating 1961, the

(1V[R-1A and debris, inside apparthe

a considerable during preflight

capsule

period

of weightlessness. of enclosing Design and air

requested three of

possibility

conditioning were

capsule

on level

structure. Panels Panels

requirements 55 mile removable per

as follows: winds.

withstand be readily

hour for

winds

exceeding

55 miles

per

hour.

7-44

Figure

7-7.

Service

Structure,

Pad

5,

VLF

56,

Cape

Canaveral 7-45

Special hospital-type floor coverings. Air conditioning system to provide a 20 percent safety factor for both temperature andhumidity control. A 20 by 50-inch camera platform with live load capacity of 350pounds. Sincethis project was carried out on a crash basis, it is obvious that no formal design procedures were possible. The enclosure was consequentlydesigned and constructed on a day-by-day basis on the site in order to meet the required date for 1V[R-3. The room proved effective and satisfactory in the flights of MR-3 and MR-4 and is shown in Figure 7-8. 7.5.1.3
A solid Escape fuel escape to separate The presence which had Rocket rocket the Flame and Deflector tower were the attached booster above fatal train to the capsule. This rocket was had a if in-

to be used occurred. hazardous advertent device) order tor

capsule of this would

from escape have

if a catastrophic the space vehicle on the

condition created structure and

rocket proved

condition ignition or exploding

to personnel interrupter in the that service

occurred. bridgewire

No explosive system hazard, shows was

(safing escape

arming In deflec-

incorporated

rocket. and blast

to eliminate

this Figure

potential 7-9

LOD requested of the

a flame structure.

be provided.

the design

7.5.1.4 Remote for the

Remote control purpose approval

Controls of the MERCURY-REDSTONE lengthy countdown 1960. service periods. In subsequent to utilize were structure The was initially and proposed opera-

of expediting was completed on the

installation discussions the remote

tional

in August pad,

concerning control the pro-

emergency vision exacting requirements purposes, Platform shown addition mote remote crash hicles 7-46 for

egress emergency demands

launch

it was

decided

purposes. of emergency special

System operation television control power

modifications within camera for use existing

required limits. for and remote in the was

to meet

design

Additional control crew for

involving a remote Three,

installations by the astronaut The

remote rescue

open-close and a backup

source near the the

were pad mobile

added. safety aerial

control blockhouse.

panel In The reof

in Figure a remote controlled controls basis MR-2 during and

7-10

was

mounted for

position tower

control service to support the MR-3 three

lowering proved

provided.

structure

very

effective procedures days interim

in operations. were

Adaptation on a

emergency months

egress and five

accomplished the launches

between basis.

of ve-

on a time-available,

noninterference

u_

r_ o

F,,I

0 0 0

_-,I

7-47

u_

>

_9

_9 _9

O 9

_D

_D (D

7-48

9
_D

I L--

i_i

!i

7-49

7.5.1.5 To provide to the tions located located positioned moval. to show mounted of these house. was four also

Television visual monitoring Control and white for Center, around remote television the launch three three, control by the blockhouse were mounted and for information locawere camera

MERCURY on the inside on the

cameras pad area.

in several cameras The

structure the

Two of these capsule operations. so that after on the

room side

on level of level

to show was

northwest at the

mounted vehicle level

it could

be remotely restructure camera, pad. the All

to look A third service

MERCURY-REDSTONE was mounted at ground relative presented

service east side

structure of the A fourth launch within

camera structure

movement

to the

launch

vehicle. view of the from

on top of the blockhouse, cameras A fifth could camera, after located available of the be controlled positioned structure

an over-all

and positioned to show the

remotely recorders

block-

DOVAP and The was video

in the for of these

blockhouse, the number was

activated camera made

service

removal,

substituted output

on top of the to the

blockhouse. television MR-4 flights

cameras

commercial and

networks at the

for use

in their

nationwide

coverage

manned

MR-3

discretion

of the NASA Controller.

7.5.1.6

Auxiliary Platform

It was originally intended that the capsule contractor would provide such necessary scaffolding and access media on levels three and four of the service structure as required. In a meeting on 6 October 1960, of the launch operations committee, STG ad-

vised that provisions for access to various levels of the capsule were too restricted and proposed an auxiliary level at the base of the escape tower. revealed during the first mating of MR-1. This problem was made was and

An analysis of the problem

an auxiliary platform was proposed which would accommodate 300 pounds of equipment.

six personnel and

The platform would also provide associated electrical interInstallationof the platform was This platform is shown

locks, railings, access ladders, and other equipment. satisfactorilycompleted by 8 December in the upper section of Figure 7-11.

on a priority basis.

7.5.1.7 Platform

Platform three was During were

Reinforcement designed the first for load mating the limits of 10 personnel at CCMTA, was 4000 being pounds (2000 pounds) it was deflected. with greater observed and 500 pounds that these re-

of equipment. load vealed limits that

of MR-1 platform

exceeded loads

and that were

Investigation loads to be

platform

approximately

7-50

>

>

0 @

7-51

expected accelerated MR-2 February and

during pace, MR-BD 1961.

the

manned and

flights.

Design

of the

reinforcement was scheduled

proceeded between was

at an flights in of

installation

on the structure basis. The

on a noninterference

installation

completed

7.5.1.8 A number basis, are

Miscellaneous of additional as follows: A special provide

Modification modifications

Requirements of lesser magnitude, fulfilled on a priority

shelter protection

was

provided capsule

on the from

fourth the

service elements

structure and improve

level

to

of the This

work-

ing conditions. available A special protected A cable connect Additional level shelter. enclosed storage boom capsule lights

entailed

rehabilitation

and modification

of an

cable of the provided

storage capsule on the off the

platform cables. structure ground in the

was

provided

for

safe

and

was

to keep and free

cables,

used

to damage.

trailers, were adequate

from

potential

provided

shelter for work

house

and on the

structure

to provide

illumination

and for

photographic

coverage. Special handling equipment for the capsule tester was designed and

manufactured. Cable between trays and cable three hanging and four. equipment were designed and installed

levels

7.5.2 The

GROUND mission of the panels

ABORT

COMMAND

SYSTEM vehicle the from vehicle abort the was system unmanned systems. such that the circuitry checkout, Abort Director seconds and re-

MERCURY-REDSTONE in the GSE, used approach part until of the liftoff had seconds during was this turned for

monitoring quired generally, initiate launch. could only abort

and booster missiles. The Launch until which abort subsequent Control

a somewhat was abort Since

different

capability, could after

an integral by hardwire the blockhouse to eight

and by radio windows liftoff, the During to the

command from ground the

eight booster

adequate after

performance emanated of the flight,

be observed from

command part Center.

the blockhouse authority

period. over

command

MERCURY

7-52

Redundancyfor the abort system required that each hardwire abort line, from the GSE to the vehicle, have the capability to command an abort should the need arise. The MERCURY-REDSTONEvehicle also incorporated a means by which the destruct system could be checkedwithout simulating vehicle lfftoff. This was accomplished by adding circuitry and componentsto the GSEto provide a liftoff signal to the command receivers only. Abort batteries were incorporated into the ground support equipment to maintain an abort capability by the Launch Director in the event of a launch complex power failure. This was accomplished with relays which would normally be energized but which would de-energize with the loss of power and place the capabilities of receiving abort indications, sounding a buzzer, and retaining the indications when received. This provided a reliable and effective means to monitor, detect, and correct malfunctions and/or improper operation of the abort system. After liftoff, telemetry data, optional from two ground stations, was transmitted (one via hardwire) to the brush recorder, which was maintained in the firing room to monitor the control and abort systems, tilt program, and premature cutoff. This informa -_ tion was provided to the RF abort panel operator so that RF abort capability would be monitored after lift*off. Shutdownof the engine in normal flight was accomplished by aziintegrator cutoff which differed from most other launch vehicles. An integrator clock panel was used in the GSEto check the integrator time. Engine combustion pressure switches were incorporated as a part of the automatic abort system to sense a loss of combustion pressure. Two methodswere designed into the GSEto check the
0

reliability bustion were

and chamber

operation was to check used the

of the

switches. the

First, pneumatic

a pressure operation,

simulator and

near

the relays

com-

to check circuit

secondly,

utilized

electrically.

A followup remained of the These plugs the GSE, were of the capsule

ground the same it was replaced launch umbilical release. properly However, to correct

cable

was

added

to insure potential the

that of the

the

ground

potential the

of the initial were

vehicle

as the discovered with vehicles

ground that Agastat were

GSE.

During being rule, In the release concern on at least proved

investigation not reliable.

Tempo

relay

timers

used the

timers. ejected

As a general pneumatically. with an electrical some and was

masts

and umbilical vehicle,

case

of this

plug was The electrical

equipped release

backed because one

up by a meof its failure during no action

chanical to function a launch. was taken

caused tests release

during since the

several the

preflight

occasion

mechanical in the electrical

to be reliable,

fault

release. 7-53

7.5.3

BLOCKHOUSE

ELECTRICAL

GROUND

SUPPORT

EQUIPMENT

7.5.3.1 The

General specialized installed equipment, in the required for the launching Launch of ME RCURY-REDSTONE Facility (VLF) 56.

following was

vehicles,

blockhouse

on Vertical

7.5.3.2 The vious controls inverter

Inverter panel,

Panel shown in Figure frequency vehicle 7-12, was a standard inverter panel used and for pre-

vehicles. for the

It presented ground and

deviations 115-volt,

and voltage

indications

contained

400-cycle

inverters.

7.5.3.3 The tor ment

Environmental control vehicle

Control panel,

Panel shown in Figure 7-13, was system. control used to control In addition, located on this and monithe panel. instru-

environmental the launch

instrument could

compartment

cooling

compartment

be pressurized

by a manual

7.5.3.4 The board systems. the

Measuring panel,

Panel shown in Figure of the was 7-13, provided control DOVAP, with of all RF AZUSA, these equipment on-

measuring the vehicle

which

consisted switch

telemeter,

and television to prevent

An RF silence from

installed periods

in series

controls

equipment

radiating

during

of RF silence.

In addition, either the

the ground

panel

had

a 5-volt power

measuring supply, the destruct line blocking to turn used the heater

supply command package,

indicator receivers,

with

a switch and switches

to monitor function to abort

or vehicle for

control

indicators, simulate blocking switch block signal

a control DCR switch, liftoff,

arming

miscellaneous control thrust voltage sensing to power from

thrust

sensing abort used were

control, The

sensor line

and booster control switches during

switch. heaters the

heater The an abort

was booster from

a manual abort

on prior capsule

transfer.

to prevent checkout.

receiving

the booster

booster

7.5.3.5 In addition included heater

Auxiliary to a test the control.

Propulsion power switch, test, test power

Panel the auxiliary propulsion panel, pressure for the shown test, components in Figure and the test ac and 7-14,

components The

instrument switch

compartment provided power

7-54

f,.,i

i
_L

I t',,,,.

7-55

o o

! I N?
_,,4

!! .
g

o o (.) _

_,,,i

w_
"t

o % >

d
I

g
._J .L.."

7-56

t,_

.o
o

ml

4
I

.g

7-57

instrument when nents valves was valve this

compartment selector

test

portions was

of the

panel.

This in the

switch

was

de-energized The all the test compomain switch LOX from

the function test switches

switch

positioned control for

launch

position. operating pressure

provided

manual

individually compartment

in the provided and panel. the

propulsion to manually hydrogen

system. pressure peroxide

The test

instrument the

compartment. heaters

The were

ll5-volt, also

60-cycle controlled

(H202)equipment

7.5.3.6 The vious

Propulsion panel,

Panel shown in Figure 7-14, was the standard model selector high pressure and panel as used switch, system controls. also in precutoff inIn

propulsion REDSTONE and and to the bus

missile reset and

launchings control, the and

and contained firing command system sequence

a function button,

command dications addition the abort

cutoff controls,

LOX replenish automatic

indications chains, the

ready-to-fire hot indication.

presented

7.5.3.7 The over-all set

Over-all test up at

Test panel, the

Panel shown tail in Figure booster it was all the 7-15, and made was previously after used each item vehicle as a portable test. For The the panel

console

of the

removed a permanent of the ignition,

MERCURY-REDSTONE contained test, control switches tank

Program, for

of GSE. during

simulations boom 2. drop,

an over-all liftoff, and

including:

pressurization, switches 1 and

mainstage,

combustion

pressure

7.5.3.8 The auxiliary

Auxiliary network

Network panel,

Panel shown in Figure The panel 7-16, contained The monitored the and power recorder controlled transfer control, with was lights test specific switch cutoff

MERCURY-REDSTONE and the indication switch meters potential emergency light to monitor to monitor faults with the the missile

functions. power-Off buzzer batteries

button. and arming the

sequence

a cutoff abort D104 ground

switch, abort

a voltmeter battery and switch

a selector On), for in this voltsignifying panel.

(when ground

and D105 and

busses,

indicator also

in the

vehicle

inverters

were

contained

7.5.3.9 The

Generator panel, It provided

Panel shown in Figure 7-16, for was the standard and vehicle type used on all until previous

generator

missiles. 7-58

a constant

28 volts

ground

power

the vehicle

i_!

l9

4
i i

!1

I
1

@ o 0

Iil
mU

0p.I

b "-"

7-59

oi_0
I <

tjJ',
0 ,.,) 0 l:q

q)

f.-i 0 D

,,,.,.-#

<

I.-i 0

El

J_ill

<i'_ i,:

7-60

was and tor

switched associated rack in the ground

to internal ground blockhouse support

power. equipment. and

Generators Generator utility room. connected as ground

1 and

2 provided

voltages to the

for

the

vehicle monimiscela

3 provided Generator with and the

28 volts 4 provided vehicle. power

capsule for

28 volts The panel

laneous voltage

not directly as well

contained

supervision

indicator

vehicle

indicators.

7.5.3.10 The autopilot

Autopilot rack, and for

Rack shown the in Figure 7-17, timer was panel. the and the composed In addition control program of the control panel, the the autopilot vane controls control,

(LEV-3) positions for and the

panel, utilized control

integrator attitude

to monitoring panel provided the

vehicle

control,

computer, for the gyro

flight output.

sequencer,

device,

LEV-3

monitors

Associated control only until

with computer liftoff.

the

autopilot

rack

was

a brush

recorder IV.

that These

monitored signals were

the

input monitored

of the

and the

position

of vanes

II and

7.5.3.11 The sisting and down test black vehicle tial for the test

Test

Conductor's console, status

Console shown and abort The test in Figure panel, master conductor. with operations, the Abort status 7-18, countdown clock panel was made clock up of three master control vehicle gave the The essenbuzzer. panels panel, countthe con-

conductor's of the vehicle

communications control the the by the ability

panel. launch

provided

launch panel

and

The

communications stations

conductor phone), status conduct thus

to communicate of range left gives

all blockhouse and of critical are action a range

(except

supervisor at the

countdown

speaker.

panel

functions given

determined and

of the received

countdown. are

indications positive

by lights

Indications

retained

until

is taken.

7.5.4 In addition special were

COMMUNICATIONS to the usual communications links peculiar used to the in all missile launches, the following flights,

communications utilized: Voice a. b. c.

MERCURY-REDSTONE

manned

Communications UHF VHF MOPIS radio radio link. link.

with

the Capsule

(Missile

Operational

Interphone

System)

(prior

to liftoff). 7-61

]r_
v-, _, -b2

rc 7-.!7

+\utonilot

Ru.cl,:.

>lo+:,::

,_u;_,c 5{3

Figure

7-18.

Test

Conductor's

Console,

Blockhouse

56 7-63

High frequency radio network for recovery and rescue operations operating on 30.3 mc. Figures 7-19 and 7-20 show graphically the many participating individuals and agencies who had either a monitor or transmit-receive capability on one or more of these special communication links in support of launch operations. A short time preceding the launch of MR-3, a NASApolicy was established which permitted on-the-spot transmission of launch operations to the public. This required a crash program to provide this coverage and to organize operations so as not to interfere with the preflight procedures. To minimize interference with critical operations, it was decided tO exclude live television from the blockhouse and MERCURYControl Center. In order to maintain security, the networks were required to provide one camera crew from a television pool, and a single mobile unit which was present until final service structure removal. One television camera was installed on level three and wired through Blockhouse 56 for use by the news media. Four television pictures were provided by the launch operations directorate from their closed-loop system used in support of operations. These five television channelswere controlled by an LOD operator in Blockhouse 56. Television coverage thus provided was transmitted to Blockhouse 26 through cables provided by the news media. The command station at Blockhouse 26 was mannedand monitored by commercial networks personnel. The mobile unit had the capability of direct broadcasting. A 208-volt power source was made available to the mobile unit from the Cape operational critical power. This mobile unit was located between Complexes 56 and 26 during the periods when access was permitted to the complex. This arrangement proved satisfactory and was repeated to a somewhat lesser degree during the launch of MR-4. An informational telephone network was set up for each operation. A three-point operational telephone link was provided betweenthe blockhouse, MSFC, and the Advisor to the Office of Launch Vehicle Programs at NASAHeadquarters. An additional commentator link from the information center in Hangar R relayed information to Washington, MSFC, and local points, such as the press site. In addition, a commentator link was provided from the observation room of the MERCURY Control Center to the Office of SpaceFlight Programs at NASA Headquarters, Washington, D.C.

7-64

J,

-1

I L_

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7-65

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7-66

7.5.5

INSTRUMENTATION

7.5.5.1 Instrumentation four

Monitoring used

Instrumentation at AMR for monitoring of metric the launch of rockets instrumentation, equipment, category " data plant was divided engineering safety which equipcould into

categories. and For the

These documentary

consisted

tracking telemetry

sequential ment. be called tion the fell vehicle

photography,

and flight was added

MERCURY-REDSTONE and one recovery

flights

another

"communications into more guidance effects. than

instrumentation. Metric tracking power was required for

Much was

of this required

instrumentato evaluate and record aeroof func-

category.

and control Photographic

performance, coverage the primary

performance, a visual data inputs pressure,

dynamic flight tions. platform events ples

to obtain obtaining

events.

Telemetry strain gas

was

means guidance

of onboard and outputs, and single

Vibrations, positions, such of the

measurements, turbine speed,

computer chamber and

combustion ignition,

as separations, type data the obtained vehicle

retrorocket from during

parachute safety velocity,

deployment, instrumentation position, control for

are was

samused im-

telemetry. flight. were

Flight Vehicle

by RSO to monitor pact point,

real-time the RSO.

and television

monitors

displayed

in central

7.5.5.2 Metric tion

Metric

Instrumentation was broken down into two categories: electronic instrumenta-

instrumentation and optical

instrumentation. Metric a. electronic radars (GBI), in the Cay, instrumentation at Cape Carter consisted Patrick San Salvador The of the following: Grand the stations, Carter Cay Bahama C-band except tracked radars In video the separa-

C-band Island beacons Carter

Canaveral, and

AFB, tracked ground

Cay,

MERCURY tracked track

capsules. to loss

beacon beacon

of signal. Uprange the and

on passive were addition cameras tion radar

and skin sources

track. for

and GBI predictor.

available

as tracking vehicle

impact

to furnishing were operated between for T+10

position phasing and

its derivatives, to record The from

on the the capsule

scopes the

distance accuracies

booster. varied impact.

C-band 0.6 to

MERCURY-REDSTONE seconds located and the to almost at Cape S-band

91 meters b. S-band Salvador

from

Mod II radars (AMR sites)

Canaveral, VERLORT

GBI, (very

and long

San range

7-67

tracking) of the

radar MERCURY for

at Bermuda capsules. C-band data

(NASA The radar,

site)

tracked

the S-band radars were

beacons operated only if

AMR S-band with the data The

as backup the data S-band c. DOVAP Hangar C-band obtained data

the

to be reduced quality

radar

were

not sufficient.

of C-band was such that

in the reduction

MERCURY-REDSTONE was not required. and position) B, Program and Site

program

(Doppler D, Lateral

velocity Site Airport, transponders on the for the data per

stations C,

at Blockhouse Island tracked

56, Airport,

Merritt

Titusville-Cocoa booster mitter DOVAP site 1.3.4 signal

Playalinda on a frequency interrogated stations. ranged and from

Beach,

the Transprovided of per

of 73. 738 mc. the beacon The from 0.05 was and

Cape

a reference velocity second

receiver obtained, second flight. because

accuracies 0.1 meters

and position to 1.7 meters for MR-1A

meter removed DOVAP

to 23 meters from the

respectively, MR-1 and mand quent d. AZUSA and

powered flights,

DOVAP the

combined

transponder com-

a capsule receiver. vehicles. Mark

telemetry The

transmitter telemetry

blocked frequency was

out the changed

onboard

on subse-

I and

AZUSA

Mark

II were Mark Mark booster ms. flight

both I was

utilized used for

in the for the was MR-l, MR-BD, interrogated used and of flight to 5.8 for

MERCURY-REDSTONE MR-IA, MIR-3, on 5000 the also input post and MR-2 and mc MI:t-4 and flights, flights. transmitted impact metric

Program. and The

II was

used

transponder AZUSA safety

on 5060 for

data

were

to the flight separation. for the

predictor data Position period. consisted frame from

presentation 20 seconds from 0.03

approximately varied

through meters Metric a. optic Fifteen were 2000 and using tion,

accuracies

same

instrumentation fixed ribbon

of the

following: as CZRWs and from focal liftoff length RF-5Vs, to lenses film

cameras, metric with data

kno_vn source

used feet. variable

as the These frame

primary cameras format,

7- to 20-inch with cameras cameras.

operated The

continuous were

running fixed

a synchronized that is, they

system. were

in orientaand vehicle

not tracking was determined

The

azimuth the

elevation

of the

vehicle

by referencing

7-68

light source, paint pattern and/or the base of the flame to fixed reference targets in the field of view of each camera. Position b. errors varied from 0.04 to 0.1 meter for MERCURY-REDSTONE. Cine-theodolites with 24-inch focal length lenses and 35mm film size, tracked the vehicles from four sites on the Cape, Cocoa Beach, and Patrick AFB. The cine-theodolites photographedthe vehicle, azimuth and elevation dials, timing pulses, andthe frame count on each picture. This furnished backup data from liftoff to 2000 feet for the fixed ribbon frame cameras andprimary data to approximately 150,000 feet altitude. Position accuracies varied from 1.2 to 2.9 meters. Three attitude cameras, using 35mm film and lenses of 40-, 48-, and 60-inch focal length, tracked the vehicles to loss of view. Attitude data (pitch, yaw, and roll) were reduced from 0 to 2000feet altitude. Yaw and pitch accuracies varied from 0.0 to 0.3 degrees. 7.5.5.3
Photographic camera rate, did tial Photographic coverage Coverage was divided into engineering cameras to other cameras sequential had data, range while provide cameras cameras, vicinity of the and timing documentary or a known frame

c.

coverage. used to correlate range

Engineering-sequential visual The observations metric and fixed

documentary engineering also

cameras sequen-

not have

timing.

naturally

and documentary coverage. per

coverage, Twenty second

engineering-sequential engineering-sequential operated of the in the launch umbilical

provided running launch from pad. flame periscope on was from Tracking ROTI's respec(north AFB.

documentary

20 to 400 frames These effects retraction. the Cape. cameras on the

(fps),

were details

recorded launcher Thirteen

specific to coverage tracking

phase, plug cameras

varying ejection, were one

from and

of capsule

engineering-sequential were running

in operation camera of view Optical used.

Twelve at 32 fps.

16mm These focal

cameras cameras length (Intercept Beach length

at 96 fps

and

35mm to loss

running each

provided cameras Ground and

general known Optical Beach

surveillance

camera. and

Long

as ROTI's Recorder) using

(Recording were 20 fps also and

Instrument) were tively of Cape Cocoa False operated and

IGOR's

at Melbourne focal

Vero

30 fps, Cape

500-inch

lenses. Point operated operated (north

IGOR's

were

operated Cocoa 360-inch 500-inch

at False Beach, focal lenses. and

Canaveral), Beach Cape and

Williams Patrick AFB Point

of Cocoa,

Patrick

at 30 fps with at 20 fps with

length

lenses,

and Williams

7-69

7.5.5.4 Two tion link. Cape

Telemetry telemetry links

Links were carried links were for on each redundancy. at Hangar and made MERCURY The capsule REDSTONE D, Blockhouse on one at MCC, ORV using D. with the same each TEL informahad II, one

transmitted These TEL III, three

on both links

boosters 56, Cape Range III data,

recorded

GBI,

on one of capsule made

or two aircraft, data were

(Ocean TEL

Vessel). and a

Real-time limited

displays number were

at Blockhouse

56 and Hangar

7.5.5.5 During tem firm space moved. was

System original

Displays planning the STG requested MERCURY and source trailer, was that flight a booster monitoring performance trailer. and because was and In the of the abort absence limited resysof

display

be provided on the in the interim, and the

in the location

information available In the

of telemetry, this such

flight

monitoring slippage used

requirement that the flight

subsequently trailer flights.

program TEL

monitoring

eliminated

III was

to monitor

MERCURY-REDSTONE

As a consequence, within 5 or

the

STG re-established of demand to the MSFC

the Operation

request and

that Flight

this

information at the of this were

be available MCC to

10 seconds

Director

be monitored operating as explained

by a knowledgable ground rules and

representative. programs for the

As a result manned

requirement, established

measuring

flights

in the The the abort RF

following: brush open-loop switches abort recorder flights under displays were the after eight utilized expanded left the recorder first eight to monitor to monitor were the the available abort manned system flights. a backup the MCC, as during The

to give from

command the to the in this first abort

seconds

by order of the special that Launch

and during a backup included signal Manual

seconds

by request An additional display an abort turn

Director was abort

switches. performance in the required

provision the

booster

latched was

bus

in the

On position was

event

signal

generated. The from input two

operation

to either was

it off or verify. selected blockhouse receivers provided booster

to the booster sources etry latter the the for

performance complete and

display

alternatively (1)

coverage (2) the TEL

and reliability: II station telephone display

telemfor the

receivers, part

telemetry line was

of the flight. booster

A direct performance

between console at if an

blockhouse

and the exchange flight.

MCC to assure difficulty

immediate occurred

and positive during

of information

unexpected 7-70

powered

The

blockhouse

booster on a brush

performance recorder and not which merely displayed: program.

display was abort

provided intended system

12 channels to reflect functions.

of

information booster following a. b. c. d. e. f. g. h. i. j. k. 1. m. n. o. Gyro Gyro Gyro

over-all The

performance, measurements pitch yaw roll position position. position. jet vane

were minus

Deflection Pressure Combustion Abort Attitude Angular Angular Combustion Control Abort Capsule Emergency bus

No.

2.

combustion pressure signal. error, velocity, velocity, pressure abort. abort.

chamber. cutoff switch No. 1.

abort, abort,

pitch. yaw. switch No. 2.

cutoff

voltage from

capsule. signal.

separation cutoff. booster at the transmitted

An additional nel recorder was

performance MC C for

display

was purposes. the

presented The

on an 8-chandisplayed infor-

information from

mation

by hardwire

TEL

II station There were

receivers, no telemHardwire apprecidata to

discriminators, etry receivers

and decommutators available over and these at the lengthy

to the MCC for cables The

MCC.

direct was felt

RF reception. to contribute vehicle

transmission ably the a. b. c. d. e. f. g. h. i. j. to noise MCC Abort Attitude Angular Control Abort Angular Combustion Combustion Tilting Input

unreliability. as follows:

display

of launch

is listed bus

signal. abort. abort, abort. pitch.

error, velocity, voltage from

capsule. abort, yaw. switch switch No. No. 2. 1.

velocity, pressure pressure

cutoff cutoff LEV-3.

program, to flight

sequence.

7-71

k. 1.

Gyro pitch position, minus program. Acceleration of missile, longitudinal.

m. Acceleration of missile, fine, longitudinal. To assure that the best information from qualified sources was available within the shortest possible time, the following ground rules were
established: a. The MCC console was monitored engineer. forwarded verification 15 seconds, performance Chief, booster with the information blockhouse upon was and to the on any of his by the MSFC Project Director

and an LOD measuring b. The Flight measuring Director engineer after within

observations c. The blockhouse Director

depending display Measuring of selecting data. solely

circumstances. monitored Tracking by the Office. receiving

booster and

Deputy d. The

Deputy

blockhouse to assure

had the the

capability best available

telemetry

stations e. The

MCC did not take performance

command data.

action

on the

basis

of MCC

booster

7.5.5.6 The

Communications

for

Recovery aboard the and beacon capsules aircraft and could of the have been used force. beacon as a backup A UHF were

communications signal (search on the transceivers transmitted Cape for the

transceivers ships, rescue for also the

homing SARAH carried voice were sule,

helicopters, and homing)

recovery

and

an HF SEASAVE re-entry; two UHF flights, were

capsules were from

homing carried.

purposes On the

after

and two HF messages cap-

unmanned

recorded

capsule. Center,

Communications GBI, and the

maintained force.

between

MERCURY

Control

recovery

7.5.5.7 One rate impact able support

Abort

Landing

Predictor was high the Abort wind Landing Predictor. Because capsule, winds was aloft of the the usual availto of four points, there slow

system and

of interest the method resulting was

of descent prediction at T-5, the 4,

drift

of a MERCURY Using

not considered the points,

adequate.

data,

and

2 hours, landing

LOD Burroughs assuming flight.

204 computer an abort A trace occurred of the Control

programmed

calculate to eight with been

capsule during

at intervals abort Center. landing Had point

seconds

a normal was could

booster given have

corresponding an abort,

times, personnel

to the obtained

MERCURY

an approximate

landing

by observing

7-72

the recorded mitted

abort

time

and the plotted Center

landing to determine more

point.

Information a Cape

thus abort

provided, would

perresult

the MERCURY area,

Control

whether favorable

in an unsafe

and hold the count pending

wind conditions,

if necessary.

7.6

METEOROLOGICAL

ASPECTS

7.6.1 Weather The

GENERAL input to the Missile MERCURY-REDSTONE Range, the MERCURY data. of the Program network, Forecasts United was and were States a divided the responsibility. recovery Project While of the a small need

Atlantic

MERCURY by the Bureau.

forces,

all supplied Weather

observational Support Group

supplied

MERCURY duplication for the

Weather there

of capability

existed

in this

arrangement, support

is no question MERCURY recovery

additional Group

worldwide provided, forecasts.

meteorological especially weather

that

Project about

Weather and

Support

information

areas,

extended-range

7.6.2

WEATHER

RESTRICTIONS

7.6.2.1 Weather be grouped

General restrictions into two that affected the MERCURY-REDSTONE Program may logically

categories mission mission

as follows: restrictions. restrictions.

Nominal Aborted

7.6.2.2 Performance craft three and

Performance restrictions booster

Restrictions are those which might mission. combination and (3) the affect the This performance group may launch of the spaceinto

combination

in a normal

be subdivided phase, (2) the re-

categories: capability the capsule.

(1) the booster-capsule of surviving a landing,

during capability

capsule's covering

of successfully

7.6.2.3 The

Arbitrary

Restrictions of this category were those which have no specific effect upon the

restrictions

successful occurred

completion during

of an operation, phase.

but became optical

of upmost observation

importance

ff a failure

the boost

Optimum

of the booster-capsule

7-73

combination tion of the

through escape

the systems

zones was

of maximum mandatory

dynamic for

pressure flight.

and

through

the

separa-

a manned

7.6.3 The mums

WEATHER

MINIMUMS booster launch occurring preparations present itself area. during was subject to easily weather satisfied minimums phase tanking. particularly weather are could mini-

MERCURY-REDSTONE in the Cape Canaveral

Required the launch

as follows: hamper

Precipitation certain launch

countdown oxygen

such a hazard

as liquid to missile

Lightning relating

storms to ordnance winds,

preparation,

devices. gusts, An 18-knot standard than used this for are a limiting (sustained) all factor after removal (gust) wind operations. 10 percent of

Ground the

especially

service

structure. was the

or 25-knot

limitation Winds of the Winds severe

MERCURY-REDSTONE experienced only about

of higher time. aloft,

velocity

were

at the

prevailing upon the

level

of the

jet

stream

placed The

the critical

most speed Dur30 per-

limitations of both

MERCURY-REDSTONE. and aloft speed, are as well sufficiently before of the the as

is a function ing the cent cooler

direction winds

vertical strong

shear. on about launch winds suffi-

months,

of the

time but

to require only about

flight

simulation

conducting time are

operations, ciently are over several aloft, week strong

10 to 15 percent launching. During jetstream

to prevent Once Canaveral days. with Such

warm

months becomes

upper

winds

not a factor. the Cape

a strong area,

maximum

established for winds up to a reliable

it is characteristic periods arising wind

that

it persists

successive alternating or more.

Critical

out of strong last

periods conditions

of no upper lend

problem,

themselves

to reasonably

prediction.

7.6.4 The tant tions

SURFACE MERCURY of which and the seas. at any pad, wind

WINDS was subject wind and to a variety its attendant size pad, limit or during of weather state its restrictions, sea. most Structural of surviving phase, might vicinity the range. imporlimitaa landing result of the The in

capsule is the

surface

of the capability the boost

capsule's Since point and

relatively an abort along sea the state off

small the

in rough a landing launch

planned minimums

trajectory must

or in the be satisfied

immediate all along

7-74

frequency of
is not high, patterns,

limiting but may

winds occur during

and

seas

in the

Cape

Canaveral variety during

area

or along

the

trajectory

in connection the year

with (most

a great frequently

of synoptic the cool

weather months).

at any

time

7.6.5 Successful sea may covery would state

CEILING recovery applicable

AND

VISIBILITY to even more weather limitations. for safe The recovery. and ceiling limit Since visibility and of wind recovery in the visibility rethat and

leads

to a safe search critical. operations

landing phase, The are

is critical the frequency relatively

involve area hamper

an aircraft are also

elements

of ceiling

of unfavorable low.

search

7.6.6 The than ness point. This present bility 7/10 could total half

OPTICAL amount the time,

COVERAGE of sky with coverage no great was

(C LOUDS} of the variability selected to track many Cape Canaveral in the as the a rising other mean limiting missile than from area exceeds 40 percent the year. but only more Cloudi-

throughout factor,

in excess Capability capability

of 30 percent of the

as a starting

cameras upon It has of less under

is virtually the less amount than

unpredictable. of cloudiness 20 percent capability cloud capaunder coverage,

is dependent time.

factors

at a given under opaque camera

been than

known 1/10

to range all

sky coverage sky. Only

the way sky,

to 80 percent or 10/10 opaque

conditions

of clear accurately.

capability

be predicted

The

MERCURY-REDSTONE Of nine weather scheduled conditions

Programenjoyed launches were In every that a factor case

more proceeded

than

a fair to within

share one

of good hour

weather

conditions. launch scrubbed coverage necessitated unaffected seasons within North thus, While months, surface another time,

of planned were optical weather those cooler skies across months; prediction. for the cooler and on

in four of weather that the

launches, limitation, cases,

two of which optimum in which season;

because was the

of weather. problem.

It is noteworthy or delay, occurred the

four

cancellation by weather tends to run

during colder

the warm

whereas, during the

occurred in cycles days,

during

months.

Weather alternating

of excessive consistent consistent lend

cloudiness with the

with

clear fronts

periods America. the

of several There

movement

of major the

is no such phenomena were

relationship

during more

warmer

winter-time delays jet

themselves during were

to a much the launches threat

reliable

weather strong wind

not necessary level winds

scheduled

stream

a definite barely

on two occasions, to acceptable limits

conditions

in recovery

areas

subsided

occasion.

7-75

7.6.7 Within

METEOROLOGICAL the limits

SUPPORT capability, meteorological support Prediction to the of moment-tosite during Aircraft the last recon-

of forecasting Program

MERCURY-REDSTONE moment few hours naissance cloudiness, over

left little to be desired. such as occurred and MR-4,

variability in sky condition, of the countdown of the near but serves area

at the launch is not feasible.

of both MR-3

vicinity is of inestimable little purpose

value in the case which have

of middle a tendency winds.

or high to form Clouds of

for low clouds,

the Cape

rather

than being carried no real obstacle Project MERCURY equipment of keeping

over by the prevailing performance Support Tampa,

the latter variety present tive to optical tracking. ing technique, proved

to system Weather at Miami, under

but are most radar

restric-

Group's

compositBeach, convective

involving WSR-57 useful means the range

and Daytona large-scale

to be a very beyond

surveillance

disturbances

of a single radar

at Cape

Canaveral.

7-76

SECTION FLIGHT TEST

8 PROGRAM

8.1

INTRODUCTION test program and booster manned consisted of six flights and prior in three launch phases. vehicle The first three The The last testing of the flights fourth two

The flight provided flight flights was

checkout a final the

data for both capsule development operational 8-1 test flights

designers. shots.

to the manned

were

providing of the

the suborbital flights.

MERCURY

capsule.

Table

is a summary

Table Summary of the

8-1 Flight Test Program

MERCURY-REDSTONE

Flight Number MR-1 MR-1A MR-2 MR-BD MR-3 MR-4

Launch Date 21 Nov 1960 19 Dec 1960

Booster Number MR-1 MR-3 MR-2 MR-5 MR-7 MR-8

Capsule Number

Payload
i llll

s/c - 2 s/c - 2 s/c - 5

Boilerplate S/C S/C - 7 - 11

Simulated Simulated Chimpanzee-

man man "Ham"

31 Jan 1961 24 March 5 May 21 July 1961 1961 1961

iAstronaut. A stronauY

Alan Virgil

Shepard Grissom

Parameters Flt path Velocity Maximum Range /_ at cutoff at cutoff, altitude (deg fr local fixed vert)

MR-1A 41' 7200 113.56 204.0 (lb/ft 2)

MR-2 40.4 8590 136.4: 363.0 576 82,680

MR-BD 41 7514 98.63 276. r 556 78,780 216.3 66,116

IMR-3 41 7388 101.24 263.1 586 78,860 214.8 66,098 0934 53

_IR-4 41 17580 102.76 262.5 605 79,220 217.4 65,976 0720 0

space (nautical miles)

(ft/sec)

miles)

(nautical

Maximum Thrust, Engine !Weight, Launch Launch

Dynamic Sea Specific liftoff Time time level

Pressure (lbs) Sea

Impulse, (lbs) (EST) delay,

level

(sec)

217.2

1115 veh caused, (min) 0

1154 74

1230 0

8-1

Table 8-1 Summary of the MERCURY-REDSTONEFlight Test Program (Cont'd) Parameter Pitch (%abort limit) Roll " Yaw " Pitch rate " Yaw rate " MR-BD 16 34 29 35 14
section pertains MERCURY was A total MR-3 17 12 13 22 14 MR-4 20 12 24 50 14

The

flight

program booster. during program were

described There same

in this were period. JOE

only to that flight a capsule of seven test

of the

MERCURYbeing and and one abort beach was flight

REDSTONE conducted checkout abort being attempts test

two other One

programs separation flights

this

of these

using made.

LITTLE In addition,

booster.

a MERCURY-ATLAS one MR-4 BIG JOE flight. and three

development

program

conducted occurring

simultaneously before the

with final

MERCURY-ATLAS

8.2

DEVE

LOPMENT

FLIGHTS

8.2.1 The flights and the first

GENERAL three MERCURY-REDSTONE the adaption with the of the flights, REDSTONE capsule. MR-l, to the -1A, and -2, were development mission Launch and capsule,

to prove interfaces

MERCURY were

suborbital made the from

MERCURY Florida.

All flights

Complex these sion half loop,

56 at Cape prepared launch flights is,

Canaveral, the launch will -1A, would failure

In addition for the in Section the abort

to testing manned

booster to follow.

flights of the of the that

personnel be found -BD), even

flights report. system

A discusfor

operations (MR-l,

7 of this sensing required of the abort

As noted, was flown This

and occur due

open was done

no abort

if conditions

an abort. system.

to preclude

a mission

to a malfunction

MERCURY-REDSTONE Launch automatic combination during 8-2 the Complex inflight for 56. abort the

Flight The

MR-1

was mission

launched was

on 21 November to obtain the an open

1960 loop

from

Pad

5 of of the

primary

evaluation vehicle Mach

sensing

system ballistic flight

and

to qualify which

spacecraft/launch included obtaining separation.

MERCURY portion

mission, and

6.0

powered

of the

successful

spacecraft

Prior to the launch on 21 November, a launch attempt was madeon 7 November 1960. This attempt was scrubbed at T-22 minutes when a low hydrogenperoxide pressure indication in the capsule was discovered. Previously, a 60-minute hold at T-120 minutes was made to correct difficulties with the spacecraft's hydrogen peroxide system. MR-1 was the combination of Booster MR-1 and Spacecraft 2. The firing command was given from the blockhouse at 0859 EST and normal ignition occurred. At first motion of the vehicle an engine shutdownsignal was given. Prior to complete shutdownthe thrust was sufficient for lVIR-1to rise 3.8 inches, then settle back on the pedestal. The engine shutdownsignal also caused the capsule escape tower to be jettisoned. Still surrounded by the smoke created by the jettison rockets the vehicle tilted slightly on its pedestal, but remained erect. The capsule's drogue chute deployed, then its main parachute, andfinally the auxiliary chute. Still attached to the capsule, which had remained on the booster, the chutes fell to the pad. (Figure 8-1.) After the first three seconds, the vehicle rested on the launch pedestal, fully fueled and armed. Liquid oxygenwas venting and the fin frames were deformed due to the force of impact. No power or command connectionswith ground suppgrt equipment remained after liftoff; therefore, no control could be exercised over the booster or the capsule. To prevent further damage, especially the possibility of accidental signaling of the destruct system, range safety left the command carrier on throughout that day andthe following night to insure saturation of the receivers thereby blocking them from detecting any spurious signals. The vehicle was allowed to remain on the pad to evaporate the liquid oxygen. The following morning the LOX tank was vented, as were the high-pressure nitrogen spheres in the engine pneumatic system. The fuel and the hydrogenperoxide tanks were then emptied. All circuits were deactivated, the service structure was moved into place, andlastly the destruct system arming device and primacord were removed. The investigation which followed found the cause of the engine shutdownto be due to a "sneak" circuit created when the two electrical connectors in Fin II disconnected in the reverse order. Normally the 60-pin control connector separates before the 4-pin power connector. However, during vehicle erection and alignment on the launch pedestal, a tactical REDSTONEcontrol cable was substituted for the specially 8-3

Figure 8-4

8-1.

MERCURY-REDSTONE

MR-1

During

Parachute

Deployment

shortened apparently

MERCURY not enough

cable. to fully

The

cable

clamping for the

block longer

was

then

adjusted, cable.

but

compensate

REDSTONE

Because milliseconds which

of the

improper

mechanical plug.

adjustments, This

the power part

plug

disconnected

29 current, through and

prior

to the control returned

permitted through

of a three-amp plug,

would

have normally cutoff" relay

to ground diode.

the power

to pass thrust

the "normal jettisoned

and its ground

The cutoff

terminated

the escape

tower.

The

spacecraft

did not separate in the upon was spacecraft its expiration, less than 0.25g.

from were was

the

launch

vehicle "Normal to signal was )

because cutoff'

the g-load started

sensing

requirements timer which,

not met. supposed

a 10-second if the spacecraft the settled separa-

separation designed However,

acceleration occurrence on the tion pad

(This

sequencing recontact. the g-switch,

to minimize MR-1 had the

of a spacecraft before the timer

launch-vehicle expired and

sensing

lg,

blocked

signal.

The

barostats the

properly drogue,

sensed main, and

that the altitude reserve because

was

less in the

than

10, 000 feet sequence. main

and therefore The parachute load

actuated reserve sensors.

parachutes no load was

proper

parachute

was

released

sensed

on the

To prevent inches Changes from

a second added also

occurrence to maintain in the

of this vehicle electrical and the

problem

a "ground

strap"

approximately all lifloffdisconneetions.

12

long was were

grounding network

throughout distributor to 129.5 of escape had been sequencer chamber a normal jettison

made

to prevent seconds was lost after and

a cutoff liftoff;

signal for

jettisoning the

the escape tower

rocket pad,

tower abort if the the

prior mode flight flight

by jettisoning hazardous measure to capsule seconds then and

on the have

a potentially safety cutoff

condition was

would

existed

manned. to generate was booster

This

accomplished If the capsule by the switch

by modifying pressure cutoff capsule was also circuit to start added in the was

an arm at 129.5 signal

signal. the

combustion armed, tower

normal cutoff

could

be received signal

the

sequence. propulsion

An arm panel.

cutoff

to capsule

to the

blockhouse

Examination ment. Since

of the the

booster

and was

capsule

indicated it was

both

could

be reused used

after

refurbish-

capsule

not damaged

subsequently

on MR-1A.

8-5

However, booster in reserve. display

M:R-I's MR-3

tail

assembly next flight.

sustained

minor then

damage returned

so it was to MSFC

decided where

to use it was and held

for the At the Space

M:R-1 was of the program, Center.

conclusion Orientation

M:R-1 remained 8-2 lists the

at MSFC sequence

is now on for the

at the

Table

of events

MR-I flight.

Table MR-I

8-2

Sequence of Events

Event First Power Cutoff Cutoff Control Liftoff Abort Escape Motion plug disconnect signal) signal)

Range

Time

(+ 0. 001 sec)

Comment Cutoff condition generated

0.600 0.025 0.609 0.617 0.635 0.639 0.648 0.752 0.775 due to +0.010

(system (measuring plug

disconnect signal)

(measuring bus energized jettison

tower

Telemetry interference jettison rocket exhaust Chamber pressure decays armed, deployed

0.775 - 1.1 1.3-1.4

to 0 and

Recovery system drogue chute

3, 775

8.2.2 Flight The one

FLIGHT MR-1A flight used was

MR-1A composed the MR-1 tower mission except jettison feet. simulated were on the of the M_R-3 launch set for vehicle MR-1. and resetting mated and the No. 2 spacecraft. was the same as,

achieved on flight on the

objectives for replaced rocket The

The

capsule

parts

minor

modifications, parachute launch run

such

a tri-nozzle backup

and the capsule

of the with the

deployment vehicle on

barostats 1960, Launch and

at 21,000 and the

was was

8 December ber 1960.

flight arranged

test

successfully countdown second

on 17 Decemon at

procedures 360 minutes

in a split day. pressure The

of 250 minutes part line was started

18 December 0222

following high

EST but a leakage valve delay in the of three

in the capsule's peroxide hours and system

nitrogen required

and a faulty causing a

solenoid launch 8-6

of the capsule

correction

15 minutes.

At 1115 EST on 19 December 1960, the spacevehicle was launched from

Complex abort 56 and successfully remained of the higher miles the than and than met its objectives the limits (Figure and the however, the 8-2}. abort During system the the measurements Malfunction between velocity normal,

Launch flight all as velocity than

functioned vehicle higher

expected. cutoff the 0.4

integrator, thus

caused capsule

to be 260 fps 128 g above

boosting

6 miles

predicted to 1.0

resulted 11.0

in a capsule g maximum. tail winds

re-entry The (upto

deceleration capsule 203 feet also per

approximately traveled second} 20 miles and range the

predicted predicted.

further "popgun and

downrange effect"

High also

at separation

were

contributing

factors

to the

increased

deceleration.

A thorough tion eight material the was the problem also identified electrical

laboratory

check

of the torque

integrator against of five the

was pivot

made

and

the

source

of the

malfuncby

as excessive wires.

of the and

accelerometer use of a softer three A backup

caused wire

Relocation silver,

of the wires on the MR-BD removed

(85 percent

15 percent by the flights,

copper) and

remaining flights. for

wires cutoff

solved timer

as demonstrated used during velocity these

MR-2 but

it was

M:R-3 and

MR-4

because

modified

integrator

operated

properly.

The well

abort below

system the The after

was

also limits, abort

flown and sensor

open the

loop

on MR-1A. was

All sensors

showed

levels as some from 7.6 the

abort pitch engine

system indicated

de-energized condition attributed

at engine of 5.4

cutoff,

designed. seconds LOX vent.

an abort was

degrees thrust

shutdown.

The

condition

to nose-up

High percent insure

LOX flow higher full

coupled than

with

low fuel

flow gave

an oxidizer

to fuel

mixture were

ratio sufficient

3.6 to

predicted; of engine

however, operation.

the residual

propellants

duration

Vehicle were seconds about imum 6.5

control measured. of flight. cps

was

proper first

throughout mode

powered

flight, of 3.5 cps

but

small

amplitude during the

vibrations first 10 from a max-

The The

frequencies frequencies

appeared randomly angle

second

mode

occurred The

and varied reached

near degrees.

liftoff

to about

9 cps

at cutoff.

of attack

of 6.0

8-7

U N I T E D

Figttre 8-8

8-2.

Liftoff

of MERCURY-REDSTONE

Mtt-IA

A vibration longitudinal adapter imately increase maximum

transducer direction

was and

located another

on the was

abort

rate

switch

mounting direction

bracket on the were

in a capsule approx-

mounted indicated flight; the

in a lateral by both ignition phase. decreased

mounting the same

ring.

The

vibrations powered as was

transducers was The reflected vibrations

throughout levels during

i. e., liftoff then

by a sharp attained a

in acceleration of 4.5 g's

liftoff the

(over-all) vibrations

to a negligible increased to another of the The again sensors

magnitude maximum but acceleraCutoff spectrum

at 10 seconds.

At 30 seconds, This latter

gradually exceeded the cps

at 70 to 80 seconds. showed tion and was predominant then

maximum in the and transient. range, the

range area. was

frequencies gradually a normal frequency

500 to 1200

vibratory negligible.

level

decreased showed

by 130 seconds Since the

separation mostly

measured levels were

vibration

in the

high

vibration

not considered

critical.

MR-1A pressure nozzle to T-120

encountered line in the and

a 13-minute 100-minute

hold hold

at T-200

minutes

to change

the

capsule

high

at T-60 length

minutes of this latter

to replace hold the

an attitude countdown

control was recycled

capsule.

Due to the

minutes.

8.2.3

FLIGHT

MtR-2 MR-2 space was launched at 1154 male support EST from Cape named the first Canaveral Ham. flight This to carry and was a to space as sucthe

On 31 January cessfully first primate travel and well the flight placed test

1961, into of the

a 37-pound life was

chimpanzee, system and but the traveled Despite Ham The

capsule's The and launch

into

space. high farther

successful, downrange, planned.

capsule, 42 miles re-entry

programmed higher forces his tasks into

114 miles 124 miles

291 miles than

downrange period

up to 15 g's throughout were re-

as a 6.5-minute flight and survived

of weightlessness, condition. after landing

performed and

in excellent three hours

capsule sea.

its passenger

covered

approximately

in the

Analysis full-open rate faster. capsule was

of the position also Both abort.

flight

revealed early

that

the

mixture of the

ratio LOX.

servo The

control propellant drove

valve

failed

in the

causing

depletion

consumption the turbopump

increased conditions

by hydrogen resulted

peroxide thrust,

pressure early

which shutdown,

in high

and

an inadvertent

8-9

The abort was dueto timing within the abort sensing system. The abort pressure switches were timed to be transferred from the abort modeto the normal shutdown mode at 137.5 seconds. This was 5 secondsbefore normal expected shutdown. However, the early depletion of LOX shuts downthe engineat 137 seconds, one-half second before the pressure switches were transferred. Thus, the decrease in chamber pressure was interpreted as a malfunction, and the abort sensing system signaled abort. To correct the problem on the remaining flights the abort chamber pressure sensors were switched to the normal shutdownmodeat 135 seconds, 2.5 secondsearlier than before. At shutdownthe vehicle had a velocity 659 fps above normal due to the higher thrust. To this was added492 fps gained from the firing of the abort rockets. During the abort the retro rockets were properly jettisoned, but these would have remained attached to the capsule during a normal flight and decreased its velocity by 460 fps. Thus, the capsule had a velocity 1611 fps higher than normal, resulting in the extensive departure from the planned trajectory. Analysis of the mixture ratio servo control valve showedthat movementfrom the 100 percent open position occurred three times and that the valve probably did not stabilize at a somewhatclosed position as a result of (1) a gas leak in the transducer sensing line, (2) icing in the transducer sensing line, and/or (3) shifting of the null setting. The higher than expectedhydrogen peroxide tank pressure was probably due to pressure regulator tolerance which was 5 percent in the 0 to 600 psig range (or 30 psi). Sincethis is normally acceptable no changeswere made in the regulator setting. All measured data from the abort system sensors, except for the chamber pressure which gave the actual abort, showedlevels below the abort limits. As expected, the pitch attitude abort limit of 5 degreeswas reachedapproximately 8 secondsafter engine cutoff. The spacevehicle was properly controlled throughout powered flight. The profile varied less than 3 degrees below the pitch program andwas 1 degree above the expected final angle of 40 degrees. Structural oscillations of the secondbending mode were still present in pitch and yaw during power flight. The maximum amplitude occurring from 100 to 135 seconds, was 0.35 degree per secondand represented a nose deflection of 0.02 inch. 8-10

The measured deflection of vane No. 1 was approximately 0.8 degree during the period of 125to 135 seconds. A narrow band analysis
ments probably ring was gave beyond and the resulting of aerodynamic a maximum the until setting was made of the indicated The lateral high and longitudinal levels, on the and vibration and, measurewere

spectra origin. level of the

frequency measurement due

therefore, mounting but the

lateral seconds The

capsule liftoff,

at T + 1.5 sensor. began level, level

to ignition decreased

level

vibrations buildup decreased cutoff and

to a negligible maximum between at a

magnitude 70 and

22 seconds

then

a gradual then until

to another

80 seconds, and

to a saturated remained The mounted at this longitudinal on the after of 4.7

to a negligible separation LEV-3 where platform a sharp phase.

magnitude it showed which increase At 1.5

125 seconds normal previously vibration a maximum insignificant reached negligible cutoff and

transient. been level

measurement switch bracket, and

on the

had in seconds

rate

indicated the then liftoff the

immediately value

ignition g's

during and

over-all value

occurred

level gradually The

decreased increased then

to an until became a normal it

at 5 seconds. saturated where

At 25 seconds, value at about

the

level

a maximum at 110 separation

70 seconds. until

vibration when

seconds

it remained

138 seconds

it showed

transient.

The fects system

vibration between

analysis the

described second used due

above

was

necessary mode and

to evaluate the and vehicle control thus

the system.

interaction The for

efcontrol the

vehicle's successfully However, frequency the second

bending on the to the

had been flights. bending made

REDSTONE increased

was

selected and heavier

MERCURY the four. stability recorded network and natural This

length

payload, of

of the bending

MERCURY-REDSTONE mode frequency Figure to this reduced mode. 8-3 critical shows

decreased with these was control the respect

by a factor to the as

frequency on a strip in the the

of the

control

system. The solution This second filter

vibrations addition gain

recorder. computer. of the

problem the

of a filter between 6

control

loop

10 cps,

frequency

bending

Flight vehicle tarpaulin MSFC structural found

MR-2 tank

was section

composed was the

of the distorted vent;

MR-2

launch

vehicle pressure vehicle

and

Capsule air

No. transport

5.

The

launch the to

by unequal the launch for

during was and

because returned

plugged where

breather partially including

immediately thoroughly Everything

it was adequacy, the

corrected X-ray vehicle

geometry

checked having launch

for been vehicle and 8-11

inspection was returned

of welds. to the

acceptable,

launch

Cape.

The

.._ 0

<
!

Z
0

.o

0 0

.o

0 <
0

b_

n_ 0 0

_4
! 0 0 0

_,,i

b_ Lo 4_ 0 I

t._ !

8-12

the

capsule

were

mated

on 19 January

1961,

and the again from

simulated used 0630

flight

test

was

conducted of the

on 27 January hunch uary hours personnel. 1961.

1961.

A divided The first

countdown was

was

to minimize to 1040

fatigue

part

conducted at 0130 time

EST on 30 Janday with a total the torsion inverter. of 3

The second

part was

started

EST the following to resetting

and 55 minutes control

hold and recycle

due mainly

spring The

on the tail holds were

plug cap of the launch

vehicle

and to cool

the capsule

as follows: minutes, 13 minutes - To catch up on vehicle work (8 minutes) and complete tuneup of range command system (5 minutes). - By the range to recheck nonessential S-band personnel radar. from pad. the

At T-260

At T-230 At T-170 At T-35

minutes, minutes, minutes,

17 minutes 6 minutes 66 minutes

- To remove

- To catch up on vehicle work tension spring on the launch control-plug cap.

and to reset vehicle tail

On the

afternoon

of the

MR-1

launch

attempt, launch

officials

of AMR suggested

that substitute flight. over right

trajectories The reasons land for impact

be looked for

into for the

of the second trajectory azimuth

MERCURY-REDSTONE was was too very necessary MERCURY steep close a flight to the

this were safety

that the REDSTONE

uprange limit line

and that the 105 degrees by the range. different vector that the

established lines were

The allowances of the

in the selecvehicle since characto to Not the

tion of the destruct vehicle teristics. one which 102 degrees. until the MR-2 had different It was was

in the case rates

velocity

turning

and different

aerodynamic trajectory

suggested during

MERCURY-REDSTONE flight was

be changed be changed

flatter

the propelled for MR-1A

and that the azimuth as the

The trajectory flight,

the same become

M:R-1 trajectory.

did the above

changes

active.

8.2.4 The first

THE three

MR-BOOSTER

DEVELOPMENT vehicles problems

FLIGHT were

(MR-BD) launched areas within in the a 10-week design. Several period. For each

MERCURY-REDSTONE they uncovered design several weaknesses tested

As expected, of the problems but

and weak had been

and not all,

a solution in flight.

developed.

of these

solutions,

had been

The

original with had

schedule some

called

for

the

fourth

flight

to be manned; all

however, would

a doubt work. A another 8-13

existed decision

of the

program at this

personnel point whether

whether to follow

the "fixes" the schedule

to be made

or to launch

test vehicle.

This decision was to be a joint decision based on the recommendations

from MSFC, STG, and NASAheadquarters. MSFCwas requested to make a technical recommendation regarding the booster's readiness to fly with a mannedpayload. Within MSFC, the design divisions were requested to appraise the vehicle. The appraisal was to consider vehicle reliability, trajectories. all areas of possible failure, and

An estimated trend of mission reliability was developedbased on all research and development, tactical REDSTONE, JUPITER-C, and previous MERCURY-REDSTONE launches. A secondestimate was madebased on the numerical range of probability to achieve the booster mission with the MERCURYconfigurationas composedof"known and flown" subsystems. The probability of booster success, thus estimated by both methodswas between 78 percent and 84 percent at a 75 percent confidence level (see paragraph 5.3.2). Each division prepared a failure appraisal covering past malfunctions, corrective actions taken, and the expected repeatability of probable malfm_ctions. Special emphasis was placed on the areas which were considered weak spots in the systems. Corrective actions, if any, to correct these weak spots were also recommended. In the areas of structures, propulsion, control, test, quality assurance, and launch operations, a list was prepared of those items which might contribute to future booster failures. This list, Table 8-3, included both componentsneedingattention and procedures andpractices requiring improvement. The Aeroballistics Division reviewed the trajectories with regard to the way in which the mission's performance could be reduced to a more conservative level and still meet the mission requirements specified by STGat the beginning of the program. A trajectory giving the required 5-minute weightlessness but with an 8 g re-entry deceleration was proposed. This trajectory included, for astronaut safety, a shallow powered phase which allowed water impact near the Cape in the event of an abort. This trajectory was rejected by STG and in the end the original trajectory with 5 minutes of weightlessness and 11 g re-entry forces was used for all remaining flights.

8-14

Table MERCURY-REDSTONE (Includes Appraisals from

8-3

Priority List of Weak Spots all Divisions and Project Offices) Priority Points Action Being Talcvn

a.

First (1) (2) (3) (4) (5) (6) (7)

Priority Thrust

List controller

(Components) 27. 7 20. 0 timer 16.7 15.0 regulator system (tank pressure) cleanliness 8.2 7.5 5.6 S S S S S * S

Vibrations Cutoff Abort arming Sensors peroxide peroxide leak

Hydrogen Hydrogen

LOX manhole

b.

Second (1) (2) (3) (4) (5)

Priority

List integrator

(Components)

( 5 points

or less) 3.0 * X X X X

Velocity Instrument Control Inverter Vane

compartment relay box

pressure

3.0 2.5 2.2

nulling

if failure

2.1

Co

Procedures (1) (2)

(no priority egress fatigue

order) (Cape) (Cape) S S S

*

Emergency Personnel

(3) Handling
(4) Cleaning

and packaging procedures

(5) Schedules interference (Cape) (6) TEL 3 - blockhouse communications

Action Code: S = under study

S (Cape) 1961 S

on 15 February

X -- no action * = corrected Priority points = number

taken

of listings/average

priority

8-15

After evaluatingthe appraisals

ment flight was and necessary. Mtt-BD The (booster reseheduled REDSTONE

in Table manned

8-3, flight

MSFC was was

decided necessary. prepared

that

one additional The manned next

developflight was

development)

for the

MERCURY-

launching.

Flight met its

M.R-BD objectives included

was

launched and the

at 1230 the

EST on 24 March changes made

1961. launch

The

booster

successfully systems. These

qualified following:

in the

vehicle

changes

A control from

computer

filter

network

was range

added

to reduce

the

attitude

gyro modes.

gains

40 to 160 in the stiffeners were

frequency added

of the two vehicle section

bending

Four

in the ballast

to provide

frequency

and

amplitude The cent thrust open

dampening. control to insure and servo a safe always valve liftoff. compensated closed position flight was the adjusted controller in peroxide from 0 to 25 per-

During for

performed tank

satisfactorily pressure. The from pressure monitor The were thrust hydrogen 590,

variations

peroxide

regulator

was

set

at 570 psig of the steam

outlet

pressure, turbopump. and

down The

to prevent monitor installed. computer from

over-pressurization was increased limit Pc was

to the

range

from established surge addition

600 to 700 psig at _ 50,

a blockhouse

A drift and

- 20 psi. in the and engine heat bay were

transducer by the

suppressor of shields

protected

LOX leaks

from

by the

installation Flight

of insulation. timing included caused (normal - Arm - Arm - Shift changes were made of the of the mode. cutoff cutoff signal (was from to prevent velocity the cutoff pressure changes abort arming switches were (was experienced signal from from

sequencer These which

on M_R-2. the abort a. b. c. signal

separation switchover shutdown) normal

chamber Timer

to depletion 129.5 seconds

as follows:

to capsule seconds). to depletion

136 seconds).

131 seconds 135 seconds seconds).

velocity Pc

137.5

switches

abort

mode

(was

137.5

d. e. The

145

seconds

- Timer cutoff sensor due

cutoff

(was

143 seconds). at 142.5 from Roll seconds. the abort rate was backup circuit to preclude in itangle

Normal roll rate

expected abort abort

remained was removed rates.

inadvertent self, and the

to high was used

roll only

not hazardous for the roll

sensor

as a redundant

8-16

sensor. The roll rate was higher than on

half of the 12 degree per second abort limit

earlier used

flights on the

but was first three

less

than

flights.

A special to evaluate consisted seconds prolonged gible loads

experiment the effect of a temporary flight time

was

also

conducted than normal

on MR-BD. angles

This of attack.

involved This for

a control control

maneuver

of higher tilt

maneuver at 78 Subsequent with the negli-

arrest This

at 20 degrees built up angle

from of attack

vertical to 2.30

8 seconds

(Q max).

degrees. profile

tilting

brought

the missile

back proved

to its programmed that the vehicle could

flight

deviations.

The experiment

withstand

additional

and its systems.

To instrument sensor, channels. channel

MR-BD's

special mounting controller sensors

experiment ring-lateral, error were signal

two jet vanes, vibration output was

position monitor added

indicators, were

and the capsule The thrust and the abort

c put on straight

a P

to the commutated

commutated.

During

flight,

low frequency and closely

lateral

vibrations the

were second

again bending

present mode speed, ring

in the instrument of the vehicle. which occurred monitor, range assumed The

compartment maximum approximately although

approximated during liftoff. still

vibration

occurred

the period

of transonic mounting to sense and,

70 seconds in range,

after was

The capsule insufficient not experienced, satisfactory.

vibrations frequency it was

increased Vane

the entire therefore,

of vibrations. that the filter

vibrations was

were

network

completely

The television flight.

camera

was

removed

from

MR-BD

to save

the hardware

for

the

MR-4

The capsule distribution, was

attached and

to MR-BD

was and

a boilerplate.

It had equivalent

weight,

mass There in-

aerodynamic interface,

bending capability separation

characteristics or separation, if it occurred

of the actual

capsule. was

no electrical to indicate

abort

but a breakwire (which it did not).

stalled

an inadvertent

During some

the countdown LOX overflow

additional was

telemetry during Also 6.2

checks topping.

were

made. This was

No holds caused

occurred, by sloshing

but due the

experienced

to 15 to 20 mph winds vehicle to Impact

at launch.

a 119 knot jetstream further downrange

at 41,000 than

feet

caused

approximately

miles

anticipated.

8-17

8.3

MANNED

FLIGHTS

8.3.1

FLIGHT

MR-3 at 0934 EST the into space 8-4). The flight United States' first astronaut, which were after Alan B. Shepard, 5 minutes and attempt no was was

On 4 May 1961 successfully of weightlessness malfunctions postponed due

launched

in a ballistic All mission occurred in the

trajectory objectives three days area.

included accomplished the initial

(Figure occurred. to severe

weather

recovery

MR-3

consisted was at 0300

of booster used, with

MR-7 the first

and

the

Freedom completed

7 capsule on 4 May,

(Figure and the

8-5). second

The

split

countdown resumed

part

portion

EST on 5 May.

The and

booster's capsule

propulsion separation high

system at 141.8 and 302

functioned seconds miles

normally. (Figure the mode 8-6). Atlantic feedback

Cutoff The

occurred booster Range control after

at 141.3 sent the

seconds on

capsule 8-7). This MR-2 telemetry and with decided

a flight There further test. data

115 miles was

down

Missile in the incorporated during

(Figure system. the

no evidence the

of second

bending of the

proved Although indicated Prior in the more

effectiveness Shepard

filter

network buffeting lower

flight

Astronaut that

reported levels were

powered of flights was

flight, MR-2

the vibration flight, unit. material

than

those material

M_R-BD. stringers to add booster

to the ballast

330 pounds These

of dampening the

added

along it was

14

decreased instrument

vibrations; compartment

however, of the

dampening

to the

next

flight

(MR-4).

Two vibration capsule longitudinal bracket, the adapter

transducers ring,

were measured

installed vibration

in the in the

aft

unit. plane

Measurement perpendicular on the The The

901,

on the

pitch 906,

to the support range of

axis measured

of the vehicle. vibration was

Measurement in the and longitudinal _+10 g's, data

mom_ted

LEV-3

direction. respectively.

calibration major results

measurements analysis The

_+30 g's of the

revealed

by a detailed

vibration

measured levels flights due

during

flight

were: excitation was

duration

of high vibration than in earlier in the

to aerodynamic similar

shorter

in MR-3

with

trajectories. were distinctly lower

The vibration than in earlier

levels flights.

instrument

compartment

8-18

Figure 8-4.

Liftoff of MERCURY-REDSTONE1VIR-3
8-19

,5

rj

0 !

0
r_

.4
I O0

8-20

There was a definite 33 cps oscillation

approximately The mode vehicle was 70 seconds. oscillating the flight. predominantly

in the

longitudinal

direction

at

in its

second-body

bending

throughout

The

launch 8-8). yaw,

vehicle

shut

down

properly then

and

capsule

separation control the could

occurred of one vehicle control loads

as expected axis at a time the both

(Figure (pitch, retro-fire during Sensors the with

Astronaut and roll,

Shepard in that Shepard

assumed and then

manual controlled that man

order),

throughout his vehicle

maneuver. five minutes

demonstrated and his the

of weightlessness to his body During relayed the flight

under heart

acceleration beat and

up to 11 g's. rate to doctors in

attached center. control

respiration radio

control the

astronaut

maintained

communications

center

at the

Cape.

After nautical covered

a flight miles

of

13 minutes

and

7 seconds, point. minutes

the The

capsule astronaut and

impacted and both the were

in the capsule aboard

sea

three reUSS Lake

from

the calculated within six

were the

by helicopter within eleven

of landing

Champlain

minutes.

Seven

holds

were T-265

called

during

the 10.50 the

countdown minutes normal

as

follows: the hold ) capsule capsule pad. the weather drifted the situation and check The the work. work. pad for RF checks. point was shortened

minutes, minutes, minutes minutes, minutes, minutes, minutes, inverter

to clear 60 minutes

(T-140 to 49.50 T-120 T-80 T-30 T-15 booster was T-15

at this

to catch 20 minutes 7 minutes 1 minute 34 minutes power

up on the

count.

to complete to complete

to clear

the

to evaluate supply which to replace for

out of tolerance. inverter. program check

hold

continued minutes, and

to 52 minutes 17.5 the minutes

a computer Center. the

between

Goddard T-2.66 was

MERCURY 1 minute times

Control to decrease until

minutes, several

fuel pressure

pressure. returned

The and

fuel

vent

cycled

regulated

stayed

normal.

8-21

Periscope

VisuM

Observ.

_ \

s "_4"44

_5' '

14

_ _" \

Manual

Control

_ / ,W' /

.t-'" "
3.0 ...... _ 6:20

_ -/

HEC.ok,
/------Re-entryAttituds ,_

Turnaround

--

/_.._3:10

/
Spacecraft Periscope Separation Deployment / Acceleration " Re-entry J 6:44

#
2:37

Maximum

And

Tower

Separation

0.05

lie-entry

7:48

=_

r.....

Drogue,

Scope

2:22 Pressure Cheeks, Maximum q 1:24 9:38

i (9:34 Liftoff AM, ES

_2:32 8_: ii171 _:20 0 :0 0 Time MIN:SEC Main Chute Deployment 15:22 Landing Deployment

Figure

8-6.

MERCURY-REDSTONE

MR-3

Flight

\
Cape Maximum Velocity 6,414 ft/sec Acceleration, g Units 12

10

Launch Vehicle Cutuff

Re-entry

Min,

22

See

pior, ?
W Bahama Islands _ 105" East of North 4 Main Parachute L _,'Idi ng Long. Point Lat. 2 _1 Retrofire

Computed i Actual

75 75

51 _ 53' 27

Z7

12' 13,7'

I
2 4 6 Tim Minutes

I
10

I
12

I
14

Figure

8-7.

MERCURY-RE MR-3 Ground Flight Profile

DSTONE Track and

Figure

8-8.

MERCURY-REDSTONE MR-3 Acceleration

Profile

8-22

8.3.2 Flight second July goals

F LIGHT MR-4 manned 1961 were (Figure met.

MR-4 carried ballistic Again Astronaut space Virgil mission. systems I. Grissom Liftoff performed was in Liberty at 0720 perfectly Bell EST and 7 on the on 21 all vehicle

successfully MERCURY 8-9).

all booster

As with

MR-3,

the

mission

objectives man with flight,

were a brief

to: but complete flight experience, re-entry, including and

Familiarize liftoff, landing.

powered

5 minutes

of weightlessness,

Evaluate Collect Safely Safely Provide

man's aeromedical recover recover training

ability

to perform data.

as a functional

unit during

space

flight.

the astronaut. the capsule. for ground support and recovery forces.

All objectives copter entered pickup capsule

but was

capsule

recovery

were

fully

met.

The weight

capsule caused

was

lost

when

helihad

unsuccessful the side

due to the egress hatch

increased prematuraly

by water

which

after

opened.

No complaints fectiveness

of vibration of additional

were

expressed

by Astronaut

Grissom, added

indicating to the ballast

the

efunit.

102 pounds

of dampening

compound

After minutes weather

the

MR-3 instead forecast could This

flight,

the

scheduled minutes.

60 minute This change

built-in was

hold made

was

advanced the

to T-180 latest a validity comscheduling. possible of

of T-120 prior

to provide having would

to LOX loading.

If a favorable LOX loading

forecast,

90 percent, menced.

not be determined, (by not

operations an alternate

not have

procedure

LOXing)

provided

by 24 hours

The

first

launch due

attempt

on 18 July

1961,

had

no

holds,

however,

the

flight

was

scrubbed

to unfavorable

photographic

weather

conditions.

The made was

second

attempt

was checkout

made

on 19 July.

At T-130

minutes, A 9-minute At T-10.6 flight.

a 30-minute hold at T-60

hold

was

to complete required

of capsule additional resulted

equipment. capsule work.

minutes hold

to complete cloud conditions

minutes

a 91-minute

for better

in a scrubbed

8-23

Figure 8-24

8-9.

Liftoff

of

MERCURY-REDSTONE

MR-4

The

third

and

successful

attempt

on 21 July hold was minutes, because

had

3 holds

of 80 minutes capsule permitted with

total personnel the

duration. to

At T-45 complete light crew

minutes, capsule

a 30-minute work. the

necessary

to permit hold

At T-30 searchlights

a 9-minute

searchreceiving made to

to secure in the

of interference minutes long

telemetry hold" was cameras.

equipment await more

blockhouse. optical

Finally, conditions

at T-15 for the

a 41-minute

favorable

focal-length

Figure from change the

8-10

indicates

the used

flight for

profile. MR-2, BD,

Note and after

that

the

launch

azimuth east

was

changed This MER-

102 degrees required

3 to 100 degrees the MR-3 could flight cause of the that both

of north. that

was

because three-sigma the

calculations guidance Islands. in Table

indicated

CURY-REDSTONE booster to endanger MR-3

deviations A comparison 8-4,

a malfunctioning flight flights parameters provided of similar

Bahama listed

M_R-4 and conditions.

spacecraft,

shows

The and

acceleration is very similar

time

history

occurring MR-3

during flight.

the

MR-4

flight

is shown

in Figure

8-11

to that

of the

The The

recovery spacecraft actuation the

force was

deployment lost during explosively

and the

spacecraft postlanding actuated

landing recovery side egress

point

are

shown

in Figure of pre-

8-12.

period hatch. and was

as a result The

mature from

of the

astronautegressed after being in

spacecraft for about

immediately 3 to 4 minutes.

after

hatch

actuation

retrieved

the water

MR-4

brought the program

to an end calcellation moved

the ballistic

series

of MERCURY planned flights

flights.

Program

success flights,

permitted and the

of two additionally forward to the orbital

MERCURY-REDSTONE with the ATLAS booster.

Table Comparison of Flight Parameters

8-4 for MR-3 and MR-4 Spacecraft

Para

me ter

M_R-3 Flight 263.1 miles lb/sq ft 101.2 586.0

MR-4 Flight 262.5 102.8 605.5

Range, Maximum Maximum

nautical altitude, exit

miles nautical

dynamic

pressure,

8-25

Table 8-4 Comparison of Flight Parameters for MR-3 and MR-4 Spacecraft (Cont.) MR-3 Flight 6.3 11.0 5:04 6,414 7,388
MR-4 F1 ight 6.3 11.1 5:00 6,618 7,580

Parameter Maximum exit longitudinal load factor, g units Maximum re-entry longitudinal load factor, g units Period of weightlessness, min:sec Earth-fixed velocity, at cutoff, ft/sec Space-fixed velocity, at cutoff, ft/sec

8.4 The

OPERATIONAL new safety in the and

CHANGES reliability

RESULTING requirements

FROM imposed These board

FLIGHT

TESTING payload caused mainly and been are of launch many

by a manned changes

changes checkout control. in Section paragraph

operational flight

launch safety

procedures. review

consisted

instructions, The 7. general The

actions, of these from the

instrumentation, factors flight have tests

operation

and

organization resulting

described described in

design

modifications

4.8.2.

During changed obtained. of special both

the

flight

program, knowledge demonstrated The added launch

the

above of the the failure strap

procedures

and

operations

were launch

modified was

or

as further MR-1 parts. the

MERCURY-REDSTONE need for compliance in changes of the

vehicle preparation vehicle plug

to careful to assure electrical

and grounding

use

resulted and

through

ground

adjustment

clamp.

MR-2's transport,

tank

distortion

was easily

due

to improper on the

securing next three

of the

tarpaulin

during

air

a matter

prevented

vehicles.

A countdown causing 60-minute, weather conditions loading

change and

was

made

between condition T-120

MR-3

and

MR-4

to prevent change

poor involved

weather moving

from the of weather LOX

a costly

hazardous from

to develop. minutes.

The

built-inhold conditions were would and good proceed.

to T-180

This before

permitted LOX loading. favorable,

a recheck If the then

a longer had

hold,

if necessary, chance

and

a 90 percent

of remaining

8-26

Max

AP

Approx

I02. M

Nautical

Miles

Time

Reference

MIN:SEC

34

Altitude

For

Jtetrofirmg

At

0446

Retrofire

Sequenc,

Is

Initiated

I_

10

_J

_/_

34

+ 3

Minute

Arte.-

Retrofire

,qUirts

Normal

Orbiting

Attitude

_ .o 34 , +

_.n 3

Retrofire See Intervals

._

Exereime

Of

Manual

Control

System

\ \

"_<._

--,

._0

Sec

After

Retropavkage

f/..S_

Attitude wise _aw

Programming Mlneuver A

o 'r'-0.05

o , Steady Roll Of %/.. , , 7

--'5 Sec Period Of Rate Damping s-=-0333 Spaceer;fft ._.eparation and 0323 Cutoff, Periscope Tower Extended Separation Period Total of Weightle0sness Flight Time A[_rox Approx 15 5 Minutes Minutes Open Parachutes Dr<g_ee_10820 Main Ixtend Perimcope kga n 0 05g 074_ _X . M:LX l_ad Tangenti:d FaeU)r 1 lg

Range,

Nautical

Mile=

Figure

8-10.

Flight

Profile

for

MR-4

Acceleration, g 12 Unit=

'i
6 3 i

Re-entry

LaunchVehicle Cutoff Min, 23 Sec Cape Canaveral i_*_e, , ";:',: A/C-4 A/C-5 Spacecraft Landing Point

oyment ,,,.. Retrofire I Main_a rachute Florida i .:' . DD-4 AIC =6

4 Time,

6 _ MlnuteJ Launch Azimuth

Figure

8-II.

Acceleration for MR-4

Time Flight

History

Figure

8-12.

Chart of Recovery Operations 8-27

Examinations improved the both

of the crew

launch safety

schedule and vehicle

and

vehicle

preparations, They serve

as described contributed to the

above, success space of

reliability. and should

MERCURY-REDSTONE

Program

as guidelines

for future

efforts.

8-28

SECTION CONTRIBUTIONS TO MANNED

9 LAUNCH VEHICLES

9.1 The

INTRODUCTION preceding sections of this report launch for have, vehicle, manned beginning in the course of describing many and which report, and items are our the which still major development represent appropriate purpose the lessons was to

of the major for

MERCURY-REDSTONE innovations systems. a mere from required

presented flight of the

the first at the

manned

As stated record

not to present be learned which this would purpose

of occurrences, complete

but to identify program of future The (both

highlight and

a review

of the to the

its failures launch that the are

successes) It is to

be of value that Section

development

manned

vehicles. MERCURYdiscussed

9 is addressed. to manned

contributions vehicle

REDSTONE four main

Program categories:

made

launch design,

development and operations.

under

man-rating,

testing,

9.2

MAN-RATING

9.2.1 In regard to the are gram This this 60

GENERAL to man-rating, of the with the booster, the third there are do have a few remarks which, impact while on any not specifically manned In the were first project. original related They pro-

design

an important

concerned schedule, was may

question, flight

'rvVhen is a vehicle of the series and those

man-rated?" following of the it should military rocket launch

to be manned. two flights. that over While

predicated, seem

however,

on successful introduction had flown

completion of man, in other

to be quite REDSTONE

an early missiles

be noted and aircraft vehicles space

unmanned prior

research had included

programs man with

to that flight

flight.

In addition,

experimental Since, in future

the first class,

of the prototype. impractical that the

of the prior to the as possought

SATURN introduction
w

it is quite

to consider first manned

launching flight groups

60 boosters take place

of man, development to this

it is vital program.

as early have and

sible the level; feasible made

in the answer

In general, of numerical lead The

many

of planners

question such criteria

in terms

values

of reliability for

confidence unalso vehicle

however, number such

inevitably flights. manned

to requirements

an economically project until the team launch

of unmanned However,

MERCURY-REDSTONE was not approved

analyses.

flight

9-1

had demonstrated, in actual flight, its capability to perform all required functions properly. This latter criteria resulted in the mannedflight being delayeduntil the fifth launch attempt, rather than the third, becauseof failures occurring in two earlier launches (MR-1 and MR-2). Delaying the introduction of man becauseof these failures did not result in a lengthy delay in the program and is probably justified on the basis of the qualitative increase in confidence achieved with the additional launches and the relatively small increment in time and cost incurred. In summary then, it would appear that it is qualitative, not quantitative confidence,that determines when a launch vehicle is ready for mannedflight. In support of this argument is the fact of the admittedly low quantitative confidence level which must have beenassociated with including a man on the first rocket aircraft flights. The MERCURY-REDSTONEwas able to satisfy this criteria within reasonable constraints of time and cost; however, the flight program history clearly indicates a need for comprehensive analysis of flight schedules, including the introduction of man, with failure contingencies taken into account. As launch vehicles approach andperhaps exceedthe cost of a SATURNV, it becomes imperative to determine well in advanceof the first flight, what action can be taken to reduce the requirement for additional launches, prior to mannedflight, in the event of a booster failure. Future programs will be efficient and timely only if we resolve a meansfor obtaining this intrinsic, qualitative confidence level without resorting to an additional unmannedlaunch eachtime a failure occurs. A thorough understanding of failure effects through ground testing and analytical studies is but one of' the means to achieve that goal. Other items include flight safety (abort) systems to accomodatefailures and detailed quality assurance programs such as were developedfor MERCURY-REDSTONE. When is a launch vehicle man-rated? Whenits developers have a high, but qualitative confidence that it will perform all of its functions properly and, in the improbable event of an inflight failure, safety of the crew will be assured with an abort sensing and implementation system. Ultimately, this confidencewill be achieved, as with rocket aircraft presently, prior to the first full scale launch attempt. The MERCURY-REDSTONE was the first man-rated rocket launch vehicle. There existed the unique opportunity and responsibility to investigate and provide both vehicle reliability andcrew safety. Although crew safety is highly dependenton vehicle reliability, the term, crew safety, is used here to distinguish those elements of the vehicle design and operations that enhancedthe astronaut's probability of a successful 9-2

recovery in the event of a failure. MERCURY-REDSTONE'scontribution to these aspects of man-rating are described in the following paragraphs. 9.2.2 CREW SAFETY

The greatest single item addedto the MERCURY-REDSTONE, which improved crew safety, was the automatic inflight abort sensing system. Automatic abort systems have also been used on the MERCURY-ATLAS. A combination of automatic and manual systems is planned for the SATURN. In determining which parameters the abort sensing system should monitor in order to identify vehicle failures as rapidly and safely as possible, the MERCURY-REDSTONE designers faced perplexing alternatives. As the number of parameters increased, the probability of correctly identifying the cause of a failure also increased, and, in addition, the time betweenthe first failure indication and vehicle destruction would increase, permitting more time for safe astronaut ejection. However, as a consequence of monitoring more parameters, the sensing system complexity also increases, thereby increasing the probability of its failure which could lead either to a falsely aborted mission or an astronaut fatality. The design team elected to monitor as few parameters as possible to reduce the probability of a false abort and develop a simple system of high reliability. The reduced time betweenthe first failure indication and vehicle destruction was accomodatedby an automatic abort implementation system. Since all vehicle component or subsystem failures which may affect the mission completion or astronaut safety eventually lead to measurable changes in vehicle performance, those performance parameters were selected which would give the earliest indication of a failure, coupled with engine chamber pressure and electric power as two subsystems whose performance affected or was affected by a majority of the other vehicle subsystems. The selection of abort sensing parameters and the establishment of their limits remains as oneof the major problems confronting the designers of mannedlaunchvehicles. The criteria developedby the MERCURY-REDSTONEteam and the specific parameters they selected have turned out to be of major value andguidance to other launchvehicle programs such as ATLAS and SATURN. The inter-relationship of the abort parameters monitored and the mode of abort (manual or automatic) was also recognized at this early date, increasing the validity of the design which was eventually employed on the MERCURY-REDSTONElaunch vehicle. 9-3

Since the abort system was totally new at the time of the MERCURY-REDSTONE design, many guidelines were established. The abort system had to be tailored to the vehicle, utilize existing hardware, if possible, and sense only those parameters that were easily and reliably measured commensurate with the probable failure modes. Reliability of the system was stressed in hardware selection, test, and modesof opertion. Additional details of the first abort system are given in Section 5. It is important to note that an automatic system was chosen becauseit was felt the astronaut could not respond quickly enoughto the emergency conditions possible with the REDSTONEbooster. Only the GEMINI manual abort system deviates from this basic criterion due to the
of explosion. GEMINI's propellant combination which has a low probability

The abort

automatic sensing for vehicle

inflight parameters crew

abort

sensing and sensors.

system

also

established basic abort

basic parameters are

ground

rules

for as pres-

Three launch and

recognized propellant The

essential sure,

safety rates

by each

manned

vehicle

project voltage

attitude design

of change, that these

electrical

(power). provided

MERCURYof the added

REDSTONE effects other

recognized all possible

three and

parameters system specific failures. failure

monitoring were

of nearly abort

component

To these modes.

parameters

designed

to monitor

The

sensors

used

to measure that is,

the the

abort system

parameters had

were

to have

both positive an abort abort.

and when Use

negative an abort

redundancy; was required, sensors and

to be designed improbability gave this

to assure of a false assurance is being to

and yet and

also

assure parameters This

the

of redundant REDSTONE GEMINI and

redundant

MERCURYto the

MERCURY-ATLAS.

same

philosophy

applied

SATURN.

The vated

automatic the engine

inflight

abort

sensing capsule

system separation, by the

sent

a signal and abort the

to the tower launch

capsule ignition director,

which systems. and and

actiThis

shutdown, also

sequencing MERCURY the abort

could Control command initiators features

be initiated (see were abort

astronaut, 5.2).

the safety,

Center inputs of the

paragraph armed signal

To assure times in the

astronaut countdown of their

range and

at various and similar

flight. input

Similar are also

sequencing

abort

signal

of all other

manned

launch

vehicles.

9-4

9.2.3

VEHICLE RELIABILITY

The abort sensing system described aboveprovided crew safety in the event of a hazardous failure. However, a catastrophic failure never occurred with the MERCURYREDSTONE,thus indicating the successful efforts of man-rating the basic vehicle systems to provide a reliable booster flight. The high quality of the design, manufacture, test, and checkout of the vehicle contributed to the near-perfect reliability of the MERCURY-REDSTONE. Achieving this level of quality, however, was not based on normal levels of effort. Rather, better performance from each individual in the booster program was gained through a highly motivating MERCURYAwareness Program. This program usedpublicity, awards, and symbols to emphasize the importance of the individual contributor in achieving reliability. MERCURYstampsplaced onMERCURYREDSTONEdocuments and mannedvehicle hardware continuously called attention to the fact that the astronauts' lives dependedon high reliability. This program proved its effectiveness and has been duplicated in all other manned launch vehicle and payload programs. 9.3
9.3.1 The DESIGN

GENERAL and the modifications made to the tactical and to the The following missile contributed significantly for deon the

changes

to man-rating signing man-rated systems. thus leads future

MERCURY-REDSTONE launch vehi,Aes. are

development changes apply the and

of methods their effect

manned

MERCURY-REDSTONE This examination for of the future

presented

as they and design.

to the reasons

major for

vehicle design

resulting manned

systems vehicle

their

to guidelines

9.3.2 The engine vehicle inating first

PROPULSION major decision regarding of the This program the propulsion to avoid confusion substitution, system a change and and the was midway changing through human revisions. to the the errors A-7 manned by elim-

at the

beginning

development. change orders,

avoided

resulting

hardware

procedural

9-5

The propellant prevalves isolated the propellant tanks from the enginesystem prior to launch and served no function once the engineswere started. Sincethey could failclosed during burning and thus initiate a false shutdownand abort, they created an unnecessary hazard. The ATLAS, TITAN, and SATURNenginesystems for manned payloads have also deleted the prevalves from flight use. Propellant explosive andtoxic properties must be considered in mannedlaunch vehicle design. The MERCURY-REDSTONE used ethyl alcohol and LOX. This combination was well known to designers andfuel handlers and thus presented no newproblems. The toxicity of Hydine, which was used on the JUPITER-C, was considered unsafe for the astronaut in the event of a pad abort or a prelaunch emergency egress. Mannedflights present the problem of longer than usual holds to make sure everything is A-Okay. Long holds, however, mean a greater chilldown of the LOX lines andthe total engine system. This can result in hazardousfreezeups. MERCURY-REDSTONE brought this problem to the designerst attention and required fuel line bubbling, extra instrument insulation, and heater jackets for the chamber pressure sensor lines. These system features are also being used on SATURN. Long holds also required an accurate LOX fill and "topping" system to assure meeting flight requirements. Special sensors and a computer were addedto the propellant loading system. Leakageof propellants into the enginebay could cause an accumulation of an explosive mixture. To minimize this danger the area was purged with nitrogen prior to liftoff and new seal materials were used in the hydrogenperoxide system. This safety requirement has also been imposed upon the SATURN. 9.3.3 STRUCTURES

Although the basic REDSTONEin the JUPITER-C configuration was used, a new aft section was necessary to provide the compartment space necessary for the guidance, control, andcommunication systems. The design of this section followed a design rule established then by MSFCwhich has been used on the SATURN. The rule states "the structure shall be self-supporting under all expected loads without internal pressure stabiiization. " To obtain maximum performance with safety, the tank walls varied in thickness consistent with the 1.35 factor of safetyandthe anticipated loads. 9-6

Prior to MERCURY-REDSTONE,the payload-vehicle interface was the dual responsibility of both prime contractors. However, to assure a safe separation and to place single responsibility for the separation on one agency andcontractor, the MERCURYREDSTONE's separation plane was totally contained within the adapter section, and the capsule contractor was given responsibility for this section. The vehicle-adapter mechanical interface then became a simple flange and bolt circle. 9.3.4 GUIDANCEAND CONTROL

Mannedflight required the guidance to be simple and reliable; therefore, MERCURYREDSTONE'sguidance was a well-tested autopilot. During first stage burning, the SATURNalso uses a simple autopilot. This design rule enhancescrew safety in the relatively hazardous pad and maximum dynamic pressure regions of flight. 9.3.5 DESTRUCTSYSTEMAND RANGE SAFETY

The range safety fuel dispersion (destruct) system was modified by the addition of a destruct delay. This time delay would have permitted abort of the capsule to a safe distance from the booster before destruct explosion. The delay has been incorporated as a safety feature on all mannedvehicles since MERCURY-REDSTONE. The MERCURY-REDSTONEalso established the needfor examination of launch trajectories and guidance accuracy versus range safety boundaries. The destruct delay caused the range safety limits to be proportionately narrowed, but the amountof narrowing was a function of the vehicle and its modes of failure. Hence mannedlaunch vehicles require coordination betweendesign and range safety requirements to attain maximum flexibility during launch. 9.3.6 DESIGNCRITERIA

In addition to the specific system design guides, several general design criteria were established during the MERCURY-REDSTONEdevelopment. These included the overall design factor of safety of 1.35 and the yield factor of 1.1. 9.4
9.4.1 The test TESTING

GROUND program

TESTING established for the six boosters report. used The in the MERCURY-REDSTONE

Program

is described

in Section

6 of this

MERCURY-REDSTONE

9-7

experienced the first application on a man-rated vehicle of the pyramidal testing philosophy, whereby components, subsystems, and then the entire vehicle are functionally checked. This type of testing verified proper operation of all hardware within the vehicle. As part of the prelaunch procedures and checkouts, eachof the MERCURYREDSTONEboosters were scheduledfor static firing tests to insure satisfactory performance and reliability under rated thrust conditions. Due to the high degree of reliability under rated thrust conditions. Dueto the high degree of reliability necessary for a man carrying vehicle, actual launch and flight conditions were simulated as closely as possible. A total of 32 static tests were conductedon the MERCURY and its test boosters with an accumulatedtime of over 2,230 seconds. 9.4.2 FLIGHT TESTING

The MERCURY-REDSTONEflight program developedthe first man-rated spacesystems and accomplished the initial objective which was to gain spaceflight familiarization. The flights and the accomplishments of each toward the ultimate goal of space travel are covered in Section8 of this report. A particularly significant contribution of the MERCURY-REDSTONE Program to MannedLaunch Vehicle developmentwas that the spacecraft was the first to experience the environment and requirements of space flight. Of equal importance to the experience of the astronauts was the invaluable training of the ground crew in the preparation, launching, and the recovery of the first two mannedspacecrafts. 9.5
OPERATIONS of the MERCURY-REDSTONE evolved which should checkout and launch operations, a number conas of

As a result salient cerned follow s:

considerations with the launch

be translated The major

into future considerations

programs are listed

of manned

vehicles.

Facility

requirements Facilities more emergency operations, complex and and

must

be comprehensively and time ground than support the

planned equipment

at the require

very

inception

of a program. and sometimes

as much, first vehicle.

lead

development are

period

of the in manned

On-the-pad vehicle of the

egress they

procedures must

mandatory in the

space phase

be considered to provide

earliest system.

design

space

vehicle

an optimum control point

Integration that

of launch

operations

under

one

is essential will

to assure result.

a feasible,

coordinated

countdown

of reasonable

duration

9-8

Experience indicated that somedegree of automation will help to reduce the countdownperiod to an acceptable length. Serious consideration should be given to improving the reliability presenting, anddigesting inflight information. of obtaining,

Design of the space vehicle should consider test and launch operation requirements at the launch site. Design compatibility should be emphasized in the area of GSE, communications systems, ordnance requirements, emergency conditions, and interface considerations. Realistic scheduling is essential throughout a program but shouldbeespecially emphasized at the launch site where numerous supporting organizations must participate. Test schedulesat the launch site should be coordinated by one central point to assure that precedence, priority, conflicting checkout functions, and other AMR programs are properly coordinated and controlled. The complexity of mannedlaunch vehicles and the launch operations dictates that a single point of entry for range support is necessary. This procedure will assure that all NASAproblems are coordinated within NASA to prevent conflicting or confusing information from reaching range or contractor personnel. Weather restrictions on launch operations must be reduced ff critical schedules, such as launch windows, are to be met on an operational basis. Vehicle design should consider this factor in terms of allowable ground and upperair winds. A study should be initiated to provide a method of optical coverage through the maximum dynamic pressure region which is independentof ground weather conditions.

9.6

CONC

LUSION launch vehicle

Throughout this section the phrase " also used in all other manned programs" many has been repeated many times. The numerous

repetitions indicate the which were established by

manned

space flightguidelines for future programs Program. MERCURY-REDSTONE's

the MERCURY-REDSTONE

opportunity to take

the first steps into space has proved to be the making space travel.

of a solid foundation for manned

9-9

SECTION REFERENCES

10

This

section

presents

a listing Program. vehicle test

of technical The flights.

reports

and

documents are

related

to the in the selected numbers time sequenon a MR-1

MERCURY-REDSTONE tial basis and tion order of the launch acceptable

MSFC For

documents each flight

presented was flight At the

the booster only MR-2. had

of highest MR-2 utilized

performance4 numbers, booster MR-BD, flights

consequently, MR-1 Number utilized MR-3 and and MR-3,

identical for flight The

booster MR-1A, flight,

of selectest perMR-4 MR-7

of a booster record. were

the highest MR-5. utilized

formance and and MR-6 MR-8,

fourth

booster MR-4

Boosters boosters

not launched.

Manned

respectively.

By listing MR-3 MR-9

the

MSFC

prepared

documents under MR-1A,

in accordance booster

with MR-5

the

flight

numbers, and

booster MR-7 and

information under flights

is located MR-3 and

under

MR-BD,

MR-4,

respectively.

GENERAL AOMC CR-SS-60-6 Satellite and Space Program Progress Report for NASA, 6 July 1960 (C) (AOMC). Hammack, Jerome Bo, Herberlig, Jack C., The MERCURY-REDSTONE prqgram, 9-15 October 1961 (American Rocket Society).

ARS 2238-61

CHRYSLER

CORPORATION

MISSILE

DIVISION MERCURY-REDSTONE Program (CCMD). Reliability Test

Chrysler

ME-M5

Sommer, D., Vibration Steam Generator Elbow MERCURY-REDSTONE

Test of the of the Engine, (CCMD). Aft

Chrysler

GLC-R-5

Upton, Section (Ground

G.S., MERCURY-REDSTONE Test Report, October 1960 Tests) (CCMD).

10-1

Chrysler GLC-M-29

DeBaker, J. L., Final Report for Humidity Test of MRT-1 Aft Section, 15 January 1961 (Ground Tests) (CCMD).
Perry, D.G., Combined Vibration and Temperature Environmental Evaluation Tests on the REDSTONE Tail Unit for MERCURY-REDSTONE 1 April 1960 (CCMD). Missiles,

Chrysler SL-M56

Chrysler SL-M59

Fama, N., and Suddath, J., Structural Reliability Testing of MERCURYREDSTONE Thrust Unit Reports I and 15 April 1960 (CCMD). Sorce, Peter S., Van Camp, L., Stevens, R.E., REDSTONE Missile Malfunction Stud,/ (MERCURY-REDSTONE Program), 15 June 1960. (S) (CCMD).

II,

Chrysler DSD-TM-12-60

Chrysler ML-M134

Schayer, D.E., Combined Vibration and Temperature Environmental Tests of Mechanical Components for MERCURYREDSTONE Missiles, 26 April 1960

(cc m).

Chrysler ML-M135

Torigian, R.M., Reliability Test of the RE 7112 a REDSTONE A-7-1 Rocket Engine, 14 April 1960 (CCMD).

NATIONAL NASA

AERONAUTICS Conference

AND SPACE

ADMINISTRATION Results of the First U.S. Manned Sub-

orbital Space Flight, 6 June 1961 (NASA). Results of the Second U.S. Manned Suborbital Space Flight, 21 July 1961 (NASA). Abort System Experience and Application to the Design of Advanced Crew Safety Systems (Manned Space Center - NASA). MSFC MHR-2 MERCURY-REDSTONE December 31, 1961 Office). Chronology to 1961 (Historical

May

MTP-M-S&M-TSR-60-1

Barraza, R.M., Glover, J.C., MERCURY Booster Recovery, 30 November 1960. Hildebrand, Arnold G., Evaluation of Flotation and Drop Tests MERCURYREDSTONE Booster, 25 March 1960

DLMT-TN-28-60

10-2

MTP-M-LOD-DR 60-3

Spencer, Clayton M., MERCURYREDSTONE Thrust Unit Water Recovery, 26 October 1960. Humphrey, John, and Bertram, Emil, Preliminary MERCURY-REDSTONE Booster Recovery Operations at Atlantic Missile Range, 20 May 1960.

NASA SP-45

Kuettner, J.P., Bertram, E.P., MERCURY Project Summary, MERCURY-REDSTONE Launch Development and Performance 1963 (USA). Kuettner, J.P., Bertram, E.P., The Manned Rocket Vehicle MERCURYREDSTONE, Proceedings of the Twelfth International Astronautical Congress, 1962 (USA).

DG-TR-7-59

Brandner, F.W., Proposal for MERCURY-REDSTONE Automatic flight Abort Sensing (Technical Scientific System, Staff,

In-

5 June 1959 G&C Lab).

LOD Brochure

FREEDOM 7, The First United States Manned Space Flight, Undated MR-3, (LODBROCHURE). PR Progress Report Launch Operations Directorate, 13 January 1961 12 February 1961, 23 February 1961 (LOD). Leonard, Data for Project, E.L. Revised Range Safety the MERCURY-REDSTONE 17 February 1961 (C) (AERO).

MSFC

DOD-

(C)

MSFC

MTP-AERO-61-9

MSFC

TPR-M-60-12

Leonard, N.T., Monthly Status (C) (MPO)

MERCURY-REDSTONE Report, December 1960

MSFC

STR-M-60-1

MERCURY-REDSTONE Monthly Status Report, January 1961 (MPO). MERCURY-REDSTONE Report, February Monthly Status 1961 (C) (S&MD).

MSFC

STR-M-61-4

MSFC

STR-M-61-6

MERCURY-REDSTONE Monthly Status Report, March 1961 (C))S&MD). Bertram, E.P., Dutton, R.E., Final Report MERCURY-REDSTONE Project Launch Operations, 28 May 1962 (LOD).

MSFC

MTP-LOD-62-5

10-3

MSFC MTP-AERO-61-69

Clarke, W.G., Preliminary Evaluation of MERCURY-REDSTONE Launch MR-4, 22 August 1961 (C) (AERO). Smith, for the MR-4, J.W., Atmospheric Environment Flight of MERCURY-REDSTONE 28 September 1961 (IUO) (AERO). of MR-4,

MSFC MTP-AERO-61-74

MSFC

MTP-AERO-61-76

Ledford, Harold, Actual Traiectory MERCURY-REDSTONE Flight Test 22 September 1961 (C) (AERO).

MSFC

MTP-P&VE-P-61-20

Riquelmy, J.R., King, N.W., Montgomery, J.L., MERCURY-REDSTONE MR-4 Flight and Evaluation of Propulsion Unit and Associated Systems, 9 November 1961 (C) (P&VE). Index and Test Results Part I of the Fir-

MSFC

MTP-LOD-OIR-61-23.1

ing Test Report Vehicle MR-4, MSFC MTP-LOD-ED-61-23.2b

MERCURY-REDSTONE 15 August 1961 (C) (LOD).

Hinds, Noble F., Instrumentation Operations Analysis Part IIb at the Firing Test Report MERCURY-REDSTONE MR-4, 24 August 1961 (C) (LOD). Heezen, Kenneth F., Hill, Lawrence F., Firing Site Weight Report Part III of the Firing Test Report MERCURYREDSTONE MR-4, 2 August 1961 (C) (LOD).

MSFC

MTP-LOD-MP-61-23.3

10-12

MTP-M-LOD-DR 60-3

Spencer, Clayton M., MERCURYREDSTONE Thrust Unit Water Recovery, 26 October 1960. Humphrey, John, and Bertram, Emil, Preliminary MERCURY-REDSTONE Booster Recovery Operations at Atlantic Missile Range, 20 May 1960.

NASA SP-45

Kuettner, J. P., Bertram, E.P., MERCURY Proiect Summary, MERCURY-REDSTONE Launch Development and Performance 1963 (USA). Kuettner, J.P., Bertram, E.P., Th___e Manned Rocket Vehicle MERCURYREDSTONE, Proceedings of the Twelfth International Astronautical Congres s, 1962 (USA).

DG-TR-7-59

Brandner, F.W., Proposal for MERCURY-REDSTONE Automatic

In-

flightAbort Sensing System, 5 June 1959 (Technical ScientificStaff, G&C Lab).

LOD Brochure

FREEDOM 7, The First United States Manned Space Flight, Undated MR-3, (LODBROCHURE). Progress Report Launch Operations Directorate, 13 January 1961 12 February 1961, 23 February 1961 (LOD). Leonard, Data for Project, E.L. Revised Range Safety the MERCURY-REDSTONE 17 February 1961 (C) (AERO).

MSFCDOD-PR

(C)

MSFC MTP-AERO-61-9

MSFC TPR-M-60-12

Leonard, N. T., MERCURY-REDSTONE Monthly Status Report, December 1960 (C) (MPO) MERCURY-REDSTONE Monthly Status Report, January 1961 (MPO). MERCURY-REDSTONE Report, February Monthly Status 1961 (C) (S&MD). Monthly Status (C))S&MD).

MSFCSTR-M-60-1
MSFC STR-M-61-4

MSFC

STR-M-61-6

MERCURY-REDSTONE Report, March 1961

MSFC

MTP-LOD-62-5

Bertram, E.P., Dutton, R.E., Final Report MERCURY-REDSTONE Proiect Launch Operations, 28 May 1962 (LOD).

10-3

MSFC

MTP-M-QUAL-61-3

Conaway, System Switches,

J.D., Reliability 13 April R.H., Error

MERCURY-REDSTONE Test 1961 Report, (IUO) Rate (QUAL). Report 1960

MSFC

MTP-M-QUAL-60-10

Coleman, Altitude REDSTONE (ruo).

Reliability Test Sensor MERCURY30 November

System,

MSFC

MTP-M-QUAL-60-11

Coleman,

R.H.,

MERCURY-REDSTONE Test Report for Detector, (IUO) (QUAL). Mission Reliability MERCURY-REDSTONE, (IUO) (RPD). Con-

System Reliability trol Voltage Failure 30 November 1960 MSFC MTP-M-RP-61-6 Dalton, Charles, Booster Flight for 24 February 1961

of

FLIGHT

REPORTS

MERCURY-REDSTONE MSFC

Flight,

MR-1 Lisle, Ben J., Teague, MERCURY-REDSTONE: Trajectory (NASA). for MR-l, Roger, Final 1 August Project Standard 1960 (C)

MNM-M-AERO-2-60

MSFC

MM-M-SAR-2.1-60

Davis, Missile Jones,

C.H., MR-l, Charles

Final Alignment 1 August 1960 B., Technical

Report (MSFC). Informa-

of

MSFC

TIS

tion Summary Concerning MERCURYREDSTONE Mission MR-I, 15 October 1960 (C) (G and CD). MSFC MTP-M-TEST-61-10 Earnest, Hugh S., MERCURY-REDSTONE Static Firing of No. 1 Test 1961

Nos. 347, 348, and 349, April (IUO), MR-1 (TEST). MSFC MTP-M-S&M-P-61-1 Riguelmy, MR-1 Flight and Associated (C) (S&MD). MSFC MTP-LOD-DIR-60-49.1 J.R.,

MERCURY-REDSTONE Unit 1961

Analysis of Propulsion Systems, 5 January

Index and Test Results Part I of the Firing Test Report MERCURY-REDSTONE Vehicle MR-l, 27 December 1960 (C) (LOD). Hinds, Noble F., Instrumentation Operation Analysis Part IIb of the Firing Test Report MERCURY-REDSTONE MR-l, Undated (LOD)

MSFC

MTP-LOD-ED-60-49.2b

I0-4

MSFC

MTP-LOD-MP-60-49.3

Martin, Thomas E., Firing Site Weight Report Part III of the Firing Test Report MERCURY-REDSTONE MR-l, 6 January 1961 (C) (LOD). Guidance and Control MR-l, 3 August 1960 Covington, Measuring 4 August System (MSFC). Checkout

MSFC

MM-M-SAR-2.3-60

MSFC

MM-M-SAR-2.5-60

C.H., Pincham, System Analysis 1960 (MSFC).

A.G., MR-l,

MSFC

MM-M-SAR-2.6-60

Fisher, A.E., Pickard, M.F., Final Mechanical Analysis of MR-1 Thrust Unit, 5 August 1960 (MSFC). Gwinn, Ralph T., Consolidated Instrumentation Plan Part IIa of the Firing Test Report MERCURY-REDSTONE MR-I, 19 November 1961 (S) (LOD). Master Operational Schedule Part IV of the Firing Test Report MERCURYREDSTONE Spacecraft MR-l, 15 November 1960 (OUD) (LOD). Final Acceptance Test Report 12 September 1960 (SAR). Bryan, MR-l, F.G., Test Conductor's 1 Aug_ast 1960 (SAR). Electrical Analysis 28 February 1961 MR-l,

MSFC

MTP-LOD-EF-TR-49.2a-60

MSFC

M-LOD-G-TR-49.4-60

MSFC

MM-M-SAR-2-60

MSFC

MM-M-SAR-2.4-60

Report

MSFC

MTP-M-QUAL-61-7

Post-Firing Thrust Unit, (QUAL).

MR-1 (IUO)

MERCURY-REDSTONE MSFC TPR-M-61-1

Flight MR-IA Clarke, W.G., Preliminary Evaluation of MERCURY-REDSTONE Launch MR-1A, 13 January 1961 (C) (AERO). Ledford, Harold, Actual Trajectory MERCURY-REDSTONE Flight Test MR-1A, 1 March 1961 (C) (AERO). Smith, J.W., for MERCURY _, 24 Atmospheric Environment REDSTONE-1A Vehicle 1961 (IUO) (AERO). of

MSFC

STR-M-61-3

MSFC

MTP-AERO-61-10

February

MSFC

MTP-M-S&M-P-61-5

Riquelmy, J.R., King, M.W., McDonald, N.G., MERCURY-REDSTONE MR-IA Flight Evaluation of Propulsion Unit and Associated Systems, 24 February 1961 (C) (S&MD). 10-5

MSFC

MTP-LOD-DIR-61-61.1

Index and Test Results Part I of the Firing Test Report MERCURY-REDSTONE Vehicle MR-1A, 16 January 1961 (C) (LOD). Final Acceptance Test Report MR-3, 15 December 1960 (IUO) (QUA). Davis, MR-3, C.H., Final 1 December Alignment 1960 (IUO) Report (QUAL).

MSFC

MTP-M-QD-60-8

MSFC

MTP-M-QD-60-8.1

MSFC

MTP-LOD-ED-60-61.2b

Hinds, Noble F., Instrumentation Operation Analysis Part lib of the Firing Test Report MERCURY-REDSTONE MR-1A, 2 February 1961 (C) (LOD). Martin, Thomas E., Heezen, Kenneth F., Firing Site Weight Report Part III of the Firing Test Report MERCURYREDSTONE MR-1A, 2 February 1961 (C) (LOD). Gwinn, Ralph T., Consolidated InstruFiring Test MR-1A,

MSFC

MTP-LOD-MP-60-61.3

MSFC

MTP-LOD-EF-60-61.2a

mentation Plan Part IIa of the Report MERCURY-REDSTONE 16 December 1960 (S))LOD).

MERCURY-REDSTONE MSFC TPR-M-60-1

Flight, MR-2 Jones, Charles B., Technical Informa-

tion Summary Concerning MERCURYREDSTONE Mission MR-2, 20 January 1961 (C) (G&CD). MSFC MTP-M-SAR-60-3.1 Davis, MR-2, C.H., Final Alignment Report 10 October 1960 (SA&RD).

MSFC

STR-M-61-2

Clarke, W.G., Preliminary Evaluation of MERCURY-REDSTONE Launch MR-2, 25 February 1961 (C) (AERO). Ledford, tlarold, Actual Trajectory MERCURY-REDSTONE Flight Test 4 April 1961 (C) (AERO). of MR-2,

MSFC

MTP-AERO-61-30

MSFC

STR-M-61-7

Smith, J.W., Atmospheric Environment for the Flight of MERCURY-REDSTONE 2, 25 March 1961 (AERO).

10-6

MSFC

MTP-M-COMP-61-2

Fallon, Robert A., Smith, Martha E., DOVAP Flight Test Data Missile MR-2, 1 March 1961 (C) (COMP). Riquelmy, James R., King, Merle W., MERCURY-REDSTONE MR-2 Flight Evaluation of Propulsion Unit and Associated Systems, 2 June 1961 (C) (S&MD). Index and Test Results Part I of the Fir-

MSFC

MTP-M-S&M-P-61-10

MSFC

MTP-LOD-OIR-61-4.1

ing Test Report MERCURY-REDSTONE Vehicle MR-2, 20 February 1961 (C) (LOD). MSFC MTP-LOD-EF-61-4.2a Gwinn, Ralph T., Consolidated mentation Plan Part IIa of the Report MERCURY-REDSTONE 9 February 1961 (S) (LOD). InstruFiring Test MR-2,

MSFC

MTP-LOD-ED-61-4.2b

Hinds, Noble F., Instrumentation Operation Analysis Part IIb of the Firing Test Report MERCURY-REDSTONE MR-2, 7 April 1961 (C) (LOD). Martin, Thomas E., Firing Site Weight Report Part III of the Firing Test Report MERCURY-REDSTONE MR-2, Undated (C) (LOD).

MSFC

MTP-LOD-ED-61-4.3

MERCURY-REDSTONE MSFC

Booster

Development

Flight, MR-BD Fallon, Robert A., Smith, Martha E., DOVAP Flight Test Data MERCURYREDSTONE BD, 8 May 1961 (C) (COMP). Riquelmy, J.R., King, M.W., McDonald, N.G., MERCURY-REDSTONE MR-BD Flight Evaluation of Propulsion Unit and Associated Systems, 3 August 1961 (C) (S&MD). Index and Test Results Part I of the Fir-

MTP-M-COMP-61-6

MSFC

MTP-M-S&M-P-61-7

MSFC

MTP-LOD-OIR-61-11.1

ing Test Report MERCURY-REDSTONE Vehicle MR-BD, 7 April 1961 (C) (LOD). MSFC MTP-LOD-ED-61-11.2b Hinds, Noble F., Instrumentation ations Analysis Part IIb of the Report MERCURY-REDSTONE 14 April 1961 (C) (LOD). OperFiriNg Test MR-BD,

MSFC

MTP-LOD-MP-61-11.3

Heezen, Kenneth F., Firing Site Weight Report Part III of the Firing Test Report MERCURY-REDSTONE MR-BD, 17 April 1961 (C) (LOD).

10-7

MSFC

MTP-LOD-EF-61-11.2a

Gwinn,

Ralph T., Consolidated Instlna-

mentation Plan Part IIa of the Firing Test Report MERCURY-REDSTONE MR-BD, 23 March 1961 (C) (LOD). MSFC MTP-AERO-61-36 Clarke, W.G., Preliminary of MERCURY-REDSTONE MR-BD, MSFC MTP-AERO-61-43 19 April 1961 Evaluation Launch

(C) (AERO). of

Ledford, ttarold, Actual Trajectory MERCURY-REDSTONE Flight Test MR-BD, 24 May 1961 (C) (AERO). Smith, J.W., Atmospheric for MERCURY-REDSTONE _, 1 May 1961 (IUO) Environment BD Vehicle (AERO).

MSFC

MTP-AERO-61-51

MSFC

MTP-M-QUAL-61-4

Final Acceptance Test Report Thrust Unit MR-5, 21 March 1961 (IUO)(QUAL). Davis, MR-5, C. It., Final 24 February Alignment Report 1961 (QUAL).

MSFC

MTP-M-QUAL-61-4.1

MSFC

MTP-M-QUAL-61-4.2

Lackey, M., Electrical Systems Analysis MR-5, 24 January 1961 (IUO) (QUAL). Bruce, MR-5, R.B., Test Conductors 23 January 1961 (IUO) Report (QUAL). Systems 1961

MSFC

MTP-M-QUAL-61-4.3

MSFC

MTP-M-QUAL-61-4.4

Smith, A.G., Radio Frequency Test Report MR-5, 26 January (IUO) (QUAL). Guidance and Control System MR-5, 31 January 1961 (IUO) Measuring 30 January

MSFC

MTP-M-QUAL-61-4.5

Ckeokout (QUAL).

MSFC

MTP-M-QUAL-61-4.6

Systems Analysis MR-5, 1961 (IUO) (QUAL). Assem-

MSFC

MTP-M-QUAL-61-4.7

Sarture, A.C., Final Mechanical bly Analysis Thrust Unit MR-5, 13 March 1961 (IUO) (QUAL).

MSFC

MTP-M-QUAL-61-4.8

Kulas, F., Final Pressure and Functional Analysis, Thrust Unit MR-5, 9 March 1961 (IUO) (QUAL).

MERCURY-REDSTONE MSFC MPR-M-61-5

Flight, MR-3 Martin, James J., Jr., Description of MERCURY-REDSTONE Launch Vehicle for Flight No. MR-3, 21 July 1961 (S&MD).

10-8

MSFC MTP-M-TEST-61-6

Earnest, H.S.,

Static Firing of MERCURY-REDSTONE No. 7 Test No. 346, 7 March 1961(MR-BD) (TEST). Fallon, Robert A., Smith, Martha E., DOVAP Flight Test Data MERCURYREDSTONE 3, 26 July 1961"(C) (COMP). Final Unit, Acceptance Test Report Thrust MR-7, 7 April 1961 (IUO) (QUAL). Report (IUO)

MSFC MTP-M-COMP-61-7

MSFC MTP-M-QUAL-61-10 MSFC MTP-M-QUAL-61-10.1

Manning, F.T., Final Alignment Thrust Unit, MR-7, 3 April 1961 (QUAL).

MSFC MTP-M-QUAL-61-10.2 MSFC MTP-M-QUAL-61-10.3

Electrical Systems Analysis Thrust Unit, MR-7, 29 March 1961 (IUO) (QUAL). Lackey, M., Test Conductor's Thrust Unit_ MR-7, 23 March (IUO) (QUAL). Norton, C.M., Radio Frequency Test Report Thrust Unit MR-7, 20 March 1961 (IUO) (QUAL). Guidance and Control Thrust Unit, MR-7, (IUO) (QUAL). Report 1961

MSFC MTP-M-QUAL-61-10.4

Systems

MSFC MTP-M-QUAL-61-10.5

System Checkout 24 March 1961

MSFC MTP-M-QUAL-61-10.6 MSFC MTP-M-QUAL-61-10.7

Instrumentation Analysis Thrust Unit MR-7, 31 March 1961 (IUO) (QUAL). Sartore, A.C., Final Mechanical Assem-

bly Analysis 6 April 1961

Thrust Unit MR-7, (IUO) (QUAL). Final Pressure and Functional

MSFC MTP-M-QUAL-61-10.8

Kulas, Analysis, 30 March

F.,

Thrust Unit MR-7, 1961 (IUO) (QUAL).

MSFC MTP-M-S_M- P-61-16

Riquelmy, James R., King, Merle W., MERCURY-REDSTONE MR-3 Flight Evaluation of Propulsion Unit and Associated Systems, 3 August 1961 (C) (S_MD). Hinds, Noble F., Instrumentation Operation Analysis Part IIb of the Firing Test Report MERCURY-REDSTONE MR-3, 29 June 1961 (C) (LOD). Heezen, Kenneth F., Firing Site Weight Report

MSFC MTP-LOD-ED-61-17.2b

MSFC MTP-LOD-MP-61-17.3

Report Part II of the Firing Test MERCURY-REDSTONE MR- 3, 22 May 1961 (C) (LOD).

10-9

MSFC MTP-M-QD-60-8.2 MSFC MTP-M-QD-60-8.3 MSFC MTP-M-QD-60-8.4

Electrical 7 December Bruce, MR-3,

Systems Analysis MR-3, 1960 (IUO) (QUA L). Conductor's 1960 (IUO) Report (QUAL). Systems 1960

R.B., Test 6 December

Smith, A.G., Radio Frequency Test Report MR-3, 1 December (IUO) (QUAL).

MSFC MTP-M-QD-60-8.5
MSFC MTP-M-QD-60-8.6

Guidance and Control System Checkout MR-3, 2 December 1960 (IUO) (QUAL). Measuring System Analysis MR-3, 2 December 1960 (IUO) (QUAL). Kulas, F., Final Mechanical Pressure and Functional Analysis of Missile MR-3, 5 December 1960 (IUO) (QUAL). Gwinn, Ralph T., tation Plan Number REDSTONE (LOD). MR-3, Provisional Instrumen1 MERCURY7 April 1961 (C)

MSFC

MTP-M-QD-60-8.8

MSFC

MTP-LOD-EF-61-16

MSFC

MTP-LOD-EF-61-17.2

Gwinn, Ralph T., Dean, Kenneth J., Consolidated Instrumentation Plan Part IIa of the Firing Test Report MERCURYREDSTONE M-R-3, 28 April 1961 (C) (LOD). Jones, Charles B., Technical Information Summary Concerning MERCURYREDSTONE MR-3, 20 April 1961 (G&CD). (Super) Clarke, W.G., Preliminary of MERCURY-REDSTONE 8 June 1961 (C) (AERO). Evaluation Launch MR-3,

MSFC

STR-M-61-8

MSFC

MTP-AERO-61-49

MSFC

MTP-AERO-61-53

Ledford, Harold, Actual Trajectory MERCURY-REDSTONE Flight Test 14 June 1961 (C) (AERO).

of MR-3,

MSFC

MTP-AERO-61-59

Smith, J.W., Atmospheric Environment for the MERCURY-REDSTONE 3 Vehicle Fli___, 20 July 1961 (IUO) (AERO). Index and Test Results Part I of the Firing Test Report MERCURY-REDSTONE Vehicle MR-3, 23 May 1961 (C) (LOD).

MSFC

MTP-LOD-OIR-61-17.1

MERCURY-REDSTONE MSFC MPR-M-61-1

Flight, MR-4 MERCURY-REDSTONE Monthly Status Re.._.9._,5 May 1961 (C) (QUAL). 1

10-10

MSFC

MPR-M-61-2

MERCURY-REDSTONE Monthly Status Report, 12 June 1961, MR-4 (QUAL). MERCURY-REDSTONE Monthly Status Report, 5 July 1961, MR-4 (QUAL). MERCURY-REDSTONE Report, July 1961 (C), Monthly Status MR-4 (QUAL).

MSFC

MPR-M-61-3

MSFC

MPR-M-61-4

MSFC

MTP-M-QUAL-61-20

Final Acceptance Test Report, Thrust Unit MR-8, 21 June 1961 (IUO) (QUAL). Davis, Thrust C.H., Unit, Final MR-8, Alignment Report 1 June 1961 (QUAL). Thlxlst (QUAL). Unit,

MSFC

MTP-M-QUAL-61-20.1

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MTP-M-QUAL-61-20.2

Electrical System Analysis MR-8, 19 June 1961 (IUO) Nash, E.C., Thrust Unit, (QUAL).

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MTP-M-QUAL-61-20.3

Test Conductors MR-8, 17 June

Report 1961 (IUO)

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MTP-M-QUAL-61-20.4

Radio Frequency Systems Test Report Thrust Unit, MR-8, 17 June 1961 (IUO) (QUAL). Gibson, J.H., Instrumentation Thrust Unit MR-8, 17 June (QUAL). Gwinn, Ralph T., Dean, Provisional Instrumentation ber 1 MERCURY-REDSTONE 3 June 1961 (LOD). Ha Analysis (IUO)

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MTP-M-QUAL-61-20.6

1961

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MTP-LOD-EF-61-20

Kenneth J., Plan NumMR-4,

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MTP-LOD-G-61-23,

Gwinn, Ralph T., Dean, Kenneth J., Consolidated Instrumentation Plan Part IIa of the Firing Test Report MERCURYREDSTONE (Booster No. 6, Capsule No. 11) 14 July 1961 (C) (LOD). Heezen, Kenneth F., Hill, Lawrence F., Firing Site Weight Report Part III of the Firing Test Report MERCURY-REDSTONE MR-4, 2 August 1961 (C) (LOD). Jones, Charles E., Technical Information Summary Concerning MERCURYREDSTONE Mission MR-4, 29 June 1961 (IUO) (G&CD). Speer, F.A., Preliminary Evaluation MERCURY-REDSTONE Launch MR-4, 8 December 1960 (C) (AERO). of

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MTP-LOD-MP-61-23.3

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MTP-M-G&C-61-29

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MTP-AERO-61-19

10-11

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MTP-AERO-61-69

Clarke, W.G., Preliminary Evaluation of MERCURY-REDSTONE Launch MR-4, 22 August 1961 (C) (AERO). Smith, J.W., Atmospheric Environment for the Flight of MERCURY-REDSTONE MR-4, 28 September 1961 (IUO) (AERO). Ledford, Harold, Actual Traiectory MERCURY-REDSTONE Flight Test 22 September 1961 (C) (AERO). of MR-4,

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MTP-AERO-61-74

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MTP-AERO-61-76

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MTP-P&VE-P-61-20

Riquelmy, J.R., King, N.W., Montgomery, J.L., MERCURY-REDSTONE MR-4 Flight and Evaluation of Propulsion Unit and Associated Systems, 9 November 1961 (C) (P&VE). Index and Test ing Test Report Vehicle MR-4, Results Part I of the FirMERCURY-REDSTONE 15 August 1961 (C)(LOD).

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MTP-LOD-OIR-61-23.1

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MTP-LOD-ED-61-23.2b

Hinds, Noble F., Instrumentation Operations Analysis Part IIb at the Firing Test Report MERCURY-REDSTONE MR-4, 24 August 1961 (C) (LOD). Heezen, Kenneth F., Hill, Lawrence F., Firing Site Weight Report Part III of the Firing Test Report MERCURYREDSTONE MR-4, 2 August 1961 (C) (LOD).

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MTP-LOD-MP-61-23.3

10-12