Professional Documents
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4
'. &
I . .
-AERO -61
dl 19, 1961
-3
,203 6
F O R I N T E R N A L USE O N L Y
-
MTP -AERO - 61 36
BY
W. G . Clarke
The automatic abort system, open loop for this flight, functioned
as expected. All measured data from the sensors showed levels well be-
low the abort limits.
Impact occurred at a range of 276.7 nm, 1.5 nm (2.7 km) over and
ic 2.6 nm (4.9 km) to the right of the target.
c
--
-
PRELIMINARY EVALUATION OF MERCURY REDSTONE
LAUNCH MR-BD (U)
BY
L
W. G. Clarke
I 1
i
Title Page
Ab stract
Title Page
Table of Contents i
List of Tables ii
Introduction 1
Conclusions 39
Corrective Action 40
References 49
Signature Page 50
Distribution 51
ii
I Maximum Values 42
I1 Times of Events 43
Diagram
b
..
c
1
(U) INTRODUCTION
F
2
time - achieved.
achieved.
d. Determine performance of booster automatic abort system - .
e. Further verify vehicle flight performance - achieved.
2. (U) LAUNCH
3. (C) TRAJECTORY
Dynamic Pressure
(kg/m2)
I 1 -
jooa 1
1
I
K ~
t - - A -- i -- -.-
100 150
.Range '!rime (sec)
1 - -
I . _
DYXAMIC PRESSUR3 AJTD
MR-BD MACH ArLTT.IBRR
1
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6
.. .
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7
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9
A X = 4 m ; A Y = 5 m ; A Z = 5 m
Miss Distances
Geodetic Latitilde
1 -
i -
27.00
12
Ac tua1 % Deviation
from Predicted
Average % Deviation
(PS ia) from Predicted
Predicted 317.5 -
Error Signal 317.21 -0.09
Giannini 315.54 -0.62
The fuel flow, LOX flow, total flow, and mixture ratio are
shown in Figures 10 and 11. The total flow rate includes the hydrogen
peroxide flow rate and the amount of LOX vented. The measured mixture
ratio was used to obtain a fuel and LOX flow rate from the ballistic
evaluation. The telemetered flow rates are compared with predicted
below.
Predicted Measured % Deviation
from Predicted
15
16 rporrroswvvr
peiaf Thrust Chamber Pressure
I
..... . I .
320
318
314
'310
306
1
0 20 40 60 80
I -
, .
-
(lox/fuel). Mixture Ratio
Measured
I
r
the pneumatic regulator indicated the pressure was stable during the
countdown. Just prior to ignitian the pressure was 570 psig which
agrees with the recommended regulator setting. The H202 tank pressure,
shown in Figure 12, remained relatively constant during flight and
agrees closely with the predicted pressure.
6. (C) CONTROL
t
Pressure Top H202 Container
psig
rl
0
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29
A temporary hold in the tilt program was made during the high
dynamic pressure region of flight. During this hold, the attitude of
the vehicle remained at about 20 degrees from the launch vertical for
about 8 seconds (between 79.1 and 87.2 seconds range time). Preliminary
calculations indicate that arresting the tilt program is not a sufficient
maneuver to reconfirm the control stability of the Mercury-Redstone
configuration.
4
deg Pitch Angle of Attack
4 --
-4--
I
- .__~__
n
0
Q)
m
W
31
E
8
/
32
.. . . . .
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34
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37
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0 0 0 0
N N d
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38
9. (U) VIBRATIONS
Three vibration transducers were installed in the aft unit of
the MR-BD vehicle. Measurement 901 (range 5 12 g) was located on the
adapter ring frame and was oriented to measure vibration in the pitch
plane. Measurement 906,with a range of 5 8 g,was installed on the LEV-
3 platform and was oriented to measure vibration in the longitudinal
direction. A low frequency transducer, measurement 950, was installed
on the forward ring frame of the instrument compartment. This
transducer, designed for frequencies up to 16 cps, measured oscillations
.,
in the yaw plane (range 2 0.5 g )
The forward part of the aft unit was modified for this flight
in an attempt to reduce the amplitude of oscillations at second bending
mode frequencies. This modification consisted of four longitudinal
stiffeners to the skin between station 1 and station 15 plus coating of
the skin and instrument compartment forward bulkhead with a rubber base,
lead impregnated, damping compound. The inside skin coating covered
the portion of the aft unit from station 28 to station 15.
The abort bus signal was activated at 149.41 sec (6.82 sec
after cutoff). This signal was triggered by the pitch error abort
sensor which was activated between 149.3 and 149.4 sec. The gyro pitch
position minus program at this time had reached a value (-5.5 deg)
within the operating range of the sensor (see page 28). As previously
discussed, this pitch motion was caused by venting of LOX.
(U) CONCLUSIONS
. . ~ . I
I . ,
, - . .
6 '
. .-, . .
,. i ,
. .
' ,
. . -.. ...,
, . .. , .
, .
3 . .
ro
3
9
0
VI
0
J .
I
I
0
m
0
c*(
-
II
0
d
ra rn
U U
i !
d d
B
4- h 4
m 03 0
0 m 03 0 '
I \D VI VI VI In
41
was excellent, showing that corrective action taken after the MR-2
flight was effective.
.
42
TABLE I
Descent * 89,000
TABLE I1
Arm Cutoff to Capsule (Signal) 130.3 - 130.4 905, Arm Cutoff to Capsule (C)
Impact 656.45
C - Connnutated Channel
S - Straight Channel
* Due to Pitch Attitude Sensor
44
TABLE I11
TABLE IV
TABLE V
MR-1A 28 65 135
MR-2 24 68 130
MR-BD 37 70 130
MR-1A* 40 70 120
MR-2 38 65 115
MR-BD 50 69 115
.
47
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48
r .
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+-
+%
J
(U) REFERENCES
3. TWX No. CCMTA-62, Preliminary Weight Data MR-BD, March 27, 1961,
Confidential
50
APPROVAL:
FRIDTJOF A. SPEER
Chief, Flight Evaluation Branch
ERNST D. GEISSLER
Director, Aeroballistics Division
CONCURRENCE:
JOACHlMP. KUETTNER r
Chief, Mercury-Redstone Project
i
C
51
DISTRIBUTION:
M-DIR
M- DEP- R&D
M-W-TSJ (12)
M - C W - D I R (2)
M-QUAL-E (5)
M-TEST (2) Mr. Pearson
M-FPO Mr. Carter
M-FW (7) Mr. Shettles
M-TPC (2) Mr. Murphy
M-AERO (8) Mr. Teague
M-AERO-F (5) Dr. Speer
M- RP Mr . Johnson
M-RP-DIR Dr. Stuhlinger
M-LOD-TS (10) Mr. Bertram (forward 2 each t o STG &MAC a t CCMTA
and 2 t o Mr. Bailey Bldg 575, PAFB)
M-PAT Mr. Warden
M-LOD (2) Mr. Wastleski
M-SM-DIR (2)
M-SM-E (2) Mr. Jacobi
M- SW-PL Mr. Davidson
M-SW-PV (2)
M-SW-S (3)
M-SW-TSM (3)
M- SW-PC M i s s Leonard
M-MS-IP ( 8 )
M-MS-H M r . &ens
M- WPN
M-WDZR (2) Major Sorenson
NASA Headquarters
1520 H. Street NW
Washington 25, D. C.
Attn: Gen. Ostrander (2)
McDonne11 A i r c r a f t Corporation
Box 516
S t . Louis 66, Missouri
Attn: Mr. E. M. F l e s h (5)