,{ H ASA-TM-X-6 5 5 3 3) POS 3 LA U NC H M E M 0 E A ND U M

/SI\EFCE'~ FOE HEXUBY-ATLAS NO, 5 (na-5)

(NASA) 136 F
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~~
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0

POSTLAUNCH MEMORANDUM REPORT

FOR
MERCURY-ATLAS NO. 5
(MA-5)
.
).

-\

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

bfANNED SPACECRAFT CENTER
Cape Canaveral, Florida
 December 8, 1961

Errata and l a t e r information sheet f o r :

POSTLAUNCH MEMORANDUM REPORT

FOR
MERCURY-ATLAS NO. 5
(MA-5)
I

Errata: (1) Page 5-1, paragraph 5.3.1 ( a ) should be

It. ..
a t t i t u d e gyros."

(2) Page 8-26 (Fig. 8.3-5). The KF and UHF b a r s should be

interchanged.

L a t e r information:
L,
P o s t f l i g h t inspection revealed t h a t t h e cabin heat exchanger
f a n would not operate because of a foreign m a t e r i a l (apparently
s i l i c o n rubber) wedged between t h e f a n blades and housing as i n
t h e Mc1-4 capsule. Heat exchange i n l e t and o u t l e t temperature
d a t a during f l i g h t indicate t h a t t h e f a n w a s probably operating
properly during f l i g h t (see page 5-6 f o r ECS d i s c u s s i o n ) .

A r e p o r t from another search plane s t a t e s t h a t t h e standard

SARAH beacon w a s received a t a range of 50 n a u t i c a l miles.
(see pages 5-8 and 9 - 2 ) .

The heat s h i e l d a b l a t i o n loss f o r MA-5 w a s estimated t o be

6.7 l b s , from p r e f l i g h t and p o s t f l i g h t measured weights and
c a l c u l a t i o n s t o account f o r t h e missing ( a b l a t e d ) c e n t e r
plug. This 6.7 l b s compares with t h e 6.1 l b s measured f o r
t h e MA-& f l i g h t .

E . M. Fields
Senior Editor
POSTLAUNCH MEMORANDUM REPORT FOR Ml3RCUHY-ATLAS NO. 5

(MA-5)

Edited by: E. M. Fields, Senior Editor

N. F. Smith
S. A. Sjoberg (Assisted by R. G. Arcsic)

P. C. Donnelly
D r . S. C. White

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

MANNED SPACECFKFT CEmTER

Cape Canaveral, Florida

December 6, 1961
 i
TABU OF CONTENTS

Section

1.0 IlWRODUCTION ..................... 1 - 1

2.0 MISSION DESCRmPION ................. 2 - 1

3.0 VEHICLE DESCRIPTION ................. 3 - 1

3.1 Capsule . . . . . . . . . . . . . . . . . . . . . 3 .1
3.2 Booster . . . . . . . . . . . . . . . . . . . . . 3 .3
4.2, .... ...x w % L u m , 'fuvu ...- . . . . . . . . . . .
fivllrluo, W U \ G E 4 .1
4.1 Sequence of events . . . . . . . . . . . . . . . 4 .1
4.2 Trajectory . . . . . . . . . . . . . . . . . . . 4 .1
4.3 Guidance . . . . . . . . . . . . . . . . . . . . 4 .2
5.0 CAPSUUPERFORMANCE ................. 5 .1
.
5 1 Vibration (Not a p p l i c a b l e )
5.2 Temperatures ( Not applicable)
5.3 Capsule Control System ............. 5 .1
5.4 Environmental Control System
5.5 Capsule Communications . . . . .. .. .. .. .. .. .. .. .. .. 5 .6
5 .8
.. .. .. .. .. .. .. .. .. .. .. ..
5.6 E l e c t r i c a l and Sequential
5.7 Capsule Mechanical System
5 .9
5 .11
6.0 BOOSTERPERFORMANCE ................. 6 - 1

8.0 FLIGHT' CONTROL AND " W O R K PERFORMANCE ........ 8 .1

8.1 Network d e s c r i p t i o n. . .. .. .. .. .. .. .. .. .. .. .. .. .. 8 .1
8.2 F l i g h t c o n t r o l summazy 8 .1
8.3 Network performance summasy ........... 8 .7
9.0 RECOVERY . . . . . . . . . . . . . . . . . . . . . . . 9 - 1
9 . 1 Recovery plans . . . . . . . . . . . . . . . . . 9 .1
9.2 Recovery operations . . . . . . . . . . . . . . . 9 .1
9.3 Recovery a i d s performance . . . . . . . . . . . . 9 .2
10.0 mmM . . . . . . . . . . . . . . . . . . . . . . . 10-1
10.1 Capsule p o s t f l i g h t inspection . . . . . . . . . 10 .1
10.2 Launch operations . . . . . . . . . . . . . . . 10 .2
10.3 Weather conditions . . . . . . . . . . . . . . . 10 .3
10.4 Capsule h i s t o r y (Not applicable)
10.5 Communication d e t a i l s (Not applicable)
10.6 Telemetry and instrumentation d e t a i l s ..... 10 .4
 ii

Section Page

.........
10.7 h u n c h phase o p t i c a l coverage
.............
10.8 F l i g h t s a f e t y reviews
i o - 16
i o - 18
10.9 Mission objectives . . . . . . . . . . . . . . . 10 - 19
11.0 MISSION CRITIQUE . . . . . . . . . . . . . . . . . . 11 - 1
 iii

LIST OF FIGURES

Figure Page

3.2-1 Fhotograph of t h e MA-5 launch vehicle a t l i f t - o f f ...... 3-4

4.2-1 Ground t r a c k for t h e MA-5 o r b i t a l mission . . . . . . . . . . 4-4
4.2-2 A l t i t u d e versus longitude profile . . . . . . . . . . . . . . 4-5
4-24 Time h i s t o r i e s of t r a j e c t o r y parameters f o r MA-5 mission
launch phase. .............. ........ . 4-6
...........
( a ) Altitude and range versus time . 4-6
( b ) I n e r t i a l v e l o c i t y and f l i g h t - p a t h angle versus time. . 4-7
( c ) Earth-fixed v e l o c i t y and f l i g h t - p a t h angle versus time 4-8
' .....
( d ) Dynamic pressure and &ch number versus time 4-9
(e ) Longitudinal a c c e l e r a t i o n versus time, along capsule
ZIaxis. ...................... 4-10
4.2-4 Time h i s t o r i e s of t r a j e c t o r y parameters f o r MA-5 mission o r b i t
phase.. .......... .......... .. .. . 4-11
....
( a ) Latitude, longitude, and a l t i t u d e versus time. 4-11
. ( b ) I n e r t i a l v e l o c i t y and f l i g h t - p a t h angle versus time. . 4-12
4.2-5 Time h i s t o r i e s of t r a j e c t o r y parameters f o r MA-5 mission
r e e n t r y phase ....................... 4-13
....
( a ) Latitude, longitude, and a l t i t u d e versus time. 4-13
.
( b ) I n e r t i a l v e l o c i t y and f l i g h t - p a t h angle versus time. 4-14
..
( c ) Earth-fixed v e l o c i t y and f l i g h t - p a t h angle vs time 4-12
. . . . ., .
( d ) Dynamic pressure and Mach number vs t i m e . 4-16
( e ) Longitudinal deceleration versus t i m e , along capsule
Z-axis.. ..................... 4-17
4.3-1 I n e r t i a l v e l o c i t y and flight-path angle i n t h e region of
cutoff using 'GE-Burroughs d a t a . .... ......... 4-18
l(6) I n e r t i a l v e l o c i t y . .................. 4-18
..............
( b ) I n e r t i a l f l i g h t - p a t h angle 4-19
4.3-2 I n e r t i a l v e l o c i t y and f l i g h t - p a t h angle i n t h e region of
cutoff using 1P 7090 d a t a .............. .. . 4-20
(a) I n e r t i a l velocity. .............. ... , 4-20
.......... ...
( b ) I n e r t i a l f l i g h t - p a t h angle 4-21
4.3-3 I n e r t i a l f l i g h t - p a t h angle versus i n e r t i a l v e l o c i t y i n t h e
region of c u t o f f . .................... . 4-22
 Figure

5.3.3-1 Disturbance torques due t o misalignment of r e t r o r o c k e t s

o n M A - 5 . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Variation of cabin and suit temperature with time .....
, 5-14
Variation of cabin, s u i t , s t a t i c , and oxygen p a r t i a l
pressure with t i m e . ..... ............ .. . 5-15
5.571 Ground/air voice reception . . . . . . . . . . . . . . . . 5-16
5.6-1 I n v e r t e r temperatures . . . . . . . . . . . . . . . . . . 5-17
6.0-1 Calculateda\q values for t h e MA-5 launch, using t h e wind
p r o f i l e measured at launch ............... 6-2
7.0-1 P r e f l i g h t p i c t u r e of Enos ................. 7-e3
7.0-2 General configuration of couch and psychomotor apparatus. . 7-9
- Onboard record of physiological and psychological d a t a
.. ........
7.0-3
after 87 minutes of weightlessness 7-10

7.0-4 Onboard record of physiological and phychological d a t a

a f t e r 39 minutes. ..... . ............ 7-11
7 0-5 Record from a monitoring s t a t i o n showing premature
v e n t r i c u l a r contract ions . . . . . . . . . . . . . . . 7-12

7.0-6 Composite diagram c o r r e l a t i n g electrocardographic

blood pressure and performance d a t a during pre-
mature v e n t r i c u l a r contractions. ........... 7-13
 V

Figure Page

8.3-1 Radar coverage. f i r s t o r b i t .................. 8-22

8.3-2 Radar coverage. second o r b i t . . . . . . . . . . . . . . . . . 8-23
8.3-3 Telemetry reception during f i r s t o r b i t . . . . . . . . . . . . 8-24
8.3-4 Telemetry reception during second o r b i t . . . . . . . . . . . . 8-25
8.3-5 Air/ground voice reception . . . . . . . . . . . . . . . . . . 8-26
9.1-1 Recovery areas and s h i p locations . . . . . . . . . . . . . . . 9-3
9.2-1 D e t a i l s of landing a r e a 8. . . . . . . . . . . . . . . . . . . 9-4
9.2-2 Pnotograph showing capsule p r i o r t o pickup . . . . . . . . . . 9-5
9 2-3 Pnotograph showing capsule being h o i s t e d aboard recovery s h i p . 9-6
10.1-1 MA-5 capsule a f t e r f l i g h t . . . . . . . . . . . . . . . . . . . 10-21

. 10.1-2 MA-5 a b l a t i o n s h i e l d a f t e r f l i g h t . . . . . . . . . . . . . . . 10-22

.
io 3-1 Launch-site wind d i r e c t i o n and speed a t launch . . . . . . . . 10-23
10 7-1 Cape o p t i c a l tracking during launch phase . . . . . . . . . . . 10-24
 LIST OF TABLES

Table Page

4.1-1 SEQUENCE OF EVENTS ........ ....... 4-4

4.2-1 COMPARISON OF PLANNED AND ACTUAL TRAJECTORY
PARAMETERS. . . . . . . . . . . . . . . . . . 4 - 5
8.3-1
8 - i4
8 3-2 TRAJECTORY PARAMEZEES DISPLAYED I N MERCURY
CONTROL CENTER (MCC) ...... .. .. .. 8 - 15
8.3-3 TELEMETRY RECEPTION SUMMARY . . . . . . ... 8 - 16
8 3-4 AIR/GROUND VOICE RECEPTION SUNMAElY . . . . . . 8 - 18
8.3-5 COMMAND-CARRIER SUMMARY. . . . . . . . . . . . 8 - 19
- 8.3-6 CAPSULE-CLOCK-COMMAND SUMMARY. . . . .. 8 - 20
8.3-7 CAPSULE COMMAND FUNCTION SUMMARY . . . . . . . 8 - 21
i o . 6-1 INSTRUMENTATION AND RECORDING SYSTEM
.... ..........
C A P S U L E 9 (MA-5). io - 6
10.7-1 AMR OFTICAL COVERAGE OF LAUNCH PHASE . . . . . io - 17
 N O T I C E

LIFT-OFF TIME (2” MOTION) FOR THE MA-5 FLIGHT W A S

10:07:57.05 EST. RANGE ZXRO TIME W A S ESTABLISH.ED A S

10:07:57.00 EST. ALL TIMES REFERRED TO I N THIS REPORT

ARE I N ELAPSED TIME I N HRS:MIN:SEC FROM RANGE ZERO,

UNLESS OTHERWISE NOTED.
 Page 1 - 1

The second Mercury o r b i t a l space f l i g h t (MA-5) w a s s u c c e s s f u l l y

made on November 29, 1961, from the Cape Canaveral Missile Test
Center. The occupant of t h e Mercury capsule f o r t h i s f l i g h t w a s a
39 pound chimpanzee named 0Enos”.

The f l i g h t w a s planned f o r t h r e e o r b i t s and w a s t h e f i f t h of a series

u t i l i z i n g Mercury capsules and A t l a s b o o s t e r s . This s e r i e s of f l i g h t s
w a s designed t o demonstrate t h e performance of t h e Mercury capsule,
i t s components, and t h e capsule--booster c m b i n a t i o n for missions
culminating i n manned o r b i t a l f l i g h t . Further objectives of t h e
MA-5 f l i g h t w e r e t o evaluate t h e Mercury Network and recovery op-
e r a t i o n s f o r manned o r b i t a l f l i g h t .

IA general, booster, capsule, and Network systems functioned w e l l

during t h e mission. However, during t h e second o r b i t t h e Network
d e t e c t e d and v e r i f i e d trouble of s u f f i c i e n t magnitude with t h e
capsule c o n t r o l system t o preclude probable successl”u1 completion of
a t h i r d o r b i t . Accordingly, a r e t r o f i r e c m a n d w a s transmitted t o
t h e capsule t h a t r e s u l t e d i n t h e capsule landing i n t h e s e l e c t e d a r e a
a t t h e end o f t h e second o r b i t . The capsule w a s located and r e -
t r i e v e d promptly by t h e recovery forces and found t o be i n good
condition.

The chimpanzee performed h i s assigned t a s k s without experiencing

any d e l e t e r i o u s e f f e c t s during the mission and w a s recovered i n
e x c e l l e n t condition.

All objectives of t h e f l i g h t t e s t , with t h e exception of t h e c m -

p l e t i o n of t h e t h i r d o r b i t , were a c c m p l i s h e d .
 Page 2 - 1

2.0 MISSION DESCRIPTION

The VA-5 f l i g h t w a s planned f o r 3 o r b i t s with a 39 pound chimpanzee

named "ELOS 'I on board. Unscheduled prelaunch holds t o t a l e d about
158 n i n u t e s . YJO n a j o r problems with t h e capsule or b o o s t e r occurred
d w i n g t h e co-mtdown. The vehicle was launched a t approximately
10:08 e . s . t . , Xovember 29, 1961, about 5 hours after t h e chimpanzee
had been placed i n t h e capsule.

Booster i g n i t i o n , l i f t - o f f , r o l l and p i t c h programming, and s t a g i n g

were s a t i s f a c t o r y . Rooster v i b r a t i o n w a s similar t o t h a t encountered
i n previoas f l i g h t s w i t h t h e exception t h a t t h e 10 cps v i b r a t i o n
measured OP t h e MA-4 f l i g h t was not experienced. Some anomalies i n
t h e c a p u l e scazner ignore s i g n a l s were detected during powered f l i g h t
as on previous f l i g h t s . The f l i g h t conditions a t c u t o f f were accept-
able w i t h d i f f e r e n c e s from planned values as follows: v e l o c i t y ,
-9 f t / s e c ; f l i g h t - p a t h angle, -0.07 deg; a l t i t u d e , -0.2 n a u t i c a l
m i l e s . l k e noise i n t h e guidance system w a s about one-half of t h a t
experienced on t h e MA-4 f l i g h t , and a l l of t h e AZUSA &d GE-Burroughs
dat,a were i n t h e "GO" region at c u t o f f . The perigee and apogee of
t h e o r b i t were lower than planned by - . 5 n a u t i c a l m i l e s and 5.4
n a u t i c a l miies, respectively.

Capsule separation, rate damping, and turnaround w e r e accomplished

s a t i s f a c t o r i l y . Performance of t h e capsule systems, as monitored
by t h e Mercury Network s i t e s , was s a t i s f a c t o r y u n t i l soon a f t e r t h e
begirning of t h e second o r b i t when r e p o r t s from successive s i t e s
i n d i c a t e d s t e a d i l y rising i n v e r t e r , cabin, and s u i t temperatures.
Midway through t h e second o r b i t t h e s i t e s a l s o reported i n d i c a t i o n s
t h a t t h e capsule automatic control system w a s not maintaining r o l l
a t t i t u d e i n t h e o r b i t mode of operation. Information fram t h e H a w a i i
s i t e confirmed t h e i n t e r m i t t e n t loss of o r b i t mode due t o r o l l ex-
cursions and t h e decision was made t o ccamnand r e t r o f i r e i f t h e
prabierr, s t i l l e x i s t e d when t h e cagsule came under t h e s u r v e i l l a n c e
of t h e C a l i f o r n i a s i t e . Accordingly, t h e r e t r o f i r e command w a s
t r a n s m i t t e d from t h e California s i t e on s i g n a l from MCC a t 03:00:15.
The sequence of events and f l i g h t from r e t r o f i r e through r e e n t r y t o
landing were Lorma1 ar?d t h e capsule landed i n t h e selected recovery
area a$ t h e ezd of t h e second o r b i t . Recovery w a s c m p l e t e d one
honr and 1 5 niirmtes a f t e r landing by a destroyer. P o s t f l i g h t i n -
s p e c t i o n showed t h e capsule t o be i n g o d condition except f o r a
stopped uy low-roll t h r u s t e r which accounted f o r t h e loss of roll
co:if;roi i n t h e o r b i t mode during t h e mission. P o s t f l i g h t exami-
n a t i o n of t h e capsule onboard records has s u b s t a n t i a t e d t h e r e p o r t s
received from tLe Network during t h e mission.
The chimpanzee's performance of all t a s k s during t h e mission compared
favorably with t h e p r e f l i g h t b a s e l i n e s e s t a b l i s h e d thus showing no
d e l e t e r i o u s e f f e c t s of t h e space environment. The physiological
responses were as expected and t h e data have not shown any contra-
indications t o a manned o r b i t a l mission. P o s t f l i g h t examination of
t h e chimpanzee showed hFm t o be i n good condition.

Telemetry. reception a t t h e Mercury Network s t a t i o n s w a s e x c e l l e n t ,

w i t h most s t a t i o n s reporti&? contact times equal t o or g r e a t e r than
horizon-to-horizon periods. Radar t r a c k i n g , both C- and S-band, w a s
generally s a t i s f a c t o r y . Voice communication t o and f r m t h e capsule
was s a t i s f a c t o r y . Command-system performance w a s s a t i s f a c t o r y .

J)
A . .
" '
 Page 3 - 1

3.0 VEHICLE DESCRIPTION

Capsule.- Capsule no. 9 was u t i l i z e d for t h e MA-5 inission. The

capsule was of t h e 'new' configuration which i s t o be used i n
f u t u r e missions. Primary differences between t h i s capsule and
t h e capsule fiann on t h e MA-4 mission are noted below:

(a) The landing. bag was i n s t a l l e d .

(b) A p o s i t i v e lock was i n s t a l l e d on t h e oxygen emergency-

rate handle.

( c ) A l a r g e viewing window was i n s t a l l e d j u s t above t h e

a s t r o n a u t ' s head i n s t e a d of t h e c i r c u l a r s i d e windows (This l a r g e
window w a s flown previously on the MR-4 capsule.).

( d ) An explosive-release type hatch w a s i n s t a l l e d i n s t e a d

of t h e bolted-on hatch (The explosive hatch w a s flown previously on
t h e MR-4 capsule, ).

( e ) The electrondc impact switches, such as were used i n t h e

ME-4 mission were eliminated.
(f ) The i n v e r t e r s were mounted on cold p l a t e s , and ducts..which
improve movement of cabin a i r i n .the v i c i n i t y of t h e i n v e r t e r s were
i n s t a l l e d . Plumbing w a s i n s t a l l e d t o permit cooling of t h e cold p l a t e s
w i t h Freon before f l i g h t and with water during f l i g h t .

( g ) Rate gyros were reworked t o incorporate a new, high

temperature l u b r i c a t i o n .

( h ) A r e l a y was added t o t h e tower-jettison rocket c i r c u i t r y

t o prevent f i r i n g of t h e tower(+jettbson 2bok'eti'until t h e escape-tower
b o l t s had f i r e d .

( i ) The manually operated ammeter switch w a s disabled and a

remotely-operated solenoid was addedito allow actuation of t h e ammeter
switch from the blockhouse.

( j ) A l a t c h i n g r e l a y was aclded t o l a t c h i n the number 2 s u i t

fan i n t h e event of f a i l u r e of the number 1 fan.
 The measured physical parameters f o r the capsule are shown
i n the t a b l e below:

Configuration
Parameter- Orbit Reentry Fl o w o n

Weight i n pounds 4205.15 2933.84 2645.12 2401.15

Center of
graQit y Z 16Q.87 120.67 124.14 iig .84
station, X .12 .06 05 -.lo
inches Y .01 .06 .01 .22
Moments of I, 351. 287. 276. 264.
inertia I
T 7752 609. 536. 360.
slug$t2 1; ~ 7760. 618. 545 369
 Page 3 -3
3.2 Booster.- The MA-5 booster no. 93-D w a s an A t l a s S e r i e s D modified
f o r the mission as on previous Mercury-Atlas f l i g h t s . A photograph
of t h e launch vehicle i s shown i n f i g u r e 3.2-1. Following a r e
modifications flown ( f i r s t time i n the Mercury-Atlas b o o s t e r s ) on t h e
MA-5 missTon.. These modifications a r e planned f o r f u t u r e Mercury-
Atlas f l i g h t s .

( a ) The 100-watt telemetry system w a s replaced by a 3-watt

t r a n s i s t o r i z e d lightweight u n i t .

( b ) A change was made t o t h e a b s t a i n e r Enkine Clutoff (SECO)

rind. the A i ~ x i l i a r yH ~ g i n eaiit.off ci.rcij.it,s (ASCI01 to allow t h e ASCO
s i g n a l from t h e Range Safety Command t r a n s m i t t e r (FRW-2) t o bypass
the programmer. This change was made t o minimize the p o s s i b i l i t y of
an overspeed o r b i t i n t h e ,event of a programmer malfunction. I n addi-
t i o n , t h r e e p a r a l l e l e d r e l a y s were added t o the engine r e l a y box t o
provide redundancy i n the SECO c f r c u i t .

( c ) The Q o r t gpnsing and implementation Skstem (ASIS) w a s

modified t o assure proper ASIS gperaiion i n t h e event of an ASIS a b o r t
coupled w i t h a P a i l e d Zener diode i n t h e ASIS.

( d ) A modification was made t o t h e Autopilot Programmer t o

a l l e v i a t e a 10 cps a a c i l h t i o n experiflnced i n t h e e a r l y portion of.
powered f l i g h t during t h e MA-4 mission. This modification consisted
of t h e following: From T-0 t o T+20 seconds a 4+3 f i l t e r was switched
i n t o t h e engine servo-amplifier feedback loop t o compensate f o r the
10 cps q s c i l l a t i o n , . ' - F r m W 2 0 seconhs onward t h e standard f i l t e r pro-
gram, c o n s i s t i n g of t h e following, remained unchanged: From T+20 *eo,- )

onds t o m85 seconds a 4+8 f i l t e r w a s switched i n and a t T+85\seconds

t h e 4+3 f i l t e r w a s again switched i n f o r the duration of powered f l i g h t .

( e ) A system w a s i n s t a l l e d f o r t h e purpose of monitoring the

a u t o p i l o t rate-gyro spin motors so as t o v e r i f y t h a t the gyros were
operating a t t h e c o r r e c t speed p r i o r t o l i f t - o f f . This change w a s
incorporated because indications point t o a t l e a s t two e a r l i e r m i s -
S s i l e s being destroyed due t o spin-motor malfunctions. One case
involved t h e spin motors not running a t a l l p r i o r t o l i f t - o f f . The
other involved the spin motors running a t only half speed.

-.'
 Page 3 -4

Figure 3.2-1.- Photograph of t h e MA-5 launch v e h i c l e a t l i f t - o f f .

I
 Page 4 - 1

4.0 EVENTS, TRAJECTORY, AND GUIDANCE

4.1 Sequence of events.- The times a t which t h e major events occurred

are given i n t a b l e 4.1-1.

4.2 Trajectory.- The ground t r a c k of the f l i g h t i s shown i n f i g u r e

4.2-1, and t h e altitude-longitude p r o f i l e i s shown i n f i g u r e 4.2-2.
The launch t r a j e c t o r y data, shown i n f i g u r e 4.2-3, a r e based on t h e
real-time output of t h e Range-Safety Impact-Predictor Computer (which
used AZUSA MK I1 and Cape FPS-16 radars) and t h e GE-Burroughs guidance
computer. The data from these tracking f a c i l i t i e s were used during
the time periods l i s t e d below:

Facility Time, Min :Sec

Cape Canaveral FPS-16 0 to 00:53

AZUSA MK I1 00:53 t o 01:07

GE -Burroughs 01:07 t o 05:03

The parameters shown for t h e planned launch t r a j e c t o r y were computed
using t h e 1959 A R E model atmosphere f o r consistency with other
published t r a j e c t o r y documents. The d e n s i t y of the Cape Canaveral
atmosphere i s approximately 10 percent higher than t h a t of t h e 1959
A R E atmosphere i n the region of maximum dynamic pressure (about
37,000 f e e t a l t i t u d e ) ; as a r e s u l t , the maximum dynamic pressure
expected would be about 10 percent higher than t h a t show'n as "planned".
For t h i s f l i g h t , t h e maximum dynamic pressure experienced w a s about
1 5 percent higher than that shown as "planned".
The o r b i t a l portion of t h e t r a j e c t o r y , shown i n f i g u r e 4.2-4, was
obtained by s t a r t i n g with t h e capsule p o s i t i o n and v e l o c i t y vector
during t h e f i r s t pass near Muchea as determined by t h e Goddard
computer (using radar data from Bermuda, Grand Canary I s l a n d s , and
Muchea) and i n t e g r a t i n g backward along t h e f l i g h t t o o r b i t a l i n -
sertion and forward along t h e f l i g h t t o t h e s t a r t of r e t r o f i r e a t
the end of the second o r b i t . These i n t e g r a t e d values were i n good
agreement w i t h the GE-Burroughs guidance system measured values a t
orbital. i n s e r t i o n and a l s o i n e x c e l l e n t agreement with p o s i t i o n and
velocity vectors determined by t h e Goddard computer f o r passes near
Eglin during t h e f i r s t pass (end of t h e f i r s t o r b i t and beginning of
the second o r b i t ) , Muchea during t h e second pass (second o r b i t ) ,
and H a w a i i during second o r b i t , thus e s t a b l i s h i n g t h e v a l i d i t y of t h e
integrated o r b i t a l portion of t h e t r a j e c t o r y .
Page 4 -2
The r e e n t r y p o r t i o n of the t r a j e c t o r y , shown i n f i g u r e 4.2-5, w a s
obtained by s t a r t i n g with t h e capsule p o s i t i o n and v e l o c i t y vector
near Eglin as determined by t h e GoddarCl computer and i n t e g r a t i n g
backward along t h e f l i g h t t o t h e end of r e t r o f i r e and forward along
the f l i g h t t o landing. These i n t e g r a t e d values a t t h e end of r e t r o -
f i r e were adjusted by adding the e f f e c t s of a nominal r e t r o r o c k e t
t o t a l impulse of 38,880 lb-sec a t nominal capsule a t t i t u d e s of -320
p i t c h ( f o r t h i s p a r t i c u l a r capsule) with zero roll and zero yaw,
and t h e r e s u l t s were i n good agreement with t h e o r b i t a l i n t e g r a t e d
values a t t h e s t a r t of r e t r o f i r e . The capsule a c c e l e r a t i o n s from t h e
i n t e g r a t e d r e e n t r y t r a j e c t o r y agree within reading accuracy with t h e
a c c e l e r a t i o n s measured by t h e onboard accelerometer; i n addition, the
times of 0.05 g and drogue chute deployment from t h e i n t e g r a t e d r e e n t r y
t r a j e c t o r y and from capsule onboard measurements agree within 1 and 2
seconds,respectively. This agreement between i n t e g r a t e d values and
independently measured values onboard t h e capsule serves t o v e r i f y the
v a l i d i t y of t h e i n t e g r a t e d reentry p o r t i o n of the t r a j e c t o r y . The - .
aerodynamic parameters f o r the planned and i n t e g r a t e d r e e n t r y
t r a j e c t o r i e s were computed using the MSC moCe1 atmosphere (NASA P r o j e c t
Mercury Working Paper No. 205) which i s based on Discoverer S a t e l l i t e
program d a t a above 50 n a u t i c a l mile a l t i t u d e , t h e 1959 ARDC model
atmosphere between 25 and 50 rrautical a i l e a l t i t u d e s , and t h e P a t r i c k
AFB atmosphere below 25 n a u t i c a l mile alt,itude.

I n t h e t r a j e c t o r y f i g u r e s t h e above i n t e g r a t e d values a r e labeled

.
'I a c t u a l "

A comparison of t h e planned a n d a c t u a l t r a j e c t o r y parameters i s given

i n t a b l e 4.2-1. The differences between t.he planned and a c t u a l
t r a j e c t o r y parameters a r e due t o the a c t u a l cutoff v e l o c i t y and
f l i g h t p a t h angle being lower than the p l a m e d conditions.

4.3 Guidance- The GE-Burroughs A t l a s guidance system guided t h e vehicle

t o an acceptable o r b i t . The performance of t h e guidance system near
s u s t a i n e r engine cutoff w a s marginal f o r t h e 88-D (MA-4)f l i g h t due
t o excessive noise i n t h e data., Eowever, f o r t h i s f l i g h t , 93-D
(MA-5), t h e amplitude of the r,oise v a r i a t i a n s appeared t o be about
h a l f t h a t experienced on 88-D ( Y i - 4 ) f o r t h e same e l e v a t i o n angles.
No explanation can be given at, t h i s time f o r t h e improvement i n t h e
d a t a . Improved downrange weather conditions m d a vigorous maintenance
inspection of t h e GE radar system Tollowing'the M-4 f l i g h t cobld be
c o n t r i b u t i n g f a c t o r s . The guidance system locked on the vehicle a t
OO:67 and l o s t lock a t 05:41 (41 seconds a f t e r SECO). As i n the MA-4
f l i g h t , the heading angle of t h e vehicle, a f t e r t h e programed roll
maneuver, w a s about 1.5 degrees north of t h e planned heading angle.
GE-Burroughs guidance s t e e r i n g was enabled a s planned a t 155 seconds
a f t e r l i f t o f f and t h i s 1.5 degree e r r o r w a s corrected.
La--
 Page 4- 3

I n f i g u r e s 4.3-1 t o 4.3-3, t h e v e l o c i t y and f l i g h t - p a t h angle a r e

shown i n the region of cutoff. GE-Burroughs d a t a a r e shown i n
figure L.3-1 and the data used i n t h e Range Safety Impact P r e d i c t o r
Computer ( I P 7090) a r e shown i n f i g u r e 4.3-2 t o i l l u s t r a t e t h e noise
l e v e l during t.he time of t h e GO/NO-GO computations. Both t h e GE-
Burroughs and AZUSA data show noisy v a r i a t i o n s i n t h e data; however,
the v a r i a t i o n i n t h e noise f o r t h i s f l i g h t w a s approximately half
t h a t experienced f o r the 88-D (MA-4)f l i g h t . The GE-Burroughs
guidance system gave a cutoff which w a s about 9 f t / s e c l o w i n
velocity and about 0.07 degrees low i n f l i g h t p a t h angle (see t a b l e
4.2-1). Expect,ed guidance cutoff would r e s u l t i n differences from
nominal of the order of 5 f t / s e c i n v e l o c i t y and about .O5 degrees
i n f l i g h t - p a t h angle. I n f i g u r e 4.3-3 these data a r e shown as
f l i g h t - p a t h angle versus v e l o c i t y . This i s t h e type of d i s p l a y used
by t h e F l i g h t Gynamics Officer i n t h e Mercury Control Center f o r t h e
o r b i t a l W/MO-C1-O decision, Both the GE-Burroughs and AZUSA data a f t e r
t h r u s t t a i l o f f a r e i n the GO region.

.. .
Page 4 -4
TABLE 4.1-1 SEQUENCE OF EVENTS

Planned Timea Actual Time Difference

-
Event Hr:Min:Sec Hr:Min:Sec Seconds

Booster-engine cutoff 00 :02 :11.4 00 :02 :10.2 -1.2

Tower release 00 :02 :34.2 00:02:33.8 -0.4

Escape-rocket 00 :02 :34.2 00:02:33.8 -0.4
firing

Sustainer-engine cutoff 00:05 :00.4

discrete

Tail-off complete 00:05 :04 00:05 :02 -2.0

Capsule separation 00:05 :05 00:05 :02.9 -2.1

Retrofire initiation 03 :00 :04 03 :00 :15 +11.0

(two orbit mission)

Retro (left) no. 1 03:00:04 03:OO:Sj +11.0

Retro (bottom) no. 2 03 :00 :09 03:00:20 +11.0

Retro (right) no. 3 03 :00 :14 03:00:25 . +11.0

Retroassembly j ettison 03 :01 :04 O3!01:14 +10.0 (+Lop

0.05 g relay 03 :09 :57 03 :09 :41 -16.0 (+i.o)b

Drogue chute deploy 03 :15 :54 0 3 1 5 :36 -18.0 ( -2.0)b
Main chute deploy 03:16:31 03 :16 :09 -22.0 (+Lop
Main chute jettison 03 :2 1 :19 03 :20 :59 -20.0 (+Lop
(water impact)

"Preflight calculated, based on nominal Atlas performance.

bThe numbers in parentheses show the difference between the actual

event and the postflight-calculated reentry event times based on
actual insertion paramete s.
k , i.ri

, 4
 Page 4 - 5

TABLE 4.2-1 COMPARISON OF PLANNED AND ACTUAL TRAJECTORY PARAMETERS

CONDITION AND QUANTITY PLANI@D AC'I'UAL DIFFERENCE

CUTOFF CONDITIONS (Including

Tailoff) :

Range Time, Seconds 304.0 302.0 -2.0

Min :Sec 05 :04 05 :02
Geodetic Latitude, Deg North 30.4280 30 * 4597 0.0317
Longitude, Deg West 72 5235
9
72.4940 -0.0295
Altitude, Feet 528,496 527,152 -1347.0
Nautical Miles 87.0 86.8 -0.2
Range, Nautical Miles 436.6 438.5 1.9
Space-fixed Velocity, Feet Rer Sec 25695 0 25686 -8.7
Space-fixed F l i g h t Path Angke, Deg -0.0002 -0.0674 -0.0676
Space -f ixed Heading Angle, Deg
East of North 77 4398 -0.0465

ORBIT PARAMETERS:

Perigee Altitude, S t a t u t e Miles 100.1 99.5 -0.6

Nautical Miles 87.0 86.5 -0.5
Apogee Altitude, S t a t u t e Miles 153.8 147.4 -6.4
Nautical Miles 133 4 128.0 -5.4
Period, Min :Sec 88 :34 88 :26 -00 :08
I n c l i n a t i o n Angle, Deg 32.52 32 56 0.04

MAXIMUM CONDITIONS:

Altitude, S t a t u t e Miles . 153.8 147.4 -6.4

Nautical Miles 133.4 128.0 -5.4
Space-f ixed Velocity, Ft/Sec 25717 25710 -7.0
Earth-fixed Velocity, Ft/Sec 24400 24393 -7.0
E x i t Acceleration, g ' s 7.7 7:7 -7.0
Exit Dynamic Pressure, Lbs/Ft2 966* 1012 46.0
878** 144.0
E n t r y Deceleration, g ' s 7.6 7.7 0.1
E n t r y Dynamic Pressure, Lbs/Ft* 438 444 6.0
Page 4 - 6

TABU 4.2-1 COMPARISON OF PLBNNED AND CTUfYL TRAJECTORY P. RAMETERS

( CONCLUDGD)

CONDITION AND QUANTITY PLANNED ACTUAL DIFFERENCE

LANDING POINT: (Two-Orbit Mission)

Latitude, Deg:Min 28O49 ' N 2805 7 I Na 00008 ' N

Longitude, Deg: Min 66000 W 6 6 O O 4 Wa QOOO4 I W

*Based on Cape Canaveral atmosphere.

*Based on 1959 ARDC model atmosphere.

a"Actua1" landing coordinates shown above were those r e s u l t i n g from

t h e t r a j e c t o r y i n t e g r a t i o n . The r e t r i e v e 1 p o i n t 1 hour and 26
minutes a f t e r landing was reported as 29oO2'N and 65057'W by t h e
recovery s h i p (see s e c t i o n sj.O)..
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Capsule Control System.,
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Page 5 - 1
5.3
General.- The MA-5 c o n t r o l system program included c o n t r o l of t h e
capsule by means of t h e ASCS u n t i l 60 seconds after 0.05g and a f t e r
t h i s t i m e , t h e capsule was controlled by t h e RSCS. The system
performed s a t i s f a c t o r i l y u n t i l 2 : 2 0 : 0 0 at which t i m e t h e clockwise
l o w r o l l t h r u s t e r ceased t o give t h r u s t r e s u l t i n g i n t h e capsule
repeatedly breaking out of o r b i t m o d e . Retro f i r e w a s commanded
at t h e end of t h e second o r b i t and r e e n t r y was accomplished
successfully.

The problem areas of t h e c o n t r o l system were:

( b ) I n t e r m i t t e n t ignore s i g n a l s and erroneous outputs from

t h e roll horizon scanner.

5.3-1 Automatic s t a b i l i z a t i o n and c o n t r o l system (ASCS) .-

System description.- There were t h r e e modifications t o t h e ASCS
system for MA-5. They were:

( a ) Wiring changes t o program continuous horizon-scanner

slaving of t h e a l t i t u d e g y r o s .

( b ) Horizon scanner modification t o c l i p t h e s i g n a l t o

lower energy l e v e l s s o as t o discriminate against very cold clouds.
On MA-4 very cold clouds were i n t e r p r e t e d t o be space r a t h e r than
e a r t h by t h e scanner r e s u l t i n g i n erroneous outputs. The MA-5
roll-scanner clipping l e v e l w a s not set as low as desired because
of a noisy bolometer detector. I n a d d i t i o n t o t h e clipping l e v e l
change, provision was made t o record t h e bolometer d e t e c t o r out-
put s o as t o assess t h e temperature of t h e scanned a r e a s .

( c ) The l u b r i c a n t i n t h e rate gyros w a s changed t o a

higher temperature type.

The p i t c h horizon-scanner misalignment made t h e retrograde

a t t i t u d e 32' instead of t h e nominal 34'. No other discrepancies
e x i s t e d at launch.

5.3.2 Rate s t a b i l i z a t i o n and control system (RSCS) .-

System description.- There were no changes from t h e s p e c i f i c a t i o n
system. No discrepancies existed at launch.
 9

I Page 5 - 2
5.3.3 Flight description and a n a l y s i s . -

Boost phase.- The horizon scanners, as i n p a s t f l i g h t s l o s t t h e i r

ignore s i g n a l s during p a r t of t h e powered f l i g h t , presumably as a
r e s u l t of aerodynamic heating of t h e scanner covers. This l o s s of
ignore a t t h i s time w a s of no consequence.

Separation.- The capsule tumble r a t e s at separation were very

s m a l l . They were:

,roll +0.5 deg/sec

pitch +O.9 deg/sec

Yaw -0.3 deg/sec

Turnaround.- The capsule turnaround w a s normal requiring 34 seconds

t o drop i n t o o r b i t mode (00:05:42).

Orbit mode.- The o r b i t mode f’unctioned without break-out u n t i l

2:21:20 a t which t i m e low clockwise roll t h r u s t suddenly ceased.
The capsule then d r i f t e d i n t h e negative d i r e c t i o n i n roll d n t i l
a t -30° t h e permissive l i m i t was t r i p p e d and t h e ASCS system
reverted t o o r i e n t a t i o n mode of c o n t r o l . The capsule w a s brought
back t o z e r o i n a normal r o l l - t u x mmeuver a t which time t h e ASCS
a g a i n dropped i n t o o r b i t mode. %nis sequence w a s repeated i n
e s s e n t i a l l y t h e same manner nine times before r e t r o f i r e and once
between r e t r o f i r e and .O5g. Each break-out used approximately one
pound of hydrogen peroxide.

R e t r o f i r e . - Capsule a t t i t u d e s Fiere held within c l o s e l i m i t s during

r e t r o f i r e by t h e ASCS with indicated gyro angular ranges as follows:

r011 lo t o -lo
pitch -330 bo
A -34O

Yaw oo -50 -20

The retro-rocket misalignment torques a s derived from t h e slopes

of t h e r a t e t r a c e s a r e shown i n f i g u r e ( 5.3.3-1) The maximum
I

misalignment torques i n each axis a r e given below i n percent

of available c o n t r o l torque:

pitch -36%
 A' ..
Reentry damping.- A t 0.05g the ASCS r e e n t r y damping mode went i n t o
e f f e c t . The r a t e gyro indicated t h a t t h e rate w a s -9.5 deg/sec
(nominal program, -10 deg/sec). S i x t y seconds a f t e r 0.05g t h e
ASCS w a s turned o f f and t h e RSCS was turned on as programmed t o
r e e n t r y damping mode. The r a t e gyros indicated -5.7 t o -8.5
deg/sec roll r a t e (nominal RSCS prograrmned roll i s -7 deg/sec).

Horizon scanners.- I n general, horizon scanner performance w a s

s a t i s f a c t o r y f o r t h e MA-5 mission. "he p i t c h scanner-showed no
s i g n i f i c a n t erroneous outputs o r ignore s i g n a l s ; however, t h e roll
scanner d i d show some i n t e r m i t t e n t erroneous outputs and correspond-
ing ignore s i g n a l s during both o r b i t s . The majority of t h e poor
performance occurred during a 17-minute period i n each o r b i t with-
out a f f e c t i n g t h e mjssinn-

Use of t h e periscope camera film c o r r e l a t e d each roll scanner ignore

s i g n a l obtained i n daylight with cloud coverage, thus i n d i c a t i n g
scanner s e n s i t i v i t y t o cloud cover as on t h e MA-4 mission.

A s previously mentioned i n t h e system d e s c r i p t i o n s e c t i o n t h e r o l l

scanner signal-clipping l e v e l was not s e t as low as t h e p i t c h scanner
l e v e l ; consequently, t h e output was more s u s c e p t i b l e t o cold cloud
e f f e c t s ( s e e discussion i n MA-4 Postlaunch Memorandum r e p o r t ) . Studies
w i l l continue i n an e f f o r t t o c o r r e l a t e t h e s p e c i a l bolometer d e t e c t o r
recordings and t h e periscope and earth-sky photographs s o as t o con-
firm t h e e f f e c t s of cold clouds and o t h e r phenmena on t h e performance
of t h e horizon scanners.
Page 5 - 4
5.3.4 Reaction c o n t r o l system. - The Reaction Control System (RCS) d i f f e r e d
from t h e standard configuration i n t h a t t h e automatic-subsystem pro-
p e l l a n t tank and t h e manual-subsystem propellant tank were i n t e r -
connected t o form a s i n g l e propellant r e s e r v o i r . A 60 p s i check
valve was placed i n t h e interconnecting l i n e to; prevent u t i l i z a t i o n
of t h e propellant from t h e manual tank before a l l t h e propellant
from automatic tank was consumed.

N o discrepant conditions during prelaunch system s e r v i c i n g were

observed.

The system performance u n t i l 02:21:20 w a s normal with t h e l i m i t

cycle comparable t o t h a t experienced during t h e MA-4 mission,
and with a r a t h e r random d i s t r i b u t i o n of pulses per cycle. After
02:21:20 t h e l o w clockwise-roll t h r u s t chamber ceased t o produce
t h r u s t and, as discussed i n s e c t i o n 5.3.3, t h e c o n t r o l system
repeatedly reverted t o o r i e n t a t i o n mode of operation. P o s t - f l i g h t
examination of t h e low clockwise roll t h r u s t chamber assembly re-
vealed t h a t t h e metering o r i f i c e of t h e t h r u s t chamber was plugged
with what appeared t o be a m e t a l l i c chip. Examination of t h e
solenoid screen and t h e first f i l t e r screen of t h e heat b a r r i e r
showed them t o be i n t a c t and i n order; t h e r e f o r e , it i s concluded
t h a t t h e p a r t i c l e w a s present i n t h e heat b a r r i e r and found i t s
way i n t o t h e o r i f i c e during t h e mission.

f i e 1 coneumption f o r various maneuvers during t h e mission i s pre-

sented i n t h e following t a b l e .

Time Maneuver or Mode Fuel Used, Fuel R e -

Lbs .* m a i n i ng
Lbs .*
0 :00: 00 Launch 61.5

0:05:05 - 0:05:40 Damping and turnaround 6.0 55.5

0:05:40 - 2:23:30 Orbit mode 1.5 54 .O
2:23:30 - 3:00:15 Breakouts from o r b i t 9.5 44.5
3:00:15 - 3:09:41 Retro t o .O5g 3.5 41.0

3:09:41 - 3:15:36 .O5g t o drogue 1.5 39.5

3:15:36 - 3:16:09 Drogue t o main 9.5 30.0

3:16:09 - Jettisoned a t main deploy 30.0 0

M a "')

61.5
*Accuracy estimated t o be 11.5 l b s .
The o v e r a l l system performance w a s s a t i s f a c t o r y with t h e exception
of t h e malfunction of t h e l o w clockwise roll t h r u s t e r caused by
t h e plugged metering o r i f i c e . This emergency condition was
c o r r e c t l y counteracted by t h e t h r u s t e r s which remained operational,
at t h e expense of high f u e l consumption rate due t o a repeated
l o s s of o r b i t a t t i t u d e and reversion t o o r i e n t a t i o n mode of
operat ion.

A preliminary a n a l y s i s of t h e d a t a from t h e MA-5 f l i g h t has not

provided any s i g n i f i c a n t information which would explain t h e
apparent t h r u s t e r malfunction experienced on t h e MA-4 f l i g h t .

The clockwise and counterclockwise roll and t h e l e f t yaw H202

feed l i n e s were instrumented f o r temFerature d a t a .

The analysis of t h e f l i g h t data p e r t a i n i n g t o t h e t h r u s t e r operation

and t h e t h r u s t e r feed-line temperatures showed t h a t t h e high feed-
l i n e temperatures d i d not degrade t h r u s t e r performance. This was
f u r t h e r substantiated by t h e t e s t performed on t h e ground with t h e
counterclockwise r o l l t h r u s t chamber assembly smlvaged from
Capsule 9. The t h r u s t e r performance f o r a s e r i e s of t e n p u l s e s ,
0.2 seconds i n duration,was s a t i s f a c t o r y with t h e feed l i n e tempera-
t u r e of 2200F. The high feed-line temperature was achieved with t h e
a i d of heating apparatus since t h e periodic- pulsing of t h e t h r u s t e r
had no s i g n i f i c a n t e f f e c t on t h e feed-line temperature.

The temperature experienced by t h e roll feed-lines during t h e f l i g h t

d i d remain e s s e n t i a l l y constant when t h e t h r u s t e r assembly w a s turned
away from t h e sun, and r o s e at a steady r a t e when t h e t h r u s t e r
assembly faced t h e sun.

It i s impossible t o p r e d i c t t o what value t h e r o l l feed l i n e temper-

a t u r e would u l t i m a t e l y r i s e i n 3 o r b i t s because t h e orbit-mode cycle
was interrupted and t h e reversion t o t h e o r i e n t a t i o n mode of c o n t r o l
provided a d d i t i o n a l Line cooling. During each o r i e n t a t i o n maneuver
t h e roll feed l i n e temperature dropped approximately 15'F and t h e
subsequent r i s e never achieved t h e peak of 150°F experienced p r i o r
t o t h e first l o s s of o r b i t a l a t t i t u d e . The maximum tenperature of
t h e roll feed l i n e s was approximately 1 8 0 and ~ ~ w a s experienced
during re-entry. Highest temperature experiencedin o r b i t on t h e l e f t yaw
feed l i n e was 9802' and a 140°F reading was r e g i s t e r e d after r e e n t r y .

The temperatures o f t h e H202 feed l i n e s as experienced on t h i s f l i g h t

exceeded t h e design l i m i t s of t h e system. Although no adverse e f f e c t s
w e r e experienced by t h e system as a result of excessive l o c a l h e a t i n g ,
i n v e s t i g a t i o n of t h i s matter i s continuing.
5.4 Environmental c o n t r o l system.- The system as flown i n t h e MA-5 mission
(capsule 9 ) w a s t h e same as t h a t flown i n t h e MA-4 mission (capsule 8A)
with t h e following exceptions:

( a ) A check valve w a s i n s t a l l e d i n t h e i n l e t snorkel l i n e between

t h e negative pressure r e l i e f valve and t h e inflow snorkel valve.

( b ) An outflow f l a p p e r type check valve w a s i n s t a l l e d i n l i e u

of a n outflow snorkel b a l l .

( e ) The primary and secondary oxygen b a t t l e s were p e s s u r i z e d

t o the s p e c i f i c a t i o n pressure of 7500 p s i i n s t e a d of 3000 p s i . This
w a s the f i r s t f l i g h t with t h e s p e c i f i c a t i o n pressure i n t h e oxygen
bottles.

( d ) A redesigned, p o s i t i v e l a t c h i n g type oxygen emergency r a t e

handle was provided.

(e) A functioning water s e p a r a t o r was provided f o r t h e first

time.

(f) A chimpanzee was flown i n l i e u of a mechanical crewman

s imulat o r .

( g ) A 5 p s i cabin d i f f e r e n t i a l - p r e s s u r e r e l i e f valve w a s
installed.

5.4.1 Cabin a i r temperature.- The v a r i a t i o n with time of cabin a i r temperature

i s shown i n f i g u r e 5.4.1-1. The temperature, measured behind t h e in-
strument panel, i n d i c a t e s a general r i s e , a f t e r launch, t o a l e v e l of
around 100°F which was maintained u n t i l t h e r e e n t r y h e a t pulse occurred.
The approximate l e v e l of 100°F i s higher than t h e expected range of
6 0 ° - 9 0 0 ~ because of v a r i a t i o n s i n heat inputs from t h e cabin equip-
ment, poor cabin air c i r c u l a t i o n and p o s s i b l e marginal h e a t ex-
changer performance based on t h e p r e s e t t i = of' t h e water valve t o
8 t h q r e t i c a l value. The cycling of cabin tem$erature shows some
c o r r e l a t i o n with t h e e x t e r n a l environment of e x i t - f l i g h t heating
and o r b i t a l f l i g h t i n s u n l i g h t and darkness.

5.4.2 S u i t i n l e t temperature. - !&e s u i t i n l e t temperature ( f i g u r e 5.4.1-1)

i n d i c a t e s t h a t t h e s u i t h e a t exchanger functioned properly and
maintained t h e temperature a t an acceptable l e v e l up t o approximately
13 hours from l i f t - o f f . A t t h i s time an unaccountable temperature
r i s e s t a r t e d . This temperature r i s e may b e due t o f r e e z i n g of water
i n t h e f e l t pad of t h e h e a t exchanger or p o s s i b l y i n t h e overboard
exhaust duct opening. From approximately 02:45:00 t o 02:55:00 t h e
p l o t i n d i c a t e s t h a t t h temperature had tended t o l e v e l o f f . This
&%
9

.$ - --a
 level-off tendency, coupled with a level-off i n chimp body tempera-
t u r e , would have permitted a t h i r d o r b i t i n s o f a r as t h e l i f e - s u p p o r t i n g
system and t h e chimpanzee were concerned.

5.4.3 S u i t and cabin pressures.- Suit and cabin pressures (Figure 5.4.3-1)
maintained t h e i r nominal values f o r t h e e n t i r e f l i g h t with no s i g n i f i -
cant deviations. The new cabin d i f f e r e n t i a l pressure r e l i e f valve
functioned properly t o maintain t h e 5 p s i d i f f e r e n t i a l across t h e capsule
s t r u c t u r e u n t i l repressurization occurred during r e e n t r y . The approxi-
mate cabin leakage f o r t h e o r b i t a l phase of t h e mission was 1670 cc/min
compared t o t h e s p e c i f i c a t i o n value of 1000 cc/min.

5.4.4 Oxygen p a r t i a l pressure.- The data from t h e oxygen p a r t i a l pressure

transducer, used i n t h e f l i g h t , are questionable i n view of an
apparent o f f - s c a l e reading during e a r l y powered f l i g h t and a probable
c a l i b r a t i o n s h i f t during o r b i t a l f l i g h t . A meaningful p o s t f l i g h t
c a l i b r a t i o n of t h i s conducer cannot be made due t o t h e f a c t t h a t i t s
u s e f u l l i f e has been exceeded. The c a l i b r a t i o n s h i f t found i n t h i s
mission and i n previous m i s s i o n s i s believed due t o t h e overpressure
t o which t h e transducer i s subjected during t h e 5 p s i g s u i t c i r c u i t
leakage check. This 5 p s i g pressure overdrives t h e transducer beyond
i t s m a x i m u m range of 15 psia, thereby apparently producing a permanent
c a l i b m t i o n s h i f t . No method h a s been devised t o prevent t h e t r a n s -
ducer from being subjected t o t h i s overpressure.

5.4.5 Oxygen supply pressure.- ?“ne primary oxygen supply pressure showed no
oxygen usage from l i f t - o f f t o j u s t p r i o r t o t h e time of inflow
snorkel valve opening and emergency mode operation during descent.
The expected oxygen usage w a s apparently o f f s e t by cabin a i r tempera-
t u r e e f f e c t s on t h e b o t t l e s . The secondary oxygen b o t t l e was s i m i l -
a r l y a f f e c t e d . Raising t h e b o t t l e temperature 1°F w i l l cause a
pressure build-up i n t h e b o t t l e of approximately 18 p s i . A cabin
temperature d i f f e r e n t i a l of approximately 20°F ( f r o m l i f t - o f f of
8 1 O ~t o approximate o r b i t a l s_tabiliza;tion temperature of 10l°F) would
r e s u l t i n a 360 p s i increas’e ig b o t t l e 5resSu2-e. %is i n c r e a s e i n
b o t t l e pressure along with telemetry accuracy i s s u f f i c i e n t t o o f f s e t
t h e expected primary b o t t l e pressure decay of 180 p s i per hour.

5.4.6 Coolant quantity. - Coolant-quantity measurements indicated no water

usage probably because of temperature e f f e c t s on t h e coolant
q u a n t i t y oxygen pressurizing b o t t l e .
Page 5 -8
5 *5 Capsule communications.- The capsule communication system aboard
t h e MA-5 capsule w a s e s s e n t i a l l y t h e same as t h a t used on t h e MA-4
mission, except f o r t h e following: (1) A phase-shifter was added
t o the MA-5 C-band beacon system, and ( 2 ) t h e MA-5 HF voice
system was changed t o allow HF system use a f t e r tower separation
r a t h e r than a f t e r capsule separation. The playback t a p e recorder
w a s programmed s o t h a t capsule voice could be transmitted f o r
35 secondswith 55 seconds s i l e n c e between each transmission.
Voice transmission from capsule playback recorder "A" stopped
during r e e n t m when t h e takeup r e e l jammed. This malfunction
was confirmed during t h e p o s t f l i g h t inspection. Playback r e -
corder "B" operated s a t i s f a c t o r i l y f o r t h e e n t i r e mission.

Voice communications.- Voice communications with t h e capsule were

sat i s f ac t ory.
The ground-to-air coverage w a s generally good, and w a s continuous
on HF during t h e 2nd o r b i t . Times of reception a r e shown i n
figures 5.5-1.

The air-to-ground coverage w a s generally s a t i s f a c t o r y , with t h e

capsule averaging 6 minutes within range of a s t a t i o n on UHF
and longer on HF. See s e c t i o n 8.3.3 for a more d e t a i l e d d i s -
cussion.

Radar beacons .- Performance of C-band and S-band r a d a r beacons

w a s s a t i s f a c t o r y . See s e c t i o n 8.3.1 f o r a d d i t i o n a l discussion
of r'adar beacon performance.

Location aids.- Recovery f o r c e s reported t h a t t h e standard SARAH

w a s n o t received, but t h a t t h e u l t r a SARAH and t h e UHF/m s i g n a l s
were received. The range of reception reported w a s lower than
expected; however, it i s believed t h a t t h e receiving c r a f t w a s
a t close range when t h e UHF/DF and u l t r a SARAH t r a n s m i t t e r s
began r a d i a t i n g .

The capsule standard SARAH was t e s t e d a f t e r f l i g h t and w a s found

t o be operating normally.

Command receivers.- The command r e c e i v e r s operated s a t i s f a c t o r i l y

and performance compared favorably with t h a t experienced during
t h e MA-4 mission. The f l i g h t r e s u l t s t o date (MA-4 and MA-5)
indicate t h a t 95% of commands w i l l be received out t o 300-400 n.m.
from t h e low-power t r a n s m i t t e r , and out t o about 600 n.m. from t h e
high-power t r a n s m i t t e r . See s e c t i o n 8.3.4 f o r a d d i t i o n a l d e t a i l s
of command system performance.

CONFIDENTIAL
 -
E l e c t r i c a l w-d Sequential. m e caps-de e l e c t r i c a l and s e q u e n t i a l
systems operated s a t i s f a c t o r i l y throughout the mission.

E l e c t r i c a l System.- " h e quantity and r a t i n g of b a t t e r i e s were idwi-

t i c a l t o txose f b m i n t h e MA-4 mission and consisted of ttmx
300i)-xajtt-hom and t h r e e 1500 watt-hour b a t t e r i e s . The standby-
.battery switch w a s flown ir, the "manual" position, p a r a l l e l i c g t h e
nai2 m d standby busses, as w a s dolze i n t h e MA-4 m i s s i m .

Tit? maic-bzs Dc voltage was about 24.6 V a t l i f t - c f f , gradually

dri3pped t o 22 V at 01:45ZOO, and maintained t h i s voltage f c r t h e re-
mainder of the f l i g h t . These voltages were acceptable and were ES
expected. ?"ne DC c u r r e n t a t l i f t - o f f was about 25.6 amps m-3 aver-
----- 29 5 - q ~dipiog t.-&0~t:tt.
~ c m dshm+
-o-- period-, m-esp ~ i ~ r y eI,.?ve:-is,
~ t ,
somewkat lower t h a r experiewed on t h e MA-4 mission,9 were as uxpectei2n
Sigh b.l;t mariilgeable cl-rrent surges were e x p r i e n c e d a t capsule e e p
matior_ ma r e t r o r a c k e t f i r i n g as on previous Mercury f l i g 5 t . s .

Che-okm squib f m e s were used i n a l l s q u i b - f i r i n g c i r m i t s . Afte?

f l i g n t , <le following fuses were found t o be b l m ; a l s o s h m f o r
comparison i s t.ke condition of f u s e s tha.t performed a similaz f'mct.ioc
i n t h e MA-4 z i s s i o n :

Fuse Fuse
Fuse Eating MA-$ E a t iLng m-4
Emerg. =it. 1o w Blown 5 -* Elo-bx
fcir. eject.
#i? % t r m o c k e t 1 ohn* Bl0Ii-n 1 0-m* E'ot b ICGE:
$2 Retrorocket 1 ohm" B l m 5 w= Bl3m-
#1 Retrorocket 1ehF Blown 5 anrp= Blom
& Retrorocket 1o h H Blown 5 rnlT3H Blrx-r,
Energ. lag. bag 1 ohm* Bl0WT-l mat KOt

* Iriline fuse
** Sw. fuse panel
S e c p e n t i s l System.- The s e q c e n t i a l system used i n t h e MA-5 c a y d e
w a s esse;itially the specificatlor? system designed f o r capsules Nc. 9
and up. The laimck, o r b i t , and escape portion, as w e l l as the retzo-
grade portion of t h i s system w a s e s s e n t i a l l y t h e same as flum i n t h e
MA-4 mission. The recovery p o r t i o n of t h i s system w a s essentia1l.y
t h e same as t h a t flm i n the MR-4 mission. 'Ilhe main d i f f e r e n c e
befxeen the s e q u e n t i a l system flGWn i n MA-5 and t h e s p e c i f i c a % i o n
system i s the automatic sequencing of t h e following m a a l overide
flurxtions as a backup f o r the r o m a l functions:
Page 5 - 10
( a ) Capsule-to-adapter clamp-ring explosive b o l t f i r i n g

(b ) Capsule- t 0- escape-t ower c lamp-r ing explos i v e b o l t f i r i n g

(c) Retrograde-rocket f i r i n g

(d) Drogue chute deploy

I n v e r t e r s . - The main i n v e r t e r s operated s a t i s f a c t o r i l y throughout t h e

m i s s i o n even though t h e i r temperatures r o s e a t a higher rate t h a n ex-
pected. A s shown i n figure 5.6-1 t h e temperatures, which w e r e satis-
f a c t o r y at l i f t - o f f , 0r a p i d l y increased u n t i l a g l a t e a u w a s apparently
reached at about l 9 O F, ' s l i g h t l y below t h e q u a I i f W a t i o n kgmperature,
a t about t h e t i m e of r e t r o f i r e .

Both o f t h e main i n v e r t e r s were mounted on cooling p l a t e s designed t o

furnish on-the-pad cooling with Freon and l a t e r modified t o f u r n i s h
i n f l i g h t cooling with water. Ground t e s t s of t h i s cold p l a t e
i n s t a l l a t i o n had indicated t h a t s a t i s f a c t o r y cooling would be pro-
vided by t h e s e p l a t e s , unless t h e water overboard-dump f r o z e . Freezing
of t h e overboard-dump during t h e s e ground t e s t s r e s u l t e d i n i n c r e a s e s
i n i n v e r t e r temperature at a lower r a t e t h a n obtained during t h i s
mission. . .
5.7 Capsule Mechanical System.- All mechanical, rocket, and pyrotechnic
functions were accomplished as planned, and no major malfunctions
were detected. Details o f component performance are discussed i n
t h e following paragraphs.

Parachutes.- The drogue parachute was not recovered; however, t h e

earth-sky camera film shows a p o r t i o n of t h e drogue and it appeared
t o b e undamaged and functioning normally. The main parachute
w a s not recovered. Photographs from t h e periscope and e a r t h and
sky camera show t h e pwachute t o be undamaged and functioning
normally

From capsule onboard measurements of event t i m e s and s t a t i c

pre.c.8i-ivpj t.hp d-rngje anrj main pmzch1lf.e d ~ p l n y e dat. p r p i _ ~ p p
a l t i t u d e s of 21,000 and 10,000 f e e t r e s p e c t i v e l y based on t h e
1959 MDC Model Atmosphere. These a l t i t u d e s are within t h e
*
s p e c i f i c a t i o n s l i m i t s of 21,000 - 1500 f o r t h e drogue and 10,600
* 750 f o r t h e main parachute.
Rockets and %otechnics .- A p o s t f l i g h t examination of t h e capsule
and a n a l y s i s of t h e d a t a indicates t h a t a l l rocket and pyrotechnic
functions were accomplished as intended. It cannot be determined
whether c e r t a i n pyrotechnics a c t u a l l y f i r e d ( f o r example, redundant
clamp-ring b o l t s , tower-jettison r o c k e t ) s i n c e t h e a v a i l a b l e evidence
shows only t h a t t h e resulting function w a s s a t i s f a c t o r y . A s i n t h e
MA-4 f l i g h t , v a r i a t i o n was found i n t h e amount of blackened deposits
on t h e capsule-adapter umbilical disconnects and retro-rocket
umbilical disconnects. This v a r i a t i o n could be i n t e r p r e t e d t o
i n d i c a t e t h a t on some disconnects only one squib m a y have f i r e d ;
t h e evidence, however, i s inconclusive. Separation of t h e s e umbilical
disconnects was apparently properly accomplished. A l l squibs which
could be examined a f t e r t h e f l i g h t were found t o have been f i r e d .

Explosive-Actuated Hatch.- After t h e capsule w a s brought aboard t h e

recovery ship approximately 1 ; hours after landing, t h e capsule
hatch w a s remoired by t h e normal procedure of p u l l i n g t h e e x t e r n a l
lanyard which causes i g n i t i o n o f t h e explosive charge i n t h e r e -
l e a s e mechanism. It i s reported t h a t t h e mechanism worked properly.
This was t h e second f l i g h t u t i l i z i n g an explosive-actuated hatch
mechanism, t h e f i r s t use being on t h e MR-4 mission during which t h e
r e l e a s e mechanism actuated unexpectedly s h o r t l y after landing.
Page 5 - 12
-
9' .'vis-

Landing Bag.- Based on t h e a v a i l a b l e evidence, it i s believed t h a t

t h e landing bag and associated mechanisms operated properly.
Landing damage t o t h e bag and capsule w a s minor, and i s discussed
i n section 10.1. From recovery motion p i c t u r e s , it has been d e t e r -
mined t h a t both of t h e broken s t r a p s broke during t h e recovery
operat ion.
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 Page 6 - 1
6.0 BOOSTER PERFORMANCE

A l l booster systems performed s a t i s f a c t o r i l y . The following items

a r e noted f o r information:

6.1 Vibration.- The 10 cps v i b r a t i o n experienced during t h e MA-4 f l i g h t

w a s not evident during t h e MA-5 f l i g h t . A 5% cps o s c i l l a t i o n i n
p i t c h was experienced during t h e roll program as on previous 'boosters.
There was a s l i g h t o s c i l l a t i o n as on previous missions fYom 00:01:26
t o 00:01:40, believed t o be due t o p r o p e l l a n t sloshing. A $ cps
o s c i l l a t i o n at 2 deg/sec peak-to-peak w a s experienced during a 15-
second period near t h e end of powered f l i g h t ; it i s believed t h a t t h i s
oscill&.icn v=s c~p.t~ prq&lsn,+, c l n c > i p ~czcsed by si&-a-~p- er,giEe
p i t c h o s c i l l a t i o n s which were occurring at t h i s time.

6.2 Abort Sensing and Implementation System (ASIS).- The ASIS performed
s a t i s f a c t o r i l y . The e f f e c t i v e rates seen by t h e ASIS were well below
t h e abort threshold values. No MIS abort s i g n a l s were generated
during powered f l i g h t . An ASSS abort s i g n a l was generated a f t e r SECO,
as i s normal.

6.3 Cutoff .-
SECO and ASCO ( a u x i l i a r y s u s t a i n e r c u t o f f ) were t r a n s m i t t e d
and at least one was received and acted upon properly by t h e booster.
ASCO followed SECO by 40 milliseconds, as i s normal. Instrumentation
does not permit determination of whether o r not both s i g n a l s were
properly acted upon by t h e booster.

6.4 9.-The q (a= angle of attack, q = dynamic p r e s s u r e ) f o r t h e

f l i g h t i s shown i n Figure 6.0-1..

6.5 Booster l i f e t i m e i n o r b i t . - A t least 8 o r b i t s were expected f o r t h e

booster. Tracking was maintained t h n u g h t h e 5 t h o r b i t but no
t r a c k i n g attempts w e r e made a f t e r t h a t time. During t h e 4 t h o r b i t ,
t h e perigee was 81 n.m. and apogee w a s lo3 n.m.
 70

60

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d q , dey-lb/fta

Figure I 0-1.- C a l c u l a t e d A q v a l u e s for t h e MA-5 launch, u s i n g t h e wind

profile measured a t l a u n c h .
 7.1 Introduction.- The objectives of t h e animal t e s t program were:

1. To evaluate t h e capsule environmental c o n t r o l system and

t h e bioinstrumentation system including telemetry and onboard
recording

2. To give p r a c t i c e t o t h e range monitoring and t h e Cape

personnel i n t h e procedures and emergencies t h a t may occur during
a manned space f l i g h t .

'3. To t e s t t h e adequacy of t h e bioinstrumentation reacioilt. and-

reporting systems f o r astronaut f l i g h t s a f e t y .

4. To determine t h e adequacy of t h e recovery system and t h e

medical support program.

5. To evaluate t h e e f f e c t s of t h e weightless s t a t e upon t.he

cardiovascular and r e s p i r a t o r y systems, manual d e x t e r i t y , and
. *
orientation.

A chimpanzee (named Enos), see f i g u r e 7 . 0 2 , was used as t h e f l i g h t

s u b j e c t . Enos weighed 39 pounds, was 5& years old, and had not had
any i l l n e s s e s i n t h e 6 months p r i o r t o f l i g h t ; he w a s s e l e c t e d on
t h e b a s i s of t h e r e s u l t s of a complete physical examination and a
s t a b l e psychomotor performance during t h e 3 weeks immediately p r i o r
t.0 f l i g h t .

For i n f l i g h t t e s t i n g t h e chimpanzee was placed i n a pressure-

t i g h t couch which was cannected w i t h t h e capsule environmental
c o n t r o l system i n t h e same manner as t h e a s t r o n a u t pressure sui+,,
The animal w a s f i t t e d with biosensors similar t o those used on man
( i.e., electrocardiograph electrodes, r e s p i r a t i o n sensor and a
temperature probe). Special instrumentation continuously recorded
both a r t e r i a l and venous blood pressures on an oscillograph. During
t h e f l i g h t , a s e r i e s of performance t e s t s were presented t o t h e
animal by a canpact psychomotor t e s t e r which was b u i l t i n t o t h e
couch.

Figure 763-2 represents an older model couch as used i n t h e b a l -

l i s t i c f l i g h t s . It shows the g e n e r a l configuration of couch and
psychomotor panel. The chimp couch used i n t h e MA-5 mission d i f f e r s
i n arrangement, having a center l e v e r , a p e l l e t dispenser, water feeder
and symbol d i s p l a y . m e animal's responses t o a v a r i e t y of problems
were recorded. Two of t h e problems required avoidance of shock as
i n t h e MR-2 f l i g h t . The t w o others were voluntary and gave food o r
water as rewards. The problems were designed t o f i n d out whether
~ . '
*a . .
t h e animal's performance would be preserved during space f l i g h t .
t*
 P

Page 7 - 2

I n addition, it w a s hoped t o determine whether a p p e t i t e would

p e r s i s t i n t h e weightless s t a t e and, i f it p e r s i s t e d , whether he
would c o n s i s t e n t l y work f o r food and drink.

The condition of t h e animal was e x c e l l e n t when s e l e c t e d a t T-48

hours. The physical examlnation and sensor i n s t a l l a t i o n began 11
hours before launch. Preparation and i n s t a l l a t i o n of t h e animal i n t o
t h e couch w a s completed approximately 7 hours before launch. The
animal w a s moved t o t h e gantry with continuous instrumentation
monitoring during t h e t r a n s f e r .

7.2 P r e f l i g h t preparation.- Approximately 5 hours before launch t h e

couch w a s i n s t a l l e d i n t h e capsule and t h e r e a f t e r t h e animal's
condition w a s monitored v i a hard l i n e o r telemetry u n t i l l i f t - o f f .
During t h e countdown t h e body temperature ranged from 98.4OF t o
97-8OF. These values a r e noma1 and i n keeping with t h e s u i t i n l e t
temperatures involved, which were about 6 5 O ~ . Respiration and pulse
r a t e before f l i g h t were normal, averaging 1 4 p e r minute and 94 b e a t s
p e r minute r e s p e c t i v e l y . During t h e countdown t h e a r t e r i a l blood
pressure w a s 180 mm Hg s y s t o l i c and 140 mm Hg d i a s t o l i c ; values
within t h e range of previous observations i n t h i s animal. Pulmonary
a r t e r i a l pressure w a s 31 cm H20 s y s t o l i c and 16 cm H 0 diasto1;ic.
The animal was q u i e t during t h e countdown except during 2 a hold when
he was aroused by t h e opening of t h e capsule hatch.

7.3 Flight. -
I
7.3.1
 c

During t h e second o r b i t t h e s u i t i n l e t temperature r o s e from 6503

t o approximately 8 0 0 ~and the body temperature r o s e t o approxim8tely
lOO.50F. The animal's physical a c t i v i t y and t h e environmental
t e m p e r h x r e increase account for. t h i s change. The r i s e w a s not
s u f f i c i e n t t o a f f e c t t h e subject.

Respiration.- A s expected, t h e r e s p i r s t o r y r a t e r o s e with t h e onset

of f l i g h t and with t h e increase i n animal a c t i v i t y . The r e s p i r a t i o n
r&te averaged approximately 2l/min during t h e f i r s t h a l f of t h e
weightless stcite and 24/min during t h e l a s t h a l f . Maximum rsite was
84/min a t 03:06:00 immediately a f t e r r e t r o f i r e No abnormality i n
e

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Cardiovascular.- Pulse r a t e w a s v a r i a b l e during f l i g h t , rsnging

between 100 and 150 beats per minute with a mean of 122/min, False
r s t e s and blood pressures measured during o r b i t a l f l i g h t d i d not
show any gross changes t h a t could be a t t r i b u t e d t o weightless flign.ya
The following table shows a comparison between f l i g h t and p r e f l i g n t
values :

LVeasur ement Preflight 1st Hour 3rd How

i n Orbit i n Orb15

Pulse r a t e , beat/min, 94 122 128

Systemic Arterial Pressure 180/140 180/160 140/130

i n mm Hg ( d i r e c t recording)

Fulmonary Artserial Pressure 31/16 36/27 36/27

i n cm H20

E e s p i r s t i o n r a t e , breaths/min 14 21 24

A number of premature v e n t r i c u l a r contractions (PVC ) occurreda

Figure 7.0-5 i s a record obtained a t t h e monitoring s t a t i o n a t t h e
beginning of t h e second o r b i t . Five of t h e s e premature contractions
are t o be seen. Tney are i d e n t i f i e d by t h e arrows on t h e record of
electrocardiogram 11. 'The f i r s t occurrence w a s a t OC:,jO;O@
and was accurately reported by t h e surgeon at Zanzibar. The
i r r e g u l a r i t i e s increased i n frequency and were present tnrougkiout
t n e r e s t of t h e f l i g h t . These WCs caused some concern during t h e
f l i g h t as t o t h e s t a t e of well-being of t h e animal, since t h e
blood pressure information was not a v a i l a b l e i n r e a l time t o t h e
surgeons. A real-timeblood pressure readout i s planned f o r ground
s t a t i o n s f o r t h e manned f l i g h t t o a f f o r d e, more d e f i n i t i v e medical
analysis as t h e f l i g h t progresses. Figure 7.0-6 i s a composite
Page 7 - 4
diagram which shows t h a t t h e WCs were a s s o c i a t e d with a moderate
temporary f a l l i n blood pressure which d i d not a f f e c t t h e animal's
performance. The f i r s t , second, and t h i r d t r a c e s from t h e t o p
represent the same r e s p i r a t o r y #1 l e a d I and #2 l e a d I11 e l e c t r o -
cardiograms a r e as seen i n figure 7,0-5. The s t e p function which
l i e s immediately below t h e second JXG t r a c i n g i n d i c a t e s t h e animal's
l e v e r responses t o t h e f i r s t CA-DA psychomotor problem. The f o u r t h
t r a c i n g SA l y i n g below t h e CA-PA response represents system a r t e r i a l
pressure t h e c a l i b r a t i o n t o which, i n rmn Hg, l i e s t o t h e l e f t of t h e
diagram. .The f i f t h t r a c i n g PA represents pulmonary a r t e r i a l p r e s s u r e
w i t h c a l i b m t i o n t o t h e r i g h t i n cm H 0, with each of t h e PVCs i d e n t i -
2
f i e d by t h e arrows on EKG 11. There i s a m o d e r a t z fdl nf z r t e r i a l
pressure which immediately recovers. The response on t h e l e v e r s i s
unaffected by t h e incidence of the PVCs. A number of f a c t o r s could '

have contributed t o them: (1)Fatigue due t o t h e prolonged p r e f l i g h t

a c t i v i t i e s , ( 2 ) The presence of the venous c a t h e t e r i n t h e r i g h t
v e n t r i c l e which could serve as a l o c a l stimulus f o r t h e W C s , ( 3 )
Increase i n physical a c t i v i t y due t o t h e center-lever f a i l u r e i n t h e
psychomotor t e s t e r r e s u l t i n g i n repeated e l e c t r i c a l shocks t o t h e ..
animal.

7-3.2 Psychology.- The s u b j e c t was given four problems which were each
presented f o r a 12-minute work period followed by a 6-minute t i m e
out t o r e s t . They involved responses on the appropriate l e v e r t o
l i g h t s i g n a l s displayed immediately above them.

Problem 1: Continuous avoidance coupled with d i s c r e t e avoidance

(CA-DA). The subject works both r i g h t and l e f t l e v e r s t o avoid a
shock. The r i g h t l e v e r must be continuously actuated a t least once
every twenty seconds. The l e f t l e v e r measures r e a c t i o n time, f o r
t h e s u b j e c t must press it t o extinguish a l i g h t t h a t suddenly
appears. If he delays more than 5 seconds af'ter t h e l i g h t occurs,
he receives an e l e c t r i c a l shock.

Problem 2: Delayed response (Dm). The s u b j e c t must delay

t h e pressing of t h e l e v e r at l e a s t 20 seconds a f t e r a green l i g h t
appears. If he delays 20 seconds before pressing, he i s rewarded
with a drink of 8 ccs of water. This i s a voluntary-response program
with no penalty i f t h e animal does not wish t o p e r f o m t h e t a s k .

Problem 3: Fixed r a t i o (I%). The s u b j e c t must p u l l t h e c e n t e r

l e v e r 50 times t o receive a banana-flavored food-pellet reward. This
i s another voluntary-response program.
Problem 4: Negative odd s e t (NOID). Three symbols appear ( f o r
example, two crosses and a c i r c l e , e t c 1. The s u b j e c t must p u l l t h e
l e v e r under t h e odd symbol t o avoid an e l e c t r i c a l shock.
 Page 7 - 5
Time Out: A time out period of s i x minutes during which t h e
animal i s not required t o work i s interposed between each of t h e
above problems. Absence of response during t h e s e rest periods
i n d i c a t e s o r i e n t a t i o n t o t h e s i t u a t i o n and economy of e f f o r t . Re-
sponses are t h e r e f o r e recorded during t h i s period.

The following t a b l e presents mean-values of t h e c o n t r o l perf ormarice

data and c o n t r a s t s them with mean-values obtained i n f l i g h t . The con-
t r o l d a t a w a s obtained from eleven 4$-hour periods of t e s t i n g i n a
f l i g h t couch during t h e t h r e e weeks p r i o r t o f l i g h t . The f l i g h t means
were obtained during t h e t h r e e hours i n o r b i t .

Control Mean F l i g h t Mean

Problem #1 27 responses/30 see 29 responses/30 FEC

Cont inlJ ou s Avo idanc e

Discrete Avoidance 1.04 sec r e a c t i o n time 1.48 sec r e a c t i o n

t,ime

Problem #k2 29.8 sec i n t e r - 33.8 see i n t e r -

DRL " D i f f e r e n t i a l response time response time
R e i nf orc ement

Problem #3 2 8 responses/sec 3.3 responses/sec

FR "Fixed R a t i 0''

Problem #4 68% e f f i c i e n c y 65% e f f i c i e n c y

NODD "Negative Odd"

Time Out No responses No responses

The center l e v e r malfunctioned a f t e r t h e f i r s t negative odd set.

(NODD) schedule. As a r e s u l t , t h e s u b j e c t received only four pe1let.s
on t h e second f i x e d - r a t i o problem and none on t h e t h i r d . The c e n t e r
lever f a i l u r e a l s o r e s u l t e d i n 36 successive e l e c t r i c a l shocks t o
t h e subject on t h e second NODD problem and 42 on t h e t h i r d , A1t.hoclgh
f r u s t r a t i o n of t h e subject must have been severe, t h e animal a%t,empt>ed
t o continue t o solve t h e pkoblem even though t h e psychomotor t e s t e r
w a s malfunctioning. Despite t h i s d i f f i c u l t y t h e performance on
Problem 1 (CA-DA) was e x c e l l e n t with only two shocks d e l i v e r e d
throughout t h e f l i g h t . The m e a n rates of response and t h e mean reac-
t i o n times were c o n s i s t e n t with t h e c o n t r o l values ( s e e above tjcs,ble)a
k i n g time out, d e s p i t e p r i o r f r u s t r a t i o n by shocks, t h e animal r e -
f r a i n e d from unnecessary responses on t h e l e v e r s . k i n g problem 3
(DRL) he received a t o t a l of 47 drinks of 8 ccs each t o t a l l i n g 376 ccs
water reward o r nearly a p i n t drunk i n t h e course of t h r e e hours of
weightless f l i g h t . 'Pne t h i r d and fourth t r a c e s i n Figure 7.0-3 show.

8
7
Page 7 - 6
a r i g h t lever response which leads t o a water reward. It i s f o l -
lowed by a c o r r e c t delay of more than 20 seconds before t h e l e v e r
i s again depressed f o r another d r i n k , bobelm 4 ( m ) with f i x e d
r a t i o r e s u l t e d i n t h e subject obtaining and e a t i n g 16 p e l l e t s
before t h e l e v e r stopped functioning. I n Figure 7.0-4 t h e t o p
t h r e e t r a c e s show clean r e s p i r a t o r y and electroncardiographic
records undisturbed by prematiire v e n t r i c u l a r contractions : t h e
f o u r t h t r a c e i s a stepwise cumulhtive record of l e v e r depressions.
Because t h i s i s commutated telemetered data t h e s t e p s do not
correspond t o individual responses a s i s the case i n t h e f i f t h
record. This l a t t e r t r a c e represents The onboard continuous
record. Both records - demonstrate ?he a n i m d ' 5 s t a b l e p a t t e r n of
l e v e r actuation. The animal's efficiency on the f e w problem 5
(NODD) choice t e s t s a v a i l a b l e t o nim wds a t normal l e v e l s . In-
spection of t h e t a b l e i n d i c a t e s t h a t performance on a l l t a k s d i d
not d i f f e r s i g n i f i c a n t l y between bY=eline snd f l i g h t records. It
i s p e r t i n e n t t h a t t h e subject performed ell on problem 1 (CA-DA)
throughout t h e boost phase and again a f r e r impact,

7.4 P o s t f l i g h t . - Landing was at O3:22:00, and t h e capsule w a s onboard

t h e recovery s h i p a t 04:47:00. After capsule hatch removal t h e
animal w a s seen t o be moving and appeared i n no d i s t r e s s . Removal
of t h e couch with t h e subject proceeded slowly due t o mechanical
problems. A t 07:45:00 t h e pressurized couch w&s opened and it w a s
found t h a t t h e animal had succeeded i n forcing h i s way p a s t t h e
strong nylon net c a r r i e r protecting h i s sensor instrumentation.
H e had broken off t h e venous ca?heter, t h r e e EKG leads, and f o r c i b l y
removed t h e u r i n a r y c a t h e t e r but n e a p p e s e d t o be w e l l . The
following morning he w a s t r a n s f e r r e d to t , ~ e'JSW h o s p i t a l a t
Kindley AFB, Bermuda. There was ev$ience of a c y s t i t i s and/or
urethritis ( u r i n a r y t r a c t i n f e r t i o i i Y E - iLr,ing from t h e trauma of
t h e u r i n e c a t h e t e r removEtl. TQe + i ~ b : e 0: t r e a t e d with a n t i -
b i o t i c s for t h e u r i n a y infect lor, &!-d ori t-ie following day, Decem-
b e r 1, he w a s returned t o Cape C ~ ~ a v eAll r ~physiological
~ ~ values
were normal; however, antibioti:a W E T cant inued, On December 5
t h e r e was s t i l l some d i f f i c u l t y h ~ i : f - u r i m x i o n but it w a s a n t i c i -
pated t h a t t h e animal would f u l l y 03-n From t h e post landing,
s e l f - i n f l i c t e d trdumatic i n s u l t +.,o the arinavy t r a c t i n t h e course
of t h e ensuing weeks. The following t & l e compoes t h e measure-
ments made at CUhe t i m e with t n e pYef1igri-t l r d - x s o
Period
Measurement f i e f light A- 'Lnding D a y After Landing

Pulse, beats/min 94 fJ+ 100

Systemic a r t e r i a l
pressure, mm Hg 180/1Lo 1_70/100 128/80
( by sphygmomanometry)
Body w t , l b s ? - 39
Iiesp i r a?,i on r a-te, 4
3
J 16
breaths /min
 7.5 Summary.- The objectives of t h e f l i g h t were m e t . The animal's
pgrformance w a s excellent throughout i n s p i t e of t h e center l e v e r
failure. The p h p i o l o g i c a l r e s p o n s e s were as expected with t h e
exception of t h e WCs. However, t h i s unexpected event proved
t h e high q u a l i t y of t h e e n t i r e bioinstrumentation and medical
monitoring system. From examination of t h e a v a i l a b l e d a t a t h e r e
are no contraindications t o a manned o r b i t a l mission.

. .
 -
Figure 7.0-1.- Preflight photograph of Enos.

~~~~
 Page .7 - g1

. -

-
-

Figure 7.0-2.- General c o n f i g u r a t i o n of couch and psychomotor

apparatus.
n
 1

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d
I I
I
b
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a, I
M
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2 I

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1 '

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l a

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ai
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 Page 7 - 13

Figure 7.0-6.- Composite diagram correlating electrocardographic,

blood pressure and performance data during premature ventricular
contractions.
 Page 8 - 1
.."
6-
8.0 FLIGHT CONTROL ANC NETWORK PERFONWCE

8.1 Network description.- The Mercury network consists of the Mercury

Sontrol Center (MCC) st Cape Canaveral, stations at AMR, Bermuda,
2nd at fourteen other locations along the orbital ground track, plus
communications and computing centers at the Goddard Space Flight
:enter. The network affords the capability of data acquisition for
real-time monitoring and mission control'and for post flight anslysis.
This section of the report describes the flight monitoring znd control,
and presents information on the performance of the tracking, computing,
telemetry, communications, and command Systems.

8.2 Flight control summary.- The following summary is given to i n d i c 6 t . e + h e

flight +est results as seen in real-time. It is an indication of how
welithe capsule systems can be evaluated as the flight is in progress
utilizing the flight control team and the Mercury network.

f i e flight control training and network preparations for the .".--5

mission were almost identical to those used for the MA-4 mission. ,212
simulation exercises performed prior to the launch again proved to be
.. of tremendous value, both t o the flight control team and to the net-
work.

-4s a general summary of the flight, it can be ststed that sufficient

information was available t o make thb necessary decisions. %ring
the second orbit, increases in cabin, suit, and inverter temperatures
g%ve rfse to the concksionthat the spacecraft coding system w 8 s
not functioning properly. The Flight Surgeons at both the MCC and at
the remote sites became increasingly concerned about the rise in the
animal body temperatures and about the animal's response as
determined by electrocardiogram traces. During the last half of this
orbit, there were repeated indicstions of the spacecraft's indbility
to remain in the orbit mode of control. These indicstions consisted
of large oscillation roll-scanner output, large excursions in r o d
attitude, and indications of high-torque thruster operation.

Late in the second orbit, therevere indications that the furiction of'
the cabin cooling system was beginning to return to normal;
consequently, the Flight Surgeons at MCC were prepared to allow ?,he
m i m l to continue for the third orbit. The decision to terminste
the flight st the end of the second orbit was therefore based
primarily upon the deterioration of spacecraft roll controi. The
following paragraphs present a chronological description of the
flight test as determined in real-time at MCC.

Countdown.- The network countdown proceeded without any major prob-.

lems and up until T-35 minutes there was never a condition which Would
have in any way affected the network's capability to support the
launch. At approximately T-35 minutes the guidance receiver i n the
Page 8 - 2

MCC ceased to function. This particulsr receiver provides data

direct from the G.E. guidance system and W ~ S
mandatory for launch.
The receiver problem was found and rectified 3s quickly as possible,
but resulted in about a 5-minute hold in the launch countdown.
After this time no serious network problems were encountered.
(On the day prior to launch, a serious problem existed on the high
speed data lines between the MCZ and the Goddard computers. This
problem is discussed elsewhere in this report.)

Powered flight.- The powered portion of the flight, except for some
very minor exceptions, was normal. During the geriod betwen l i f t -
off and staging, the horizon scanner ignore signal was lost for a
brief period, .but the signal was restored and apparently this system
performed satisfactorily throughout the rest of the powered flight
and insertion phase. A l l systems, including the animal, performed
as expected and a decision to continue W'AZ =de at the normal time
of 00:04:30. The trajectory parmeters presented in MCC were
extremely good and it was obvious that the cutoff conditions achieved
were near perfect. In addition, the Bermuda site (BDA) which had _.
acquired both telemetry and radar track s+ the nominal time in the
flight was able to confirm the GL) condition in a matter of seconds
after the decision was made by the Goddard computers. The flight
control procedures developed to handle the powered m d insertion
phases of the flight are felt to be entirely adequate, both at MCC
and BDA and both of these flight, control terns have reached a high
degree of proficiency.

First orbit.- The capsule turnaround mm.euver %ppeared normal and

the capsule automatic controi system functioned properly. All
other capsule systems appeared to be fhnctioning properly and the
animal was in good condition and performing his tasks well. The
capsule performance was normal and the data received from all sites
confirmed this performance. It might be noted that the horizon
scanner r o l l output was osciilating in the neighborhood of plus
and minus 15 degrees, and at time the horizon scanner ignore
signals were in evidence. However, thebe oscillations were not
preseht in the roll attitude and it was felt that the capsule
control system was performing sdtisfactorily. The determlnation of
the orbit, as obtained from excellent m d u r track at almost all -
sites, was easily accomplished and the resul3ing times of retrofire
for thkxarious contingency and planned recovery areas were avail-
able when required, The decision to continue into the second orbit
was made because of completely n o r m a l conditions existing at the
time of contact at the Guaymas site ( G f N ) . The single-side-band
communications which had been set up to the Atlantic ocean ship
(ATS) and the HF compnunications avaikbie to some of the other
non-voice s i t e s , provided valuable real-time additions t o t h e cap-
s u l e performance a t t h e MCC. The network communications during
t h i s o r b i t were very good and no outages of significanc, were ex- 0

perienced. One of th’e-teletype l i n e s from t h e Canary Islands

s i t e (3’1)presented garbled radar d a t a t o t h e Goddard computers
and gave some minor concern a s t o t h e S-band beacon performance.
This w a s corrected very s h o r t l y and t h e data was transmitted over
another l i n e and accepted by t h e computers.

The time of r e t r o f i r e computed from (as a result o f ) t h e cutoff

conditions and from t h e r e s u l t a n t r a d a r d a t a through the @~~cLe!a
s i t e (MUC) was 0 4 : 3 2 : 4 0 . The capsule settTng f o r tlrne of r e t r o -
f i r e w a s 04:32:22 and it was decided t o reset t h e clock while
t h e capsule was over t h e Canaveral S i t e (CNV). The capsule
ela,psed t i m e indicated by the telemetry readout appesred tr: be
kipproximately 2 seconds behind t h e ground elapsed time. Taking
i n t o account t h i s s l i g h t error i n capsule elapsed time, a clcca-
change of plus 16 seconds was s e n t by command t o the capsule at
approximately 01:36:00. The capsule clock accepted t h e c o m n d
properly and t h e new r e t r o f i r e s e t t i n g as read on t h e ground a t
both C N V and BDA was 04:32:38. During t h e first o r b i t , i n s t r u -
mentation c a l i b r a t i o n commands were s e n t and properly received
from both MCC and CNV. No other c a p s u l e commands were s e n t dur-
ing t h e f i r s t o r b i t .

Second o r b i t . - ‘Phe capsule f l i g h t continued t o be normal u n t i l

t h e caFsule reached t h e Cry1 s i t e . m-is s i t e noted- t h a t i n v e r t e r
temperatures w e r e increasing a t a rate g r e a t e r than normal and
a l s o sqw excursions i n t h e roll scanner output from +10 t o -50
degrees w i t h approximately a one-minute period. There were a l s o
b r i e f periods of horizon-scanner r o l l - i g n o r e . Hawever, no
changes i n roll a t t i t u d e were seen and no evidence of high torque
t h r u s t e r a c t i v i t y was present. The ICsnd s i t e (KNO) reported
i n t e n n i t t e n t r o l l - i g n o r e and a r o l l - i g n o r e s i g n a l a t t h e t i m e of
loss of s i g n a l (LOS), but no other improper systems performance
was ncfed, although it appeared t h a t t h e i n v e r t e r temperature was
continuing t o r i s e . The Zanzibar s i t e (ZZB) r e p o r t indicaeed t h a t
a l l systems were performing properly with t h e exception of t h e
high i n v e r t e r temperatures. This fOS ‘ a l s o reported t h a t a i l sys-
tem were performing s a t i s f a c t o r i l y but noted a r i s e i n tempera-
t u r e f o r t h e two i n v e r t e r s and t h e cabin air; however, t h e s u i t
temperature had not r i s e n from t h e 72 degrees reported by.Xhe
previous s i t e . During voice contact with MCC l a r g e excursions iri
roll scanner output and roll a t t i t u d e were noted and evidences of
high t h r u s t e r operation w e r e reported, which indicated that the
capsule was not remaining i n t h e o r b i t mode i n t h e roll axis.’
 L -4

Page 8 - 4

It was during this time that the Surgeons, both %t MCC and at MlTC,
became concerned over the animal stdtus, primarily because of the
rise in body temperature. It might be noted that voice comunica-
tions with the Australian sites had beet1 i.st during the beginning
of the second orbit but had been restored in sufficient time for
the site to actively participate while the capsule was over the W C
and Woomera (W3M) sites. The d a k r e c i i v e a at WC!Y continued to show
the oscillations in roll attitude snd in hddition showed occasional
pitch-ignore signals. The inverter temperatures along with capin
and suit temperatures also continued to rise. The information from
the Canton site (CTN) showed the sare indications as the Australian
sites. The Hawaii site (HAW) had been alerted to the need for
particular information pertinent to the capsule systems problems,
which by this time were felt to be very serious. The information
from HAW showed that the oscillations in roll and the high thruster
activity were continuing. The inverter temperatures were also
somewhat higher but the body temper5ture of the dhimpanzee appeared
to have stabilized. Before the capsule came withing range of HAW,
the HAW Clapsule Communicator (Capcan) had been advised of the pos-
sibility of resetting the clock to the retrofire time for %he end
of the second orbit and he had made the necessary entries into the
capsule cldck changer. However, it vds decided at IVIK to continue
with the mission without changing the retrofire time in the capsule
clock and make the decision to retrofire if necessary by ground
command at the California site (:"&:I.

Voice communications with CAL had been l a s t st approximately 02:02:00,

but fortunately was restored in sufficient time for MCC to discuss
the capsule system problems with GAL. It had been determined at
MCC that a quick look would be taken at the capsule control system
parameters and the various capsule system temperdtures as soon as
the capsule came within range of C4.L Ind that at th s time a GO or
NO GO decision would be made as to whether LO commit the capsule to
t>hethird orbit, Prior to the t i m e the cdpsule came within range of
CKL, the CAL CapCom was advised of ths Fituztion, and the necessary
parameters required to make the decision was discussed. He was also
informed of a possible necessity of initidting the ground command
for retrofire. From the data rlvailclble from the last four sites
that had been in contact with the capFuie, f t appeared that the
various temperature measurements h&il agsin become stabilized and
that probably the capsule cooling system had resumed normal opera-
tion. However, the continustion of osciilhtioris in roll gave rise
to the feeling that unless this situatim m,s rectified by the time
the capsule reached the CAL site it wouid be necessary to terminate
the mission at the end of the second orbit,. Lfur ng this time
between MUC and CAL, it w&s difficult to determine the amount of
fuel usage, due to in#iwmentation r$nge.
Upon contact with CAL it was noted t h a t the o s c i l l d i o n i n r o l l was
continuing and t h a t t h e r e was continued high t h r u s t e r a c t i v i t y . %ne
measurements i n d i c a t e d t h a t t h e capsule environmental c o n t r o l system
(ECS) tenperatures had properly s k b i l i z e d and t h a t t h e m i n d body
ternperdure a l s o had become constant. As a r e s u l t of t h e l a c k of
c o n t r o l i n roll, MCC made t?e decision t o r e t r o f i r e and d i r e c t e d
C k L t o do s o by ground command. The r e t r o f i r e mmeuver took p l x e
immediately and t h e czpsule c o n t r o l system performed s a t i s f a c t o r i i y
w i t h i n d i c a t i o n s t h a t t h e proper capsule a t t i t u d e s were m3int;tirieJ
thrcughout t h e r e t r o f i r e maneuver. All t h r e e retrorockets f i r e d =iL
t h e proper i n t e r v a l and retropack j e t t i s o n and o r i e n t a t i o n t o
r e e n t r y a t t i t u d e occurred i n t h e proper sequence. A l l of these
events were also noted a n d confirmed. by GYM- 'The r e m ~ i n d e rcf the
r e e n t r y w a s normal and t h e czpsule s y s t e m performnee appeared +,a
be s a t i s factory.

Psdar t r a c k from a l l s i t e s across t h e United S t a t e s p r o v i d d

confidence i n the impact prediction displayed a t MCC from the Oocldard
computer. This information w a s relayed t o t h e recovery forces When
s u f f i c i e n t corrections t o the i n i t i a l nominal impact p r e u i c t i o n had
been made. The i o n i z a t i o n blackout occurred a t t h e expected time
but s u f f i c i e n t telemetry data w a s recieved by CNVto a s c e r t a i n tha;
both t h e capsule and t h e occupant were doing w e l l . BLA rzacqui-'ed
cspsule telemetry following t h e blackout period and confirmea t h a t
t h e c8psule and occupant had performed s a t i s f a c t o r i l y during t h s
more severe periods of t h e r e e n t r y maneuver. The BDA s i t e had L 3 S
p r i o r t o t h e t i m e of drogue chute deploy and it w a s not known whether
t h e capsule landing system had operated s a t i s f a c t o r i l y . However,
an e a r l y visual. s i g h t i n g of t h e capsule by one of t h e recovery a i r -
planes indicated t h a t t h e capsule had landed and w a s i n good t o i i d i .
tion.

The MC"s WBS a b l e t o receive HF r a d i o transmission-from t h e c ~ p s u l e

a f t e r t h e capsule landed and w a s i n contact a t landing + i O minu+,es
when the transmission was abruptly ended i n d i c a t i n g tha? t h e capsuie
,sequence system had performed s a t i s f a c + o r i l y . This also W&S 5
good dndiEation t h a t t h e capsule had landed s a f e l y .

I n swnmary, t h e following problems were encountered:

(1) The d e t e r i o r a t i o n of c o n t r o l i n t h e negative r c l l

direction.

(2) The m l f u n c t i o n i n t h e capsule cooling system, and

associated temperature r i s e i n ECS and primate.
Psge 8 - 6

(3) The oscillations in roll >c-r,ner output.

(4) The difficulty in determining cspsule control-system

fuel usage.

The experience gained during the last two flight tests have
been invaluable in training the flight control team. It is felt that
the members of this team have resched a high degree of proficiency
and a level of confidence such th8t propcr flight control decisions
can be made. With some additions, tr5irling in air-to-groundvoice
procedures, it is felt that the fLigh', control te.m and the Mercury
network are well prepared to support the f i r s t manned flight.
 Page 8 - 7

8.3 Wetwork Performance Summary.- Generally, the network performance was

e x c e l l e n t . A l l required systems were f u l l y operational a t l i f t o f f ,
and t h e few malfunctions did n o t m a t e r i a l l y a f f e c t t h e f l i g h t
monitoring and c o n t r o l of t h e mission, nor d i d they cause any l o s s
of required d a t a . Acquisition of data from telemetry, tracking, and
air/ground voice systems was s a t i s f a c t o r y i n both quantity and
q u a l i t y for real-time monitoring and p o s t f l i g h t a n a l y s i s .

8.3.1 5ajectory.- The following paragraphs d

data transmission, computing, and t r a j e c

Tracking: fie performance of both S-band and C-band radars w a s

s i g r i f i c a n t l y s u p e r i o r on t h i s f l i g h t compared t o the MA-& f l i g h t .
It i s apparent t h a t t h e planning and i n t e n s i f i e d operator t r a i c i c g ,
an3 t h e improved C-band performance afforded by t h e addition of thE
phase modulator, have d e f i n i t e l y increased t h e a b i l i t y t o acquire,
lock on, and maintain t r a c k . The q u a l i t y and quantity of data from
t h e s e v e r a l tracking sources were such t h a t t h e o r b i t was very
quickly and accurately defined t o t h e e x t e n t t h a t l a t e r tracking
data were frequently r e j e c t e d b y t h e %ddard computer, since t h e
l a t e r ?ata could not materially reduce the r e s i d u a l errors. With
t h e exception of California, a l l radars acquired and tracked t h e i r
reepective beacons a t some time during t h e two-orbit mission,
although t h i s tracking was not 100 percent i n a l l cases, nor w a s it
s u f f i c i e n t l y accurate i n a l l cases. Apparently t h e r e i s s t i l l sone
irnprovenent needed both i n equipment and i n personnel performncc

The major C-band radar problems appeared t o be noisy data at

Bermuda during t h e second o r b i t and a t Woomera during both o r b i t s ,
and i c a b i l l t y of the California radar t o acquire. The Woomera
p r o b l a i e believed t o be associated with the d i g i t a l data output
s y s t ~ ~ p Some. s i t e s a r e s t i l l experiencing radar phasing problems i n
sharing t h e beacon. From preliminary information,--it i s believed
t h a t i n a t l e a s t one instance the lockout f e a t u r e on the C-band
beacon prevented t h e beacon from being s i l e n c e d by simultaneous
i n t e r r o g a t i o n s by more than one radar.

A*. radars a t GW, Grand Eahama (GEI) and San Salvador provided
e s s e n t i a l l y continuous tracking u n t i l almost OO:O7:OO. BDA acquired
almost as soon as t h e capsule appeared over t h e horizon, and tracking
was such t h a t they were able t o v e r i f y t h e "GO" decision a t 0 0 : 0 5 : 2 0 .

It i s worthy of note that both S- and C-band radars tracked through

t h e r e e n t r y i o n i z a t i o n blackout.

Radar t r a c k times a r e shown i n f i g u r e s 8.3-1 and 8.3-2.

Page 8 - 8
The radar handover across t h e c o n t i n e n t a l U . S . w a s accomplished
smoothly under t h e supervision of t h e Mercury Radar Controller.

Ground communications were good f o r approximately 75% of t h e time.

There was a complete l o s s of voice communications west of White
Sands f o r approximately 20% of t h e time. This d i d not a f f e c t t h e
radar handover, as communications were r e s t o r e d j u s t p r i o r t o West
Coast a c q u i s i t i o n . The t r o u b l e w a s reported t o b e a power outage.
The only phasing problem occurred between t h e Cape FPS-16 and BDA
FPS-16. On t h e f i r s t o r b i t , BDA came up i n t h e wrong time s l o t and
jump-phased s e v e r a l times before s e t t l i n g down. I n doing t h i s they
swept through a l l AMR radars, causing them t o l o s e t r a c k .

BDAtook approximately 100 seconds t o acquire, and t h e AMR r a d a r s

never reacquired due t o low e l e v a t i o n angles.

Radar handover was g r e a t l y improved over MA-4. This w a s accomplished

by having a Mercury Radar Controller a t M X , and a c i r c u i t f o r r a d a r
use only.

Data transmission: The transmission of radar d a t a on both low-speed

and high-speed l i n e s was s a t i s f a c t o r y during t h e a c t u a l f l i g h t . The . .
pertinent t r a j e c t o r y information displayed i n MCC i s shown i n t a b l e
8.3-2. Some d i f f i c u l t y was experienced i n transmission of CY1 d a t a
v i a ATS s o it was re-routed v i a London. This proved s a t i s f a c t o r y ,
and t h i s r o u t e was a l s o used on t h e second o r b i t . During t h e count-
down p r i o r t o l i f t o f f , d i f f i c u l t y was experienced with two l i n e s be-
tween CNV and Goddard, b u t t h i s d i d not a f f e c t t h e mission. There
were s e v e r a l spurious d i s c r e t e s i g n a l s immediately before and during
powered f l i g h t , but procedural f l e x i b i l i t y allowed compensation for
these,

Computing and Displays: The o v e r a l l performance of t h e many computers

and t r a j e c t o r y displays was e x c e l l e n t . Table 8.3-1 i s a summary of
low-speed d a t a received from t h e remote s i t e s , No major problertls
arose during t h e f l i g h t , although a f a i l u r e of t h e GE d i r e c t d a t a
receiver a t MCC caused a s h o r t hold a t T-15 minutes. This failure,
caused by a f a u l t y t r a r i s i s t o r network, almost p r e c i p i t a t e d a scrub,
since it occurred as t h e projected launch time approached t h e l i m i t
of the extended launch window. Clearing of t h e f a i l u r e w a s aggravated
by a f a u l t y replacement network -
The output of t h e Cape IP 7090 was displayed a t MCC f o r t h e f i r s t
72 seconds of f l i g h t . FPS-16 d a t a was t h e source u n t i l 00:00:53
at which time AZUSA was s e l e c t e d . The AZUSA d a t a appearetl t o have a
b i a s e r r o r and, s i n c e GE-Burroughs guidance acquired a t 00:01:08,
GE-Burroughs was used a f t e r approximately O O : O l : l 3 . The q u a l i t y of
GE-Burroughs d a t a w a s e x c e l l e n t including t h e period up t o Sustainer
Engine Cutoff (SECO) + 10 seconds. Although it showed .the same low
frequency c y c l i c noise a t low e l e v a t i o n angles as seen on t h e MA-4
launch, t h e m l i t u d e w a s l e s s than half t h a t of MA-4.
 Page 8 -9

0
AT2+ q > z e : : l J ~ r c o v e r e i i e o n t h e o r i g i r a l k i ~ swior, was a l s o
good, and both systems gave a d e f i n i t e "GO" d e c i s i o s . AZ.S?A d 3 0
skewed s m d l amplitude cyclic v3Tiations.

' Z e orbit, est.:abi.ished using t h e GE-Biiroughs cutoff ~ e c t ~ o r

Be:rm.ada low speed data was good, and subsequent, ?ra,ckirlg d c : ir:g
.the f i r s t orbit changed the r e t r o f : i r e t.im f o r 3 o r b i t . s -k::g o 9 y
3 seconds from the d a t a using .the cutoff vector. Cmlpti
&Tofire t?irne at; Langley confirmed ,these .vaPiee. Ir H.
wgi.e:T axp2lied d a t a 02 cou%i;rlgency surea ret..:x .t;.imes no?:,
. ..
ix.ritl:rw-ise a,vai:l.~L!le.
Page 8 - 10

8.3.2 Telemetry.- The telemetry coverage & r i n g r r i ~e c i t t r ~mission was

excellent. Based on summsry d a t a reccivtd ??ram she s i t e s , t h e
q u a l i t y and quantity of ddta were adeq,.,-,e. %Generally, a l l
s i t e s reported receiving telemetry sig:T,-zis 9 ofi 3orizon t o h o r i -
zon, except during r a d i o i o n i z a t i o n ‘clszkod. , wnich occurred from
approximately 0 3 ~ 0 8 3 5t o 03:13:16.

Coverage times, compared w i t h above-the-horizon times, a r e

shown i n Figures 8.3-3 and 8.3-4, and t a b l e 8,3-3.
 3 . ..d
Page 8 - 11

8.3.3 Air/Ground Voice.- Signal s t r e n g t h s and r e a d a b i l i t y of HI;' and

UHF voice were g e n e r a l l y s a t i s f a c t o r y , although t h e r e were r e p o r t ;
o f g a r b l i n g o f t h e voice transmitted f r D m t h e capsule, p r i m a r i l y
on HF. "he UHF contact times averaged 6 minutes per s t a t i o n ,
with some HF contacts c m s i d e r a b l y longer. Coverage i s shown
i n Figure, 8.3-5, and t a b l e 8.3-4.'%0m these data, it
can be seen t h a t a n astronaut could have been i n almost c3ntin-
uous voice contact with t h e ground during t h e two o r b i t s .

Relay of air/ground voice from s e v e r a l s i t e s t o MCC w a s

attempted, with p a r t i a l success. Some adjustment of a m p l i f i e r
l e v e l s appears necessary, s i n c e t h e voice a t MCC was b a r e l y
readable .

Considerable i n t e r f e r e n c e w a s reported on HF p r i o r t o launch

and also during t h e f i r s t o r b i t a l pass a t MCC. This i s being
investigated.
 *a!*-

Page 8 - 12
8.3.4 Command System.- The Command systems f o r MA-5 operated i n a
very s a t i s f a c t o r y manner f o r t h e duration of t h e mission. There
were no d e l w s charged t o t h e Command system i n the countdown,
and the only reported equipment failure occurred at T-7 minutes.
This failure w a s reported by CNV as a f i n d power a m p l i f i e r
tube i n t h e range safety command-transmitter (FRW-2) low power
system. The tube w a s replaced by T-4 minutes.

Auxiliary Sustainer Cutoff (ASCO), a l l instrumentation c a l i b r a -

t i o n commands, r e t r o f i r e , and seven clock changes were received
by t h e capsule. Five a d d i t i o n a l clock changes, s e n t during
blackout, were not received s a t i s f a c t o r i l y . Tables 8.3-5,
8.3-6, st16 8.3-7 s h m details o f t'ne Command system performance.
The capsule Command system performance on t h e MA-5 mission w a s
such as t o l a r g e l y s u b s t a n t i a t e t h e conclusion reached a f t e r t h e
Based on t h e preliminary analysis of t h e MA-5
MA-4
data, 95 of t h e commands should be received when t h e capsule
i s within 300-400 n.m. using the low-power t r a n s m i t t e r , and
within about 600 n.m. using t h e high-power t r a n s m i t t e r .
 &-w Page 8 -, lj

8.3.5 Ground Communications. - All t h e ground communications networks

provided adequate support f o r t h e mission. However, it w a s i n
t h i s area t h a t t h e most serious problems developed. I n a d d i t i o n
t o t h e prelaunch problems with t h e data-transmission l i n e s
mentioned previously, t h e r e were p o t e n t i a l l y s e r i o u s t r o u b l e s
with t h e voice and t e l e t y p e c i r c u i t s . Loss of a l l voice and
teletype between MCC and both Guaymas and C a l i f o r n i a occurred
on t h e second o r b i t , and was r e s t o r e d s h o r t l y before t h e capsule
approached C a l i f o r n i a . Other problems included a voice outage
a t Woomera during t h e f i r s t o r b i t . The value o.f c r i t i c a l
coverage during mission time was evident i n t h a t a l l outages
were c l e a r e d before mission performance w a s a f f e c t e d .

Voice cmmunications t o both ships, provided v i a AMR s i n g l e -

sideband f a c i l i t i e s , w a s of very good q u a l i t y , and w a s very
u s e f u l i n passing real-time information.

I n a d d i t i o n , t h e ionospheric propagation of HF was such t h a t t h e

s i t e s were a b l e t o gain much information by monitoring t h e t r a n s -
missions of other sites on t h e air/ground frequency. It should
b e pointed out t h a t t h i s was a n unusual condition, and can not
be r e l i e d upon as a means of communichtion, b u t may be q u i t e
u s e f u l i n an emergency, i n event of failure of t h e normal
links.
Page 8

Orbit No.
- 14

Station
-
*. y -e< -&q

TABLE 8.3-1 SUMMARY OF LOW-SPEED RADAR

DATA RECEIVED FROM REMOTE SITES

Number of Observations Differential Correction

1 BDA (C-Band) 44 Accepted

BDA ( S-Band) 0 ---
CY1 (S-Band) 50 Accepted
MUC (S-Band) 50 Accepted
WOM (C-Band) 31 Rejected
GYM (S-Band) 50 Rejected
WHS (C-Band) 22 Accepted
T M (S-Band) 50 Rejected
EGL (C-Band) 40 Ac cepted
ELG (S-Band) 1 Rejected

2 CNV 34 Accepted
BDA ( C-Band) 23 Rejected
BDA (S-Band) 7 Accepted
CY1 (S-Band) 28 Accepted
MUC (S-Band) 47 Accepted
WOM ( C-Band) 29 Rejected
HAW (C-Band) 12 Accepted
HAW ( S-Band) 13 Rejected
IP IP
Latitude Longitude

CAL (S-Band) 15 2g053" 69O56'w

GYM (S-Band) 0 --- ---
WHS (C-Band) 20 2g003'N 66027'~
T M (S-Band) 32 28O581~ 66Oa7fw
EGL ( C-Band) 20 28O581~ 66005'w
CNV 3 28'58 N 66005 w
BDA 0 ---

A minimum of 5 observations is necessary to a l l o w differential correction to

o r b i t parameters.
 TABLE

Quantit y
-
(5. e** _. . d.,,*.

8.3-2 TRAJECTORY PI1RAMETE8S DISPLAYED

IN MERCURY CONTROL CENTER (MCC)

Actual
Page 8

Nominal
- 15

Velocity r a t i o ( l a s t point used .9994 .9998

i n go-no go)

I n e r t i a l flight-path angle - .10

0 - 002510

Insertion altitude 86.2 nom. 86.986 n.m.

I n c l i n a t i o n apgle 32.6' 32.5'
Orbit c a p a b i l i t y 7+ ---
Average i n e r t i a l v e l o c i t y i n
go-no go including posigrades 25,708 f t / s e c 25,717 ft;/sec
Average i n e r t i a l f l i g h t - p a t h - .1028O - .0025i0
angle i n go-no go computations

Number of p o i n t s used i n go-no go 20 20

c omputa t ions

Apogee a l t i t u d e , 1st o r b i t 128.2 nom. 134,3 n.m.

Page 8 - 16
TABLE -
8.3-3. TELEMETRY RECEPTION SUMMARY

Station Time at Range at Elevation angle a t

Acq. LOS Acq. LOS Acq. LOS
Hrs:Min:Sec Nautical miles Degrees

MCC Before 00:06:09 700 t1.0

lift-off

Bermuda 00:03:12 00:10:21 740 835 0 ( 0

A t l a n t i c Ocean Ship 00:07:49 00:15:39 1025 840 <o <o

Canary Islands 00:14:03 00:21 :03 870 800 0 +o. 5
Kano 00:21:24 00:28:08 825 850 +0.25 +o. 5
Zanzibar 00:30:oi 00:37:57 900 1000 0 <o
Indian Ocean Ship 00:40 :13 00:48:09 980 870 <o 0 :

Muchea 00:48:53 00:57:43 1120 940 <O 0

Woomera 00:54:03 01:02:03 1040 850 <o +1.5

Canton 01:09:03 01:16:03 996 820 < o +O. 5
Hawaii No usable s i g n a l acquired (out of range)

California 01:25:03 01:31:03

Guaymas 01:26:13 01:33:00 880 735 (0 <O

White Sands 01:28:28 01:34:13 720 770 +1.0 0

-
lexas 01:29:03 01:36:03 900 795 (0 <O

Eglin 01:31:35 01:38:28 825 1130 <o <o

MGC I
01:3300 01:39:53 880 825 <o ( 0

Bermuda 01:36:24 01:43:26 880 800 <o <O

A t l a n t i c Ocean Ship 01:41:59 01:49:12 875 850 0 0
Canary Islands 01:48:03 01:53:03 825 775 0 +1.5
 S t a t ion
TABLE

Time
Acq.
-
&-e-
8 3-3. - T E U " RFCEPTION
m ~

at
LOS
Hrs:Min:Sec
SUMMARY

Range
kq. LOS
Nautical miles
Page
(Concluded)

at
8 - 17

Elevation angle a t
Ac g .
Degrees,
LIS

&no 01: 54:37 02:OO:54 glO 865 <o +O. 5

Zanzibar 02:03:48 02:10:25 950 1045 <O <O

Indian Ocean Ship 02:13:00 02:21:26 1050 930 <o +Os5

Muchea 02:22:33 02:30:48 1050 +1.0

Woamera 02:27:03 02:35: 03 1120 .t1"0

Cant on 02:42:03 02:49:03 950 0

Hawaii 02:48:19 02:54:43 980 +O. 5

California 02:57:03 03:05:03 1000 <O

Guaymas 02: 5929 03:05:43 885 +loo
. .
White Sands 03:01:23 03:06: 58 690 0

Texas 03:03 :03 03: 08:0 3 815 +2-0

E& i n 03:05 :13 0308:59 810 +18.0

MCC 03:06:50 0308:53 780 200 <o +8"0
Bermuda 03:13:16 0315:39 235 220 '3.6 <o
NWES: (1) Range and e l e v a t i o n angles were taken from, o r extension o f , t h e MA-5
nominal t r a j e c t o r y curves.
Blackout, based on t h e telemetry d a t a , appears t o have s t a r t e d while
i n range of MCC and Eglin with MCC losing s i g n a l at 03:08:53 and Eglin
a t 03:08:59. Bermuda picked up s i g n a l a f t e r blackout a t 03:13:16.
Page 8 - 18
TABU 8.3-4
- ,?A

AIR/GROUND VOICE RECEPTION SUMMARY

 Page 8 - 19
TABLE 8.3-5 COMMAND-CARRIER SUMMARY

Command C a r r i e r
On/Of, Hr :Min :Sec
Trans - Trans-* Orbit Planned Actual
mitting mitter
S t at ion

Cape Canaveral LP 1 00: 00 :OO/OO: 0 1:30 /00 :01: 30

Cape Canaveral HP 1 00 :01: 30/00: 04 :05 00: 01: 30/00 :04 :05

Cape Canaveral HP 1 00: 04 :05/00 :06: 00 00: 04 :05/00 :06: 00

Bermuda HP 1 00: 05 :58/00: 12:00 00: 05 :58/00: 12: 00

I

Muchea LP 1 00: 45 :OO/OO :59 :00 00 :45 :OO/OO: 58 :00

Guaymas LP 1 01:~0:00/01:33:00 01:20:00/01:33:00
Cape Canaveral HP 1 01: 33: 00/01:38: 00 01: 33 :05/01: 38: 04
Bermuda HP 2 01:37: 58/01:45 :00 01: 37:58/01:45 :00
. - Muchea 19 2 02: 15 :00/02: 32: 00 02 :15 :00/02 :32 :00

Hawaii HP 2 02 :45 :00/02 :56: 00 02 :44 :10/02 :55 :10

California HP 2 02: 56: 00/03 :04 :00 02: 5 6: 00/03 :00: 24

None Planned a t
Guaymas 19 2 t h i s time 03 :00: 21/03 :00: 3 1

California HP 2 None planned at 03: 01: 13/03: 03 :25

t h i s time

Guaymas LP 2 None planned a t 03 :01 :30/03 :02 :10

t h i s time

Guaymas LP 2 03: 04 :00/03 :06: 00 03 :04 :25/03 :06: 20

Cape Canaveral HP 2 03 :06: 00/03 :12:00 03 :05 :58/03 :11:57

Berm-uda HP 2 03 :12: 00/03 :18 :00 03 :11:26/03 :16: 20

*LP Low-power ( 600 watts)
HP High-power (10,000 watts)
Page 8 - 20
TABLE 8.3-6 CAPSUIX-CLOCK-CO_hllPJLCWD
SUMMARY

Trans- S t art Time Clock Change, &:Min:Sec Range Elevation Signal

m i t t ing of Trans- N . M. Degrees Streggth
S t a t ion mission Transmitted Received Mv
Hr :Min: Sec
CNV (HP)** 01: 35 :59 00:00:+16 0 0 : 0 0 : +16 16 90 t o 70
GYM (LP)** 03 :04 :27 00:+55:00 00: 1-55:00 08 40 t o 22
GYM (W 03 :05 :06 00 :+55 :-55 00:+23:-55 04 45 t o 6
c3l-V (HI?) 03:OT:Og +12 :+56: 00 +12 :+5 6: 00 0 11 t o 25
CNV (HP) 0 3 : 08: 07 -02:+30:-50 -02:+30:-50 2.5 9 t o 30
CNV (w) 03 :09 :05 00:-20:+20 oo:oo:oo 7.5 2.5*

CNV (HP) 03 :Og :40 +lo:-50: -50 00: 00: 00 11 2.5*

CNV (W 03:10:50 00:+30:+30 00: 00: 00 6.5 2.5*

BDA (HP) 03 :11:30 00 :+55:00 00 :00: 00 1 2.5 t o 12*

BDA (HP) 03: 13:Og +05 :+54 :-54 +05 :+ii:00 4 2.5 t o 23"
BDA ( H P ) 03 :13:33 +05 :+54 :00 +05 :+54 :00 3 45 t o 50
BDA (HP) 03 :14:16 00:+50:-40 00: +50: -40 1.5 50 t o 60
*Reentry
HHigh-power or low-power transmitter

Note :
CNV - Cape Canaveral, Florida
GYM - Guaymas
BDA - Bermuda
 Trans -
m i t t ing
Station
transmiss ion
Er :Min: Sec
TABU 8.3-7

S t a r t t i m e of
-
CAPSULE COMMAND FUNCTION SUMMARY

Function Function
Transmitted* Received
Range
N. M.
Page 8

Elevation
Degrees
- 21

Signal
Strength
Mv

CNV (Hp) 00:05:00.475 Asco Yes 400 og 05 90

BDA ( H P ) 00:07:5g TMZ C a l . Yes 275 16 60

BDA (HP) 00:08:16 TMR C a l . Yes 340 12.5 40

CNV ( ~ p ) 01:36:59 TMZ Cal. Yes 2 70 16.5 90

CNV (HP) 01:37:15 TMR Cal. Yes 300 14.5 80

MUC (LP) 02:24:50 TMZ C a l . Yes 540 10 35

MUC (D) 02:25:46 TMR Cal. Yes 330 20 50

CAZ; (HP) 03:00:15 Retrofire Yes 425 08 65

*ASCO -
Auxiliary s u s t a i n e r cutoff
TMZ C a l -
Instrumentation zero-reference c a l i b r a t i o n
-
TMR C a l Instrumentation f u l l - s c a l e reference c a l i b r a t i o n

Note:
CNV - Cape Canaveral
BDA - Bermuda
MUC - Muchea
CAL - California

I
Page 8 - 22

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I %I %I el 81 Yi: !4
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 -uwaa-m
Page 9 -1
J

9.1 Recovery plans.- Three each of h e l i c o p t e r s , amphibious surface

v e h i c l e s , and small boats were positioned f o r recovery support i n
t h e launch a r e a . Seventeen ships and t h i r t e e n a i r c r a f t were on
s t a t i o n i n t h e planned landing a r e a s of t h e A t l a n t i c t o provide r e -
covery support i n t h e event of a b o r t s during powered f l i g h t and
f o r landing a t t h e end of the f i r s t , second, o r t h i r d o r b i t s . A i r -
c r a f t were deployed t o support contingency recovery i n t h e event
of an emergency landing at any point along t h e ground t r a c k .
Figure 9.1-1shows t h e planned landing areas i n t h e A t l a n t i c and
t h e positions of t h e recovery v e s s e l s . For landings following
a b o r t s during t h e powered phase of f l i g h t (landing a r e a s 1, 2, 3,
4, 5 and 6 ) t h e maximum access time varied frm 6 t o 9 hours. Areas
7, 8 and 9, t h e end of o r b i t landing areas f o r o r b i t s 1, 2 and 3,
respectively, had a maximum access time of 3 hours.

9-2 Recovery operations.- All recovery forces were on s t a t i o n a t planned

launch time. Recovery c m u n i c a t i o n s were g e n e r a l l y good through-
out t h e operation and t h e recovery f o r c e s were informed of mission
. . s t a t u s during t h e launch, o r b i t a l , and r e e n t r y phases. Weather
conditions were favorable for r e t r i e v a l i n a l l planned landing
a r e a s . The two destroyers and one P5M search aircraft i n landing
a r e a 8, a t t h e end of t h e second o r b i t ( s e e f i g u r e 9 . 2 - l ) , were
a l e r t e d a t 03:06:00 t h a t t h e f l i g h t had been terminated a t t h e
end of t h e second o r b i t w i t h a nominal landing point a t 28' 49'
north and 66' 00' west. Shortly a f t e r r e t r o f i r e occurred, based
on t h e time of r e t r o f i r i n g and a nominal reentry, t h e landing
was predicted t o occur a t 28O 58' north and 660 07' west. This
information was s e n t t o the recovery forces i n a r e a 8 a s C A L R E P 1
( c a l c u l a t e d landing position r e p o r t ) a t 03:13: 00. Radar t r a c k i n g
during r e e n t r y modified t h e c a l c u l a t e d landing p o s i t i o n t o 28' 58'
north and 66O 05' west, and t h i s infonn+,ion was s e n t t o t h e re-
covery forces a t 03:15:00 as .DATUM€W 1. The DATUMKFP was t h e point
about which t h e recovery forces should o r i e n t t h e i r search because
a n a l y s i s indicated t h i s t o be t h e b e s t $landing p o s i t i o n information
a v a i l a b l e . The P5M search a i r c r a f t on s t a t i o n i n a r e a 8 made con-
t a c t w i t h t h e capsule u l t r a high frequency d i r e c t i o n - f i n d i n g s i g n a l s
(UKF/l3l?) a t 03:13:00 and headed t o t h e capsule using t h e UHF/DF
bearing information. The p i l o t s of t h e a i r c r a f t s i g h t e d t h e capsule
descending out of a cloud a t an a l t i t u d e of 5,000 f e e t . The cap-
s u l e landed a t about 03: 22:OO (1330 e .s .t. ). The P5M a i r c r a f t
c i r c l e d t h e capsule during descent and reported t h a t capsule descent,
landing, and deployment of recovery a i d s appeared normal. This
a i r c r a f t maintained a position "on top'' u n t i l t h e d e s t r o y e r USS
Stormes a r r i v e d at 04:37:00, a t a l o c a t i o n of 2 9 O 02' north l a t i t u d e
and 650 57' west l a t i t u d e . The capsule was hooked by a Shepherd's
crook, h o i s t e d c l e a r of t h e water a t 04:45:00 and was secured on
deck a t 04:47:00. The capsule was opened and t h e occupant reported
i n g o d shape a t 04:47:00, %eY$d&te couch w a s removed f r m t h e
capsule a t 07 :45 :00
 ___111
Page 9 - 2
Shipboard personnel s t a t e d t h a t t h e l a r g e observation window broke
when t h e hatch explosive-actuated mechanism w a s used i n t h e standard
procedure of removing t h e hatch from t h e capsule. Several of t h e
s t a i n l e s s s t e e l s t r a p s supporting t h e heat s h i e l d were broken during
pickup by t h e destroyer.

Figure ~ ~ ~ shows2 - 2t h e capsule in t h e water immediately p r i o r t o

pickup, and f i g u r e 9.2-3 shows the capsule being h o i s t e d aboard t h e
recovery s h i p .

9.3 Recovery aids.- The P5M a i r c r a f t was positioned i n t h e landing area

a t t h e end of t h e second o r b i t . This a i r c r a f t confirmed receiving .
t h e Ultra SARAH beacon s i g n a l s a t 03:15:00 a t a range of 5 n a u t i c a l miles,
b u t reportedly d i d not receive the Mercury SARAH beacon s i g n a l s .

This a i r c r a f t reported a positive contact from t h e UHF t r a n s c e i v e r

( D F mode) a t a range of 1 0 n a u t i c a l miles and u t i l i z e d t h i s s i g n a l
t o h m e - i n on t h e capsule.

The SEASAVE beacon operated normally. Four p o s i t i o n f i x e s were

made a v a i l a b l e t o t h e recovery forces by t h e Navy and FCC HF/DF
networks. The accuracy of these f o u r p o s i t i o n s w a s an average
d i s t a n c e of 45 n a u t i c a l miles from t h e a c t u a l capsule p o s i t i o n .
The times a t whikh theFe position f i x e s were received i n t h e recuyery
room were 32, 66, 57; and 75 lpinutes a f t e r capsule landing. .

The SOFAR b m b s i g n a l w a s received and provided a f i x within eleven

n a u t i c a l miles of t h e a c t u a l capsule p o s i t i o n , This f i x information
w a s received i n t h e recovery 103131 at 1 2 minutes a f t e r capsule
landing.

The capsule dye marker operated as expected. The dye was v i s i b l e

t o t h e recovery forces from ranges of 1 t o 3 n a u t i c a l m i l e s .

?"ne f l a s h i n g l i g h t w a s operating a t recovery. The radar chaff

w a s not detected by t h e recovery f a r c e s r a d a r s .
 Page 9 - 3

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F i g u r e 9.2-2.-

-
Photograph showing c a p s u l e p r i o r t o p i c k u p .
 .Page 9 - 6 .

F i g u r e 9 . 2 - 3 . - Photograph showing c a p s u l e b e i n g h o i s t e d aboard

recovery s h i p .
General appearance.- The general appearance of t h e capsule i n t e r i o r
and e x t e r i o r was excellent (Fig. 10.1-1). The e x t e r i o r of t h e capsule
showed a s l i g h t d i s c o l o r a t i o n due t o aerodynamic heating. This heating,
however, d i d not cause a q buckling or waspage of t h e capsule
shingles. Inspection of t h e capsule i n t e r i o r at Hangar S revealed
approximately 400 cc of s a l t water.

Structure.- The capsule d i d not experience any s t r u c t u r a l damage

which would have compromised the s a f e t y of t h e mission. Inspection
showed a s l i g h t buckle t o s t r i n g e r 19 at a point h a l f of t h e height
of t h e hatch opening, a broken e x t e r i o r window pane, and b o l t s on
s t r i n g e r s 19 and 22 pulled through t h e stringer with attendant
deformation of t h e capsule outer s k i n . These damages are believed
t o have occurred when t h e explosive hatch w a s actuated. Some de-
formation of t h e hatch s i l l o r flange w a s a l s o noted. This defor-
mation i s normal following hatch a c t u a t i o n .

Ablation s h i e l d . - The a b l a t i o n s h i e l d (Fig. 10.1-2) shows e f f e c t s of

considerable heating during reentry. There a r e number of cracks,
both radial and c i r c u l a r , i n the outside surface of t h e s h i e l d as
w a s observed on t h e MA-4 shield. These cracks are not believed t o
have a f f e c t e d t h e i n t e g r i t y of t h e s h i e l d . The condition of t h e
heat s h i e l d i s generally similar t o t h e condition of t h e MA-4 heat
shield.

%ne center plug of t h e heat shield w a s found t o be missing at

recovery. Inspection of t h e plug opening and comparison with t h e
heat s h i e l d of MA-4, i n which t h e plug w a s found t o be loose when
recovered, i n d i c a t e s t h a t t h e plug of t h e MA-5 s h i e l d w a s not
loosened or l o s t u n t i l after reentry heating, probably a t parachute
deploy or impact. A small c i r c u l a r area n e w t h e center of t h e plug
opening w a s somewhat discolored. It i s believed t h a t t h i s d i s c o l o r -
a t i o n i s not r e l a t e d t o reentry heating.

Impact bag and bulkhead protective s h i e l d . - The impact bag i s i n

very good condition. Several of t h e energy-absorbing s t r a p s were
found broken and s e v e r a l had sharp bends. The p l a s t i c bulkhead
p r o t e c t i v e s h i e l d was t o r n s l i g h t l y between s t r i n g e r s 12 and 13,
t h e aluminum honeycomb on t h e bulkhead d i r e c t l y over t h e tear i n t h e
s h i e l d w a s s l i g h t l y crushed, and t h e heat-shield r e t a i n i n g studs
d i r e c t l y under t h e t e a r i n t h e s h i e l d are broken or bent. These
items i n d i c a t e t h a t t h e heat shield contacted t h e p l a s t i c s h i e l d upon
impact. There was, however, no damage t o t h e tubing or e l e c t r i c a l
wiring located on t h e l a r g e pressure bulkhead, or t o t h e bulkhead
i t s e l f , i n d i c a t i n g t h a t t h e honeycomb and p l a s t i c s h i e l d adequately
performed t h e i r function of protecting t h e bulkhead.
Page 10

10.2
-

-
2

e r a t i o n s . - The capsule launch operations were planned about

-minu e s p it count w i t h a 1 4 t o 16 hour hold a t T-390 f o r peroxide
and pyrotechnic servicing. I n order t o provide some a d d i t i o n a l assurance
t h a t a l l capsule work would be completed i n time t o meet the projected
launch time of 0230 e . s . t . November 29, 1961, two b u i l t - i n holds were
inserted i n t o the count. The second half of t h e count w a s s t a r t e d a t
U : 3 O p.m. e . s . t . on November 28, 1961. The following i s a sequence of
important events, including holds, which occurred i n t h e count:

( a ) T-390 min. : Picked up count.

( b ) T-165 min. : B u i l t - i n hold f o r one hour. This hold w a s

u t i l i z e d f o r capsule work required t o complete t h e escape-tower-rocket
i g n i t e r i n s t a l l a t i o n and other items such as cabling, ‘switeh s g t t i n g s ,
hydrogen peroxide s e t t i n g s , hydrogen peroxide t e s t i n g , e t c .

(c) T-90 min. : Capsule-hatch i n s t a l l a t i o n s t a r t e d .

(d) T-80 min.: Outside a i r admitted i n t o capsule white room.

( e ) T-65 min. : S t a r t of 30-minute b u i l t - i n hold. This hold

was u t i l i z e d t o i n s t a l l some i n s u l a t i o n i n the capsule hatch.

( f ) T-65 min.: A 30-minute a d d i t i o n a l hold w a s needed t o

complete i n s t a l l a t i o n of t h e capsule hatch and hatch i n s u l a t i o n . The
i n s u l a t i o n had been inadvertently l e f t out when t h e hatch w a s i n s t a l l e d
a t T-90 minutes.

( g ) T-30 min. : An 85-minute hold occurred as a r e s u l t of t h e

259.7 mc telemetry link not r a d i a t i n g . The gantry-was brought back and t h e
capsule hatch was taken o f f . The high telemetry l i n k switch f u s e i n the
capsule was found tc be i n t h e O F F p o s i t i o n . When t h e hatch m’s reldoved, t h e
switch was repositioned t o OX. All other switch fuses were v e r i f i e d t o
be i n the proper p o s i t i o n .

( h ) T-15 min.: A 4-minute hold was required t o resolve data-

l i n k problems between Mercury Control Center and the G.E. ground f a c i l i t y
a t Cape Canaveral.

( i ) T-7 Min.: A 3-minute and 30-second holdwas seguixed t o

Fesolve a GE-guidance pjroblem.’ ’The problem w a s caused by t h e ground-
support instrumentation and’not by t h e airborne . c a n i s t e r .

( j ) T-3 : 3 O min. : A momentary hold was requPred f o r completion

of booster and capsule status checks.

( k ) T-19 sec. : A momentary planned hold was c a l l e d during

which v e r i f i c a t i o n was made of c a p w - u m b i l i c a l e j e c t and periscope-
door closure.
 Page 10 - 3
10,: Weather Cocditions.- Iht. wyathtr corxlitions i n the launch a r e a at l i f t -
o f f wrre as follows :

Cloud cover 0.6 very t h i n c i r r u s

T/ i s i b l E + - y SO miies

Surface wicds NOW. a t 10 knots

B a r m e t r i c pressure 30 005 inches -yg

A p l o t of t h e launch a r e a w i d d i r e c t i o n and
speed i s shown i n f i g u r e 10.3-1 f o r a l t i t u d e s up t o 60,000 f e e t .

Lacding area wcather confiitions were as follgws.

Cloud cover (2.1

\ is i b i l i t y 12 miles

Surface winds E.&% a t 4 knots

Waves 2 ft

EaronTtric pressure 29 96 -inches ~g ,

Page 10 - 4
10.6 Telemetry and instrumentation.- ?'he m-5 t e l e m e t r y and instrumen-
t a t i o n system u t i l i z e d new types of t o p i c cards, commutators,
telemetry t r a n s m i t t e r s , and voltage-controlled o s c i l l a t o r s (VCO' s ) .
The performance of t h e system w a s s a t i s f a c t o r y , Table 10.6-1
shows d e t a i l s of t h e telemetry and instrumentation system. The
general performance of t h e system i s discussed i n t h e following
paragraphs.

Special instrumentation w a s i n s t a l l e d t o measure temperature,

adapter s t r a i n , and horizon-scanner bolometer output. A b r i e f
summary of t h e operation of each of t h e major instrumentation
components i s given below. Except for t h e minor discrepancies
noted, t h e instrumentation system funccioned properly during t h e
entire flight.

The high- and low-frequency telemetry t r a n s m i t t e r s performed satis-

f a c t o r i l y during f l i g h t . Center frequency and signal-strength d a t a
obtained by t h e A t l a n t i c Missile Range (AMR) during launch and
both passes indicated t h a t t h e s e parameters w e r e s t a b l e . Tk high-
frequency-signal s t r e n g t h f o r bot8h passes w&s approximately 100
micro-volts; t h e low frequency was approximately 50 micro-volts.
Fluctuations i n s i g n a l s t r e n g t h occurred during launch at BECO
and t o w e r j e t t i s o n ; t h e s e f l u c t u a t i o n s were normal and were
caused by flame-attenuation e f f e c t s

Both standard-instrumentation commut&tors performed properly during

t h e e n t i r e f l i g h t . PAM wave t r a i n s recorded during launch and each
pass showed less t h a n 2% peak-to-peak n o i s e with no measurable
base-line s c a t t e r . These commctator5 had a good operating h i s t o r y
prior t o flight.

I n addition t o t h e standard-instrumeitation commutators, a l o w -

l e v e l mechanical commutator w a s used &s parr; of t h e 88-thermo-
couple temperature survey. Fne commt,ator functioned properly
and t h e r e was no known l o s s of due t o thermocouples t h a t
opened i n f l i g h t . One thermocouple wa s found t o b e open p r i o r t o
flight .
The VCO system functioned properly during t'ne e n t i r e f l i g h t . Good
d a t a was obtained from each continuous channel with t h e exception
of Dc' c u r r e n t . c u r r e n t w a s not o t t a i n e d because it was
necessary t o sk1or.t t h e input t o t h e VCU when t h e Dc c u r r e n t ampli-
f i e r became d e f e c t i v e p r i o r t o launch.

The oxygen-partial-pressure t r m s d u c e r became inaccurate a f t e r t h e

s u i t c i r c u i t leakage check on launch dqv.

I . .-
 Page 10 - 5
The capsule standard on-board t a p e recorder (17/81 inches/sec
t a p e speed) and the s p e c i a l t a p e recorder (15 inches/sec t a p e
speed) used t o record t h e horizon scanner bolometer outputs per-
formed s a t i s f a c t o r i l y . The speed change of t h e low speed recorder
was only 1% f o r t h e e n t i r e f l i g h t . The q u a l i t y of a l l recorded
d a t a w a s good f o r t h e e n t i r e f l i g h t w i t h t h e exception t h a t t h e
3.9 and 5.4 kc s u b c a r r i e r s were l o s t b r i e f l y .
The bio-medical instrumentation provided good MG, r e s p i r a t i o n
rate, and Body temperature data f o r t h e e n t i r e f l i g h t . Both The
continuous and commutated psychomotor d a t a were good. The cerlter
l e v e r of t h e chimpanzee psychomotor-tester became defective p r i o r
t o t h e second f i x e d - r a t i o program. A post launch examination of
the unit, i n d i rn.tpd. EID- tnt.ermLttent. micro-switch ~ s ~ ~ ) c i ~> t~ei C
t h?
t h e lever.

The adapter s t r a i n gage instrumentation performed s a t i s f a c t o r i l y

during t h e m a x i m u m dynamic-pressure period. However, p r i o r t.0
BECO an i n t e r m i t t e n t open occurred i n a lead t o t h e gage measuring
r a d i a l s t r a i n . Although t h i s produced occasional drop-outs, t h e
data i s s t i l l usable.
l Page 10 - 6
- IFJSTRIJMENTATiJX AI"JD RE23FDING SYSTEM
TABL;E 10.6-1.
CAPSULE 9 (MA-5)
STANDARD INSTRUMETJTAlT.dN
(TELEME=CERED AND RFCC)RDED OmOAm)
Commutator Instrument
Segment Parameter Range
High Low
Link Link
1 1 3 v o l t reference 3 VDC
2 2 Zero reference 0
3 3 AC amplifier power supply monitor
4 4 High -1i n k t r a n s m i t t e r t empe rat u r e 70-170°F
5 "BB1command-receiver s i g n a l s t r e n g t h 0-100microvolts
I I 11
5 A command-receiver s i g n a l s t r e n g t h 0-100microvolts
6 Oxygen p a r t i a l pressure 0-90- ~g
6 Oxygen p a r t i a l pressure 0 - g o m Hg
7 7 AC voltage (ASCS b u s ) 80-125 VAC
s 8 Suit- i n l e t air p r e s s u r e 0-25 p s i a
9 9 Oxygen-supply pressure, primary 0-7500 p s i g
10 Cabin-air temperature #1 0-200'3'
10 Cabin-air temperature #2 0-200°F
11 S u i t - i n l e t a i r temperature #1 40-120°F
11 Suit-inlet a i r temperature #2 40-120°F
12 12 Oxygen-supply pressure, secondary 0-7500p s i g
13 13 Y a x i s acceleration -4 t o 4g
14 14 X a x i s acceleration -4 t o 4g
15 15 Z axis acceleration -30 t o 30g
16 16 Pitch a t t i t u d e (ASCS c a l i b r a t o r ) -140 t o 180~3'
17 17 Roll a t t i t u d e (ASCS c a l i b r a t o r ) -130 t o 200°F
18 18 Yaw a t t i t u d e (ASCS c a l i b r a t o r ) -70 t o 250°F
19 Low r o l l CW f u e l l i n e temperature -20 t o 160~3'
19 Low r o l l CCW f u e l l i n e temperature -20 t o 1 6 0 ' ~
20 Retrorocket, temperature 0-300~3'
20 Low yaw l e f t f u e l l i n e temperature 0-1600~
,_.+
I , 21 150 VA main-inverter temperature -20 t o 320~3'
22 22 250 VA main-inverter temperature -20 t o 320'3'
23 23 Body temperature 95 t o 1 0 8 ~ ~
2h 24 Low-link t r a n s m i t t e r temperature 70 t o 170°F
25 Command r c v r . a l l channel s i g n a l OFF-ON
25 Blood-pressure pump voltage monitor (+671 0-10 VDC
26 26 Oxygen mode switching OFF-ON
27 "B" command-receiver s i g n a l s t r e n g t h 0-100microvolts
11 I?
27 A command-receiver s i g n a l s t r e n g t h 0-100 microvolts
28 28 Elapsed time, (1m i n ) 0-1min
 TASLE 10.6-1 - ( Continued )

Commutator Instrument
Segment Parameter Range
High Low
Link Link
29 29 Elapsed time, (10min) 0-10 min
30 30 Elapsed time, (1 h r ) 0-1 h r
31 31 Elapsed time, (10 hr) 0-10 h r
32 32 Elapsed time, (10 s e c ) 0-10 sec
33 33 Time of retrograde (10 sec) 0-10 sec
34 34 Time
rn of retrograde (1min) 0-1min
35 35 l i m e of retrograde (io m i n j 0-10min
36 36 Time of retrograde (1hr) 0-1 h r
37 37 Time of retrograde (10 h r ) 0-10 h r
38 38 Horizon-scanner p i t c h ignore OFF-ON
39 39 Reaction-control supply pressure ( a u t o ) 0-2400 psig
40 40 Horizon-scanner out u t monitor (roll) -40 t o 40°F
41
42
41 AC voltage (fan bus
DC current monitor
P 80-125 VAC
0-50 amp
42 DC current monitor 0-50
43 43 Y axis a c c e l e r a t i o n -4 t o 4g
44 44 X axis acceleration -4 t o 4g
45 45 2 axis a c c e l e r a t i o n -30 t o 30g
46 46 Tower separation OFF-ON:
47 47 Capsule separation OFF-ON
48 48 R e t r o a t t it ude c omnand OFF-ON
49 ?BE" command receiver signal. s t r e n g t h 0-100 microvolts
11 11
49 A c m a n d receiver signal s t r e n g t h 0-100 microvolts
50 50 Retrorocket f i r e (bottom) ow-ON
51 51 Retrorocket f i r e ( l e f t ) OFF-ON
53 53 Retrorocket-as sembly j e t t i s o n OFF-ON
54 54 Drogue-chute deploy 0-W-ON
55 55 Ant enna-fairing r e l e a s e OFF-ON
56 56 Main-chute deploy OFF-ON
57 51 Escape hatch off OFF-ON
58 58 Reaction- c ont rciL supply pres sure (manual ) 0-2400 psig
59 59 18 VDC monitor ( i s o l a t e d bus) 16-22 VDC
60 60 -Mayday OFF-ON
61 61 Tower-escape rockets OFF-ON
62 62 Standby i n v e r t e r ''on*' OFF-ON
63 ASCS slaving s i g n a l OFF-ON
63 Center l e v e r OFF-ON
64 64 Calibrate si g n a l OFF-ON
65 65 High p r e s s . reaction j e t sole. + p i t c h (up) OFF-ON
66 66 High p r e s s . reaction j e t sole: - p i t c h (a&) 'OFF-ON

I
Page 10 - 8
-s8!M
!%
-
TABLE 10.6-1. (Continued)

C m u t a t or Instrument
Segment Parameter Range
High Low
Link Link
67 ROU t o r q u e r voltage ( l o g a i n ) 16v
67 S t a t i c pressure 0-15 psia
68 68 L e f t hand l e v e r (psycho) om-ON
69 69 High p r e s s . r e a c t i o n j e t solenoids + r o l l (CW) OFF-ON
70 70 H i g h p r e s s . r e a c t i o n j e t solenoids
l l D 11 - 2__ _ _ _ - - _ _
1 ._ .
- roll (CCW) OFF-037
7 1
IA u LuvLllIllaIlu- L ~ e c e l v e r ' S i g r i d . strengt'n 0-100 microvoits
71 "A" comand-receiver s i g n a l strength 0 -100 microvolt 8
72 72 Per i s c ope r e t rac t Om-ON
73 73 Y axis a c c e l e r a t i o n -4 t o 4g
74 74 X axis a c c e l e r a t i o n -4 t o 4g
75 75 Z axis a c c e l e r a t i o n -30 to 3og
76 76 R o l l torquer voltage 2v
77 77 Yaw torquer voltege
78 78 High p r e s s . r e a c t i o n j e t solenoids
EIi& press* reao*ien Jo* solsnoids + yaw(righ8
- yaw ( l e f t
79 79
80 80 OFF-ON
 'L-, Page 10 - 9

TABLE 10.6-1.- ( Continued )

TENPmm SURVEY
(RECORDED ONBOARD ONLY)
~

Commutator Approximate Instrument

Segment Parameter Range, OF
1 Zero reference ( - 3 ~ )
2 FUU s c a l e reference ( + l ~ v )
3 Reference junction (60° t o 135') 60-135
4 Reference Junction (700 t o gOOF) 70-90
5 UHF Power Transmitter ( 2106 e 5) 0-200
6 S Band Beacon (Zl07.5) 0-300
7 Cab in-Air Temperature ( 2101 5 ) 0-300
8 Cabin-Air Temperature (2145.5) 0-300
9 Heat Exchanger - outlet 0-200
10 Heat Exchanger - inlet 0-300
11 H202 Line Conical Section -
Auto (2126.5) 0-200
12 H202 Line Conical Section - Manual (2126.5) 0-200
13 Low P i t c h Down (Fuel Line) 0-300
. . 14 H202 Line t o #24 Chamber - Top (2168.5) 0-200
15; H202 Tank - Manual (XO.0) 0-200
16 H202 Tank - Auto (XO.0) 0-200
17 Heat Shield - Bulkhead Cap (2109. 5 ) 0-400
18 Low Roll CCW (Thrust Chamber) 0-300
19 Low Yaw Right (Fuel Line) 0-300
20 Low P i t c h Up (Fuel Line) 0-300
21 Inner Skin Below Reaction-Control Jets -20-400
22 Recovery Compartment -Internal Structure 0-300
23 Recovery Compartment -Inner Skin ( Z179 Lx, ) 0-400
24 Ablation Shield -
Shield Inboard Surface (Rx33,m1) -20-500
25 Ablation Shield -
Shield Inboard Surface (Lx1,YO) -20-500
26 Low Pitch-Up (Thrust Charaber) -
(Attenuated) -60-1500
27 Low Pitch-Up (Thrust Chamber) -60-600
28 Parachute Compartment -
Outer Skin (21-78,Ty) -60-1500
29 Emergency-Egress Hatch -
Outer Skin, Bottom 0-400
30 Low Yaw Right (Thrust Chamber) -
(Attenuated) -60-1500
31 Emergency Egress Hatch -
Outer Skin, Top 0-400
32 Conical Section Sides -
Outer Skin (2154.5 TY) -60-1800
33 Conical Section Sides -
Outer Skin (2154.5 BY) -60-1800
34 Conical Section Sides -
Outer Skin (2154.5 LX) -60-1800
35 Conical Section Sides -
Outer Skin (2126.5 TY) -60-1800
36 Emergency-Egress Hatch -
Percussion I g n i t e r ,
(2126.5) 0-400
37 Conical Section Sides -
Outer Skin (2126.5 BY) -
(Attenuated) -60-1800
38 Conical Section Sides -
Outer Skin ( ~ 1 2 6 . 5BY) -60-600
39 Conical Section Sides -
Outer Skin (2107 Ty) -60 -1800
40 Conical Section Sides -
Outer Skin (Zl07 BY) -60-1800
41 Conical Section Sides -
Outer S-lO7 -
LX)
(Attenuated) -60-1800
 ?Lge 10 - 10

'TASLE 10.6-1. - (Continued)

~~~~~~~

c OrnUT, ato r Approximate Instrument ~

Segzent Parameter- Range, OF -

L2 Conical Section Sides Ogter Skir, (2107 Ix) - -60-600
43 rower t o Capsule Retaining Ring Top (2184.5) - -60-600
L4 Tower t o Capsule Retaining Ring - Bot5om (2184.5) -60-600
45 'Power t o Capsule Retaining Eirig - Botton (2184.5) -60-600
46 (!\lot usedj
L7 Ablaticn Shield - -20-800
(LX~,BY' 1)
48 A b l a t i o 3 Shield -
m339yz 3) -20-800
49 Ablation S h i e l d -
(m, Ir' 1) -20-800
50 Ablation Shield - -20-800
(BX33, E 2 )
'1 (Not used)
s2 -
K a t Section #12 S t r i n g e r , Bottom (2127) 0-400
0-400
53 Low l a w L e f t (IhmsT Chamber)
54 -2at Section -
#Q S t r i n g e r , TOP (2127) 0-500
55 E a t Section -
#24 S t r i n g e r , Bottom ( 7 9 ) 0-400
56 H a t Sectioo -
#24 s t r i n g e r , Bottom (2127) 0-400
57 H a t Section - #24 S w i n g e r , Side (21-27) 0-800
$8 a -
t Seczfon &1 S t r i n g e r , Top (2127) 0-500
59 L e f t Side Window Bolt - 0-600
60 L e f t Side Window Inner P m e - 0-600
-40-1500
6; SI& P i t c h Daw- (Thrust Chaxber)
62 LOW P ~ Y CDCW ~ ( mmist Chamber) -40-1500
63 Vaal-1 P i t c h Daws, (Tnrust Chamber) TOP - -40-1500
f'viao1a1 #4)
64 Low CW ( ? r i s t rnarriber) (Attes,ue;ted) - -40-1500
-40-600
65 LOWT i 0 1 1 TW (Thrust Chmber)
66 Yeat Shield -
A-&+ack-fng Poh% -40-600
67 -i3rizo= Seaaner Bo11 - 0-300
68 ( y ~ \ . ~ r ;sed)
_t
69 (bt dISP3)
70
71
72 kt,evma C~npar"me-n;t - Fiberglass Outer Surface 0-600
(2191)
R e t m hocket Package (288, Ti9 X0.0) -60 -250
73
74 3e*,ro %eke% Package (z88, By9 px> -60-25 0
 Fage 10 - 11

TAELE 10 6-1 - ( Continued)

TEMPEWJRE SURVEY
(EECSRDED omom ONLY)

Comut ator Approximate I i s t m e r A t

Segmer1.t Parameter Range, O F

75 Petro Rocket Package (288, BY, LX) -60-250

76 Retro Rocket Package (Retro Rocket -
Right) -60-250
?7 Retro Rocket Package ( R e t r o Rocket -
Bottom) -60-250
78 Eetro Rocket Package (Explosive Bolt) 0-1800
80 (Not used)
81 Adapter Sides - Outer Skin (279.5 n ) 0-500
82 (Not used)
83 Adapter Retaining Ring Cover (Zl04.5) -60-1300
84 (Not used)
85 Escape Tower (2257.0) -60-1300
86 (Not used)
. . 87 Pylon Explosive-Bolt Cover (2184 6) 0-900
88 Pylor, Explosive-Bclt Cover 0-1400
89 Synch Pulse
90 S y x h Pulse
 E c t c l l h'e azd Low SolerLoids
' escler. C l c c k
3'_" S'oltage
Fespira- io^ F a e aLd Depm
ElecTro Caxdlogrm No. 1
E l e m r o Cardiogram Yo. 2
Referesee Oscilla-,or
Per i s x p e dousir-g Accelerometer
F , l s e - h p l i + jrde 9 b d u l a t ion (FA&!)
Adaptel S+raEr: Gauge Yoo 1
Pdapte: S + i a i z Gauge 30, 2

Blue Light)

1
2 J":iiLt i p l e x
3
 Fage 10 - 13
TABLE 10.6.1- (Continued)

TAPE RECORDER TRACK ASSIGiWEWI!S.

$RACK NOe PARAMETER

4 Special Instrumentation Temperature Survey

(LOW Level Commutator - PDM)
5 PDM Low Frequency
6 Low- Fre quency Te lemet X u l ti p l e x
7 UHF Voice

b.rLcIm
-------- -“ape
JSLC~~~WJLK: speed 15 injsec; t a p e capacity s u f r i c i e n t for
approximately 45 minutes; recorder programed t o run
8 minutes every 30 minutes.

1 Not Used
2 High-Frequency Telemetry Multiplex
3 Horizon Scanner P i t c h
4 Horizon Scanner R o l l
5 Not Used
6 Not Used
7 Not Used
Page 10 - 14
TABU 10.6-1.-(Continued)

PHOTOGRAPHIC

Earth-Sky Camera.- 7Omm, Super Anscochrome color film, 75m

General S c i e n t i f i c F i n i t a r l e n s . The framing r a t e w a s 1 frame
every 33 seconds, and p i c t u r e s were obtained for t h e e n t i r e
f l i g h t . The color f i d e l i t y , c o n t r a s t and d e t a i l were a l l good.
The booster was photographed a r t e r capsule turnaround, and
photographs of t h e moon were obtained during both o r b i t s .

Periscope Camera.- 16mm, Kodachrome I1 c o l o r f i l m , 35m

Wollensak type V l e n s . The framing r a t e w a s 1 frame every
2 seconds and e x c e l l e n t p i c t u r e s were taken during t h e e n t i r e
f l i g h t when t h e periscope w a s extended. No time c o r r e l a t i o n
could be obtained because of t h e fa i l ure of t h e l i g h t s i n t h e
time-correlation clock.

Instrument Panel Camera.- 16m, black and white Dupont Cronar

131 f i l m , lGmm Angenieux l e n s . The camera was mounted t o t h e
r i g h t of t h e instrument panel center l i n e and obtained under-
exposed but usable p i c t u r e s . During weightless f l i g h t , t h e
camera shows f r e e - f l o a t i n g o b j e c t s t h a t appear t o be a b o l t and
a nut.

Chimp Observer Camera.- 16m, h s c o FPC-132 color film, lOmm

Angenieux l e n s . The p i c t u r e q u a l i t y was u n s a t i s f a c t o r y due t o
t h e film being underexposed.

Chimp and Instrument Camera Speed Pro@amminq.- The frame rates

of the Chimpobserver and Instrument-Panel Cameras were pro-
grammed as shown below:

Event Camera Frame Rates

Launch t o Cap Sep + 69 sec Fast ( 6 frames per second for

both cameras)

Orbit Slow (1 frame every 2 seconds

f o r Instrument Panel Camera;
1 frame every 12 seconds
f o r Chimp-Observer Camera)

k i n g Orbit, 30 seconds every Fast

30 minutes
Retro A t t i t u d e Command t o Retro Fabt.
Jet 0 i son - 4 m '
 Page 10 - 15 I

Retro j e t t i s o n t o 0.05g Slow

0.05 g t o impact + 10 minutes Fast

Radiation Packs.- The capsule c a r r i e d t h e f o u r standard emulsion

packs t o record t o t a l dosage, p l u s t w o s p e c i a l packs t o record
number and type of r a d i a t i o n . These packs have not y e t been
analysed .
:Page 10 - 16
10~7 Launch phase o p t i c a l coverage.- AMR o p t i c a l coverage and Cape
o p t i c a l t r a c k i n g during launch phase a r e shown i n t a b l e 10.7-1
and f i g u r e 10.7-1 r e s p e c t i v e l y .

Metric f i l m . - Metric data films were reduced and t a b u l a t e d by

AMR, b u t r e s u l t s were not required by MSC due t o normal boost
phase of f l i g h t .

Engineering s e q u e n t i a l f i l m , - Engineering s e q u e n t i a l coverage

a t AMR S t a t i o n 1 during launch phase w a s s a t i s f a c t o r y . Sixteen
films were a v a i l a b l e f o r review, including films from f i v e f i x e d
cameras and eleven t r a c k i n g cameray of both 16 m and 35 mm. The
q u a l i t y o f f i x e d camera coverage w a s generally good and indicated
normal umbilical e j e c t , periscope r e t r a c t i o n , booster i g n i t i o n ,
and l i f t o f f . The q u a l i t y of t r a c k i n g camera coverage w a s
generally good with t h e exception of s e v e r a l overexposed f i l m s
due primarily t o camera o r i e n t a t i o n toward d i r e c t s u n l i g h t .
Long-range t r a c k i n g camera coverage w a s average i n q u a l i t y and
indicated normal booster s t a g i n g and tower separation.

Documentary f i l m . - Documentary coverage of t h e mission w a s satis-

f a c t o r y and f i l m q u a l i t y was above average. Five motion p i c t u r e
films and numerous s t i l l p i c t u r e s were a v a i l a b l e f o r review. One
f i l m presented a p o r t i o n of t h e countdown a t Pad 14, including
i n s e r t i o n of t h e primate i n t o t h e capsule, and a p o r t i o n of t h e
powered f l i g h t , including l i f t o f f . The t h r e e remaining films i n -
cluded a e r i a l coverage of a b r i e f p o r t i o n of t h e launch phase and
portions of t h e recovery operation, including a e r i a l s i g h t i n g of
t h e capsule a f t e r impact, r e t r i e v a l by the ship, removal of t h e
primate from t h e capsule, i n t e r i o r and close-up e x t e r i o r views
of t h e capsule, and t r a n s p o r t of t h e capsule t o t h e Cape. Ade-
quate s t i l l p i c t u r e coverage of the recovery operation w a s
secured.

Capsule onboard film. - See t a b i e 10.6-1 a

 =-
Page 10 - 17

TABLE 10.7-1 . - AMR OPTICAL COVERAGE OF LAUNCH PHASE

m e Station No. of Items No. of Items Reason

Committed Obtained Lost I t e m s for Loss

Metric 1 15 15 0 N/A

Engineering Sequential 1 46 45 1 Deleted during

count

Documentary 1 58 58 0 N/A
*Engineering Sequential 3 1 0 1 Early f l i g h t
termination

“Engineering Sequential 5 1 0 1 Early f l i g h t

termination

*Planned f o r r e e n t r y coverage.
10.8 F l i g h t Safety Reviewso- ,Twos e r i e s of meetings were held by the F l i g h t
Safety Review Board on MA-5 because t h e launch f o r Noveder 14, 1961, w a s
postponed. This postponement was made because a hydrogen peroxide l e a k
w a s discovered i n a capsule c o n t r o l system l i n e t h r e e days before launch.

F i r s t S e r i e s of Reviews.- The f i r s t review meeting of Capsule 9 was h e l d

on November 9, 1961. The capsule was found ready f o r f l i g h t pending
s a t i s f a c t o r y r e s u l t s being obtained i n t h e Simulated F l i g h t Test scheduled
f o r November 10.

A booster review meeting was held on November 10, 1961. The booster was
not i n a f l i g h t ready condition because no replacement was a v a i l a b l e a t
the Cape a t t h a t time f o r a f a u l t y power changeover switch and i n v e r t e r .

The f i r s t mission review meeting was h e l d on November 11, 1961. The

power changeover switch and i n v e r t e r i n t h e booster had been
replaced. Range Safety gave permission t o f l y w-5 with t h e a u x i l i a r y
s u s t a i n e r cutoff ( M C O 1 wiring bypassing t h e a u t o p i l o t programer even
though t h i s r e s u l t e d i n t h r e e separate ground sources having t h e c a p a b i l i t y
of giving engine cutoff immediately a f t e r l i f t - o f f . To preclude an e a r l y
engine cutoff from an ASCO signal, the ASCO s i g n a l w a s blocked a t t h e
ground t r a n s m i t t e r from T-0 u n t i l T+240 seconds. A l l systems i n t h e cap-
s u l e and booster (airborne and ground) were reported ready f o r f l i g h t
pending the outcome of t h e simulated f l i g h t t e s t .

During t h e simulated f l i g h t t e s t , SECO and ASCO s i g n a l s were a c c i d e n t l y

generated by t h e Burroughs Ground Station and ASCC) w a s received by t h e
booster a t approximately T+42 seconds. At. t h i s time the blocking
c i r c u i t r y i n the ground t r a n s m i t t e r w a s not i n s t a l l e d and t h i s incident
was a major f a c t o r i n determining the need for a s a f e t y measure.

During t h e prelaunch f i l l i n g of t h e capsule r e a c t i o n c o n t r o l system, an

hydrogen peroxide l e a k was discovered i n a supply l i n e of t h e manual
c o n t r o l system. This l e a k necessitated removal of the capsule from
t h e booster and caused t h e launch t o be postponed. The launch was
rescheduled f o r November 29, 1961

Second S e r i e s of Reviews.- The second capsule review meeting w a s held

a t 9:OO a,m. on November 27, 1961. The hydrogen peroxide l e a k had been
repaired, and a l l systems were found s a t i s f a c t o r y for f l i g h t . No
separate booster review meeting was h e l d , A second mission review
meeting was h e l d a t 11:OO a.m. on November 27, 1961 and a l l systems were
determined t o be ready for launch.
 *-e- Page 10 19
10.g Mission & j e c t i v e s . -

F i r s t - o r d e r Objectives .-
Capsule

(1) Demonstrate t h e performance of t h e Environmental

Control System (ECS) by u t i l i z i n g a primate during t h e t h r e e -
o r b i t m i ss ion

( 2 ) Demonstrate s a t i s f a c t o r y performance of t h e capsule

systems throughout a Mercury o r b i t a l mission

( 3 ) Determine d e t a i l measurements, t h e h e a t i n g rate

and t h e thermal e f f e c t s throughout t h e Mercury capsule for a l l
phases of an o r b i t a l mission

( 4 ) Exercise t h e s a t e l l i t e clock
Booster

(1) Determine t h e a b i l i t y of t h e A t l a s booster t o

r e l e a s e t h e Mercury capsule a t t h e prescribed o r b i t a l
i n s e r t i o n condition

Network

(1) Demonstrate s a t i s f a c t o r y performance of t h e Mercury

Network i n supporting a n o r b i t a l mission

F l i g h t 6 ont r ol

(1) Demonstrate t h e a b i l i t y of t h e F l i g h t Controllers

t o s a t i s f a c t o r i l y m o n i t o r and c o n t r o l an o r b i t a l mission

Recovery

(1) Demonstrate t h e adequacy of t h e recovery plans f o r an

o r b i t a l mission; p a r t i c u l a r emphasis i s required f o r t h e
capsule occupant.

Second-order t e s t objectives. -
Booster

(1) Evaluate t h e performance of t h e Abort Sensing and

Implementation System ( ASIS)
Page 10 - 20
- - i.-e

( 2 ) Determine t h e magnitude of t h e s u s t a i n e r /ver n i er

r e s i d u a l t h r u s t or impulse after cutoff

( 3 ) Obtain d a t a on t h e r e p e a t . a b i l i t y of the performance

of a l l Atlas missile and ground systems

Network

( 1) Evaluate Mercury Network countdown and operational

procedures

T n i r d - o r d e r - t e s t objectives .-
=uoster

(1) Evaluate t h e Atlas booster with regard t o engine

s t a r t and p o t e n t i a l causes f o r combustion i n s t a b i l i t y
 ~~ ~

Page 10 - 21

F i g u r e 10.1-1.- MA-5 capsule a f t e r f l i g h t .

 Page 10 - 22

-
F i g u r e 1 0 . 1 - 2 . - MA-5 a b l a t i o n s h i e l d a f t e r f l i g h t .
 Page 10 - 23
0
0
d

0
00

0
(0

*
0

0
cu
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0

0
In
m

In
cu
m

0
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m

In
b
cu

0
In
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Page 10 - 24
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 Page 11 - 1
11.0 MISSION GRIT1
T
11.1 General.- The areas of major importance i n t h e MA-5 mission are
discussed very b r i e f l y i n t h e following paragraphs. Appropriate
s e c t i o n s of t h e r e p o r t a r e referenced f o r d e t a i l e d discussion.

11.2 Problems. -
(1) Deterioriation of c o n t r o l ( s e e s e c t i o n 5.3): The
offending t h r u s t e r was found t o be blocked by a s l i v e r of
metallic-appearing material. The source of t h i s m a t e r i a l has
not been d.etermined.

( 2 ) H202 l i n e temperatures (see s e c t i o n 5.3): The tempera-

t u r e s measured i n f l i g h t were higher than expected, based on
r e s u l t s of c a l c u l a t i o n s and altitude-chamber t e s t s . Tests at
S t . Louis and t h e Cape indicate t h a t t h e source of t h i s heating
does not appear t o be t h e t h r u s t chamber. Data from t h e MA-5
f l i g h t i n d i c a t e t h a t t h e heating may be due t o sunlight on t h e
capsule e x t e r i o r . The s e v e r i t y of t h e problem i s not c l e a r l y
understood a t t h e present time, s i n c e i n recent t e s t s a t t h e
Cape, an H202 l i n e w a s a r t i f i c i a l l y heated t o 22OoF without
ill e f f e c t s on t h e system including t h r u s t e r operation. An
i n v e s t i g a t i o n i n t o t h e problem i s continuing.

( 3 ) S u i t temperature (see s e c t i o n 5.4): The r i s e i n s u i t

. . temperature i s believed t o be due t o blockage of t h e heat exchanger
by water freezing i n t h e exchanger or a t t h e overboard steam vent.
No d i f f i c u l t y of t h i s nature i s expected for t h e manned o r b i t a l
mission, s i n c e t h e astronaut can vary t h e coolant f l o w r a t e , or
r e v e r t t o emergency-oxygen mode f o r cooling.

11.3 Items of general i n t e r e s t . -

(1) Ablation s h i e l d ( s e e s e c t i o n 10.1): The evidence i n d i c a t e s
t h a t t h e s h i e l d center plug came f r e e after reentry, and probably
a t water impact. The appearance of t h e s h i e l d supports t h i s con-
clusion, as does a temperature measurementment made n e a r t h e surface
of t h e cerrter plug during reentry. The dowel pins which h e l p t o
secure t h e center plug t o t h e s h i e l d were not properly i n s t a l l e d i n
t h e MA-5 shield, and did l i t t l e t o r e t a i n t h e center plug.

( 2 ) Booster v i b r a t i o n ( s e e s e c t i o n 6.0): No booster v i b r a t i o n

of significance was experienced.

( 3 ) Inverter temperature ( s e e s e c t i o n 5.6): The i n v e r t e r

temperature became e s s e n t i a l l y constant a t an acceptable l e v e l ,
a f t e r exhibiting a higher-than-expected rate of r i s e e a r l y i n t h e
f l i g h t . It i s believed t h a t t h e i n v e r t e r cooling p l a t e s d i d not
function properly. The manned o r b i t a l capsule has been t e s t e d i n
an a l t i t u d e chamber with new-design i n v e r t e r cooling p l a t e s , and
i n v e r t e r temperatures were maintained at acceptable l e v e l s .
?age II - 2

11.4 Worthy of n o t e . -

(1) The f l i g h t c o n t r o l a c t i v i t i e s were c a r r i e d out w e l l .

( 2 ) Tne chimpzlnzee performance W ~ Sn o t adversily affected

by 3 h o x r s of o r b i t s 1 f l i g h t ,

. .
Acknowledgements: The Flight Evaluation Team for t h e MA-5 flight, and
from whose analysis this report is based, was conposed as follows:

A, =.Saecker
B o E , Brown

Z. Janokaiti.;
V, M. Mitchell
,CSl30L SLSTEPl

F. I. Pearce
P. F. 3orsman
V. M. Mitchell
7
G. 1. 3asseen
P. I. Williams
W. Karakulko
L SYSTETi

M. Schler
T o Leech
J . E, fliers
?age 4

5.7 MESHANICAL. ROCKETS. AND PYROTECHNICS

S . T. Beddingfield

6,o BOOSTER PEXGORMANCE

E. P. Brown

7.0 AEliOMEDICAL
D r . J. P. Henry

a .o FLIGHT CONTROL AND NETWORK

C, C. Kraft;
H. C . Kyle
T. Roberts
E. F. Kranz
J. D. Hodge
G. W. Knight
F. B. Blanton

9 -0 REC OVE'RY
E. P. Thompson

10.1 POSTFLIGHI INSPECTION

K. L. Turner
H. H. Leutjen
E. E. Gendeillee
E. Lowry
A. M. Garza

10.2 W " C H OPERclIIONS

10.3 WEA1-B.E

R Capo

10.4
A , J . Saecker

10.5 i31Q4JNICAI LONS DETAILS

W. 3telges . --* .
 10.6 TELEMETRY AND INSTRUMENTATION
J. H . Johnson
H. J. Ness

10.8 FLIGHT SAITTY FEVIEWS

N. B. Vaughn

.
 t
i-

This MA-5 Postlaunch Memorandum Report has t h e following

distribution:

Office o f Director ( 2 )
Office of Associate Director ( 2 )
Office of Operations Direcotr (1)
MSC F i l e s ( 5 )
MSC Cape F i l e s ( 2 )
Mercury AMR P r o j e c t s Office (1)
NASA Headquarters, Attn: M r . G. M. Low, DM ( 3 )
Astmnauts and Training Office ( 8 )
R e l i a b i l i t y and F l i g h t S a f e t y Office (1)
Technical Services O f f i c e ( 1)
F l i g h t Systems Division Office ( 2 )
Assistant Chief f o r Mvanced P r o j e c t s (1)
Assistant Chief, Mercury Support ( 1)
F l i g h t Dynamics Branch ( 3 )
Systems Engineering Branch ( 3 )
E l e c t r i c a l Systems Branch ( 3 )
S t r u c t u r e s Branch ( 3 )
P r e f l i g h t Operations Division Office ( 6 ) . '
Capsule Systems Branch (4)
Instrumentation Branch ( 3 )
Inspection Office (1)
Launch Coordination Office ( 2 )
F l i g h t Operations Division Office ( 2 )
Assistant Chief, F l i g h t Operations Division (1)
Operations Coordinator (1)
Recovery Branch ( 2 )
Mission Analysis Branch ( 2 )
F l i g h t Control Branch ( 2 )
Network Coordination Office (1)
Data Coordination Office ( 5 )
Engineering Division O f f i c e ( 2 )
Assistant Chief, P r o j e c t Engineering (1)
Project Engineering Branch ( 8 )
Project EngineeriAg Branch (Hangar S ) ( 2 )
NASA Representative's Office a t MAC (10)
Life Systems Division Office ( 2 )
Crew Equipment Branch (2)
Aerospace Medical Branch ( 2 )