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N A S A
PROJECT GEMINI
A Technical Summary
1
f Prepared by
MCDONNELL DOUGLAS CORPORATION
, St. Louis, Mo.
if;
WfiFm-anned Sjacecraft Center
NATIONAL
AERONAUTICS
AND
SPACE
ADMINISTRATION WASHINGTON, D. C. JUNE 1968
TECH LIBRARY KAFB, NM
..-. 1 3
- " 7
" --.
00b043i
NASA CR-1106
PROJECT GEMINI
A Technical Summary
For sale by the Clearinghouse for Federal Scientific and Technical lnforrnotion
-
Springfield, Virginia 22151 CFSTl price $3.00
. " . " "
TAB= OC
FONTENTS
... ... ... ... ... ... ... ... ... ... ... ... ... ... 1
1
..............
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3
3
4
SPACECRAETIIESCRIPTION ..............
Re-entry Module . . . . . . . . . . . . . . . . . . . . . . . .
0 4
6
Rendezvous and Recovery Section . . . . . . . . . . . . . . 6
Re-entry Control System Section . . . . . . . . . . . . . . 6
Cabin Section . . . . . . . . . . . . . . . . . . . . . . . 7
Adapter Module . . . . . . . . . . . . . . . . . . . . . . . . 9
RetrogradeSection
Equipment Section
.. .. . . . .. 13
Mating Section . . .... 13
Heat Protection . . . . .. 13
Heat Shield . . . . . . . . . . . . . . . . . . . . . . . .
13
14
Heat ResistantShingles
Failure
. . . . . . . . . . . .. . . . . .
And Analysis . . . . . . . . . . . . . . . . .
14
16
PROGRAM . . . . . . . . . . . . . .
Summary
16
Structural Test Vehicles And Testing . . . . . . . . . . . . .
STRUCTURAL QUALIFICATION TEST
16
Structural Dynamics T e a t s . . . . . . . . . . . . . . . . . . . 28
RELIABILm AND QUALITY ASSURANCE 29
Spacecraft Design . . . . . . . . . . . . . . . .
PROGRAM 0
Evaluation Of 30
Test Program For R e l i a b i l i t y And Quality Assurance . . . . . . 31
Estimates R e l i a b i l i t y Requirements . . . . . . . . . . . . . 32
Equipment Malfunctions . . . . . . .
Of
Monitoring And Analysis Of 33
Development
SPACECRPLFT
FLIGHT
Quality
Of Control ................
. . . . . . . . . . . . .............
PERFORMANCE
33
34
50
......
Power Sources . . . . . . . . . . . . . . . . . . . . . . . . .
50
System Description . . . . . . . . . . . . . . . . . . . . . .
DIGITAL COMMAND SYS'DW s
93
iii
.
..... ." .
TABLE OC
FONTENTS
(Continued)
110
122
GCS Qualification Program Summary
R e l i a b i l i t y Program Summary For GCS
. .. .. .. .. .. .. .. .. .. .. .. .. .. .. 123
127
GCS Quality Assurance
GCS Equipment Evaluation
. . ....... .. .. .. ......... .. .. .. ....... . . . 131
135
GCS Flight Performance
PROPUISIONSYSTEhS
. . . . ... . . . . . . . . . . . . . . 136
139
. .. ....... .. ... ............. ... ... .......... ... .. .. ..
0 0
iv
...
TABLE OF CONTENTS
(Continued)
page
....................
Horizon Scanner Release
FreshAirDoorActuator. . . . . . .. .. .. .. .. .. .. .. .. .. .. .. .. .. 240
241.
......................
Docking System Pyrotechnic Devices 241
. .. .. .. .. ..Tests
.. .. .. .. .. .. .. ..
Pyrotechnic Valves 243
Fuel Cell HydragenTank Vent Actuator 243
244
. . . . . . . . . . . . ... .. .. .. ............ .. .. '... ...
Pyrotechnic Devices For Experiments
Pyrotechnic Development And Quslification 244
fission Anomalies 250
. . . . .
Pyrotechnic FailureSummary.... .. .. .. ........... .. .. .. ...... . .
Pyrotechnic Qualification TestSummary 250
250
MISSIONPLANNM(IF ..........................
Mission Evaluation
~ O D U C T I O N . . . . . . . . . . . . o . . . . . o . . . . . . . .
250
250
250
SOFTWARE.............................
Description Of Math Flow
Analysis . . . . . . . . . . ......... .. .. .. ......... .. .. .. .. . . .
.
251
251
254
Testing ............................ .
DEVELOPMZNT OF MISSION AND IlESIGN OBJECTIVES
255
255
DEVELOPM3NT OF OpeRATIONAL MISSION PLANS 262
RESULTS OF MISSION PLANNINQ .
PROCEDURESIIEVELO~......................
0
. 0
0 268
268
Developnent Of Hybrid Simulation . . . . . . . . . . . . . . . 268
Rendezvous Procedures Development
Re-entry Procedures Development . . .. .. .. .. .. .. .. .. .. .. .. .. .. ..
. 273
295
EXFERIMENTSUMMARYREPORT. 296
AND AUGMENTED T A R W DOCKING ADAPIER . . . . .
rn
TmGEI' DOCKING AD
-
.- - ..
TfiGE?~-D&KING"~ ".~-. -i -:-.-. . . . . . . . . . . . . . . . .
General. . . . . . . . . . . . . . . . . . . . . . . . . . . .
323
323
323
Structural Design Criteria . . . . . . . . . . . . . . . . . .
Latching And Rigidizing ....................
Unrigidizing And Unlatching Sequence . . . . . . . . . . . . .
325
326
327
Developent And Qualification Tests ..............
Failure Sumnary And Analysis. . . . . . . . . . . . . . . . .
329
TDA Communication System
TDA Status Display Panel
. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ..
.
329
332
Electrostatic Discharge Device . . . . . . . . . . . . . . . .
332
334
Velcro Patches . . . . . . . . . . . . . . . . . . . . . . . . 334
Special Instrumentation....................
Brperiments.......................... 334
Activity . . . . . . .
334
Configuration ChangesTo TDA 7A For
TDA Mission Performance
AISMWTEDTARGETDOCKINGADAPES.
.
Srmrmary . .EVA
. . .. .. 334
335
General . . . . . . . . . . . . . . . . . . . . . . . . . . . .
336
Separation System. . . . . . . . . . . . . . . . . . . . . . .
336
340
ATDADisplaySystem.. .................... 340
V
TABIE OF CONTENTS
(Continued)
-
page
..................
.....................
Target Stabilization System 340
. .. .. .. .. .. .. .. .. .. .. .. .. .. ..
communicationSystem 342
Development And Qualification Tests 342
ATDA Mission Performance Summary 343
vi
PROJECT GEMINI
A TECHNICAL SUMMARY
INTRODUCTION
The Mercury program, i n which the last of s i x manned space flights was
made i n May 1963 demonstrated t h a t spacecraft could be launched on precise
schedules, and couldsafelyorbit the earth,re-enter, and land. Gemini
showed t h a t man could survive long p e r i o d s i n space and that spacecraft could
rendezvous and dock with a target vehicle in space and could use t h e t a r g e t
vehicle's propulsion system t o achieve a new orbit.
Thus,Gemini achieved a l l i t s goals (Table 1) t o pave the way f o r the
Apollo flights and f o r o t h e r space programs, such as the A l r Force Manned
Orbiting Laboratory.
1
TABLE 1 GEMINI SPACECRAFT FLIGHT HISTORY
GEMINI I UNMANNED 3 APR. 1964 DEMONSTRATED STRUCTURAL GEMINI VI1 MANNED 16MAR.1966 DEMONSTRATED RENDEZVOUS AND
64ORBITS INTEGRITY. 3 DAYS DOCKINGWITHGATV, CONTROLLED
RENDEZVOUS LANDING,EMERGENCYRECOVERY.,
GEMINI II UNMANNED 19JAN.1965DEMONSTRATED HEAT PROTECTION AND DOCK MULTIPLE RESTART OF GATV
SUBORBITAL ANDS'YSTEMSPERFORMANCE. (TERMINATEC IN ORBIT. SPACECRAFT MISSION
r IN REV. 7) TERMINATED EARLY DUE TO
GEMINI 111 ;MANNED 23 MAR"1965 DEMONSTRATEDMANNED QUALIFICA-
'3 ORBITS TIONSOF THE GEMINISPACECRAFT.
ELECTRICAL SHORT IN CONTROL
SYSTEM.
GEMINI IV MANNED 3 JUNE1965 DEMONSTRATED EVA ANDSYSTEMS GEMINI Ix MANNED 3 JUNE1966 DEMONSTRATEDTHREE RENDEZVOUS
4 DAYS PERFORMANCEFOR 4 DAYS IN 3 DAYS TECHNIQUES. EVALUATED EVA WITH
SPACE. RENDEZVOUS DETAILED WORKTASKS.DEMONSTRATED
ANDDOCK, PRECISIONLANDING CAPABILITY.
GEMINI V 'MANNED 21 AUG.1965 DEMONSTRATEDLONG-DURATION AND EVA
8 DAYS FLIGHT, RENDEZVOUSRADAR
CAPABILITY, ANDRENDEZVOUS GEMINI X MANNED 18 JULY 1966 DEMONSTRATED DUAL RENDEZVOUS
MANEUVERS. 3 DAYS USINGGATVPROPULSIONFOR
RENDEZVOUS DOCKEDMANEUVERS.DEMONSTRATED
GEMINI VI IMANNED 25OCT.1965 DEMONSTRATED DUAL COUNTDOWN ANDDOCK, REMOVAL OF EXPERIMENT PACKAGE
2 DAYS PROCEDURES (GATV AND GLV- AND EVA FROMPASSIVE TARGET VEHICLE DURING
,RENDEZVOU! SPACECRAFT), FLIGHT PERFORM- EVA. EVALUATED FEASIBILITY OF
(CANCELLED ANCEOF TLV AND FLIGHT READI- USINGONBOARD NAVIGATIONAL TECH.
AFTER GATV NESSOFGATVSECONDARYPRO- NIQUESFORRENDEZVOUS.
PULSIONSYSTEM.MISSION CAN-
CELED AFTER GATV FAILED TO GEMINI XI MANNED 12SEP.1966 DEMONSTRATEDFIRST-ORBITREN-
ACHIEVEORBIT. 3 DAYS DEZVOUS AND DOCKING. EVALUATED
RENDEZVOUS EVA. DEMONSTRATED FEASIBILITY
1 DEC.1965 DEMONSTRATED2-WEEK FLIGHT AND ANDDOCK, OF TETHERED STATION KEEPING.
14 DAYS STATION KEEPING WITH GLV STAGE AND EVA DEMONSTRATED AUTOMATIC RE-ENTRY
RENDEZVOU! 11; EVALUATED "SHIRT SLEEVE" CAPABILITY.
ENVIRONMENT; ACTED AS RENDEZ-
VOUS TARGET FORSPACECRAF.T6; GEMINI x11 MANNED 1 1 NOV.1966 DEMONSTRATED OPERATIONAL
ANDDEMONSTRATEDCONTROLLED 4 DAYS CAPABILITY TOPERFORMCOMPLEX
U.E-ENTRY WITHIN 7 MILES OF RENDEZVOUS ANDLONG-DURATION EVA WITH NO
PLANNED LANDINGPOINT. ANDDOCK, NOTICEABLE ASTRONAUT FATIGUE.
7
GEMINI VI-A MANNED 15DEC.1965DEMONSTRATEDON-TIME LAUNCH
PROCEDURES, CLOSED-LOOP
RENDEZVOUS.CAPABILITY,
STATIONKEEPINGTECHNIQUES
AND
r I
AND EVA
I n e r t i a l GuidanceSystem. -
me s p a c e c r a f t i n e r t i a l guidancesystem (IGS)
serves a8 a back-up t o the launch-vehicle guidance system during t h e launch
phase. [-See GUIDANCE AND CONTROL SYS'PEM, page UO!.)
Ejection Seats and Retro-rockets. -
Ejection seats and retro-rockets
provide escape modes from the launch vehicle during the prelaunch and the
launchphases. (See ESCAPE, LANDING AND RFXOVEHY SYSTEMS, page 208 and
Retrograde Rocket System, page 156. )
BASIC OBJECTIVES
L
complete as soon as practical. Gemini was completed months ahead of t h e
schedule t h a t was estimated i n early-1963. Spacecraft 2 through 12 each was
delivered at least a month ahead of schedule.
.
Maneuvering i n o r b i t u s i n g t h e Agena Target Vehicle was first achieved by
Spacecraft 10
SPACECRAFTDESCRIPTION
4
- 4 SPACECRAFT I
4 MODULE
ADAPTER b- MODULE
RE-ENTRY c
ADAPTER
Z 15.38
11
z 68.44
I
I
I
RE-ENTRY
SYSTEM
SECTION
"II
I
Ic-
I
RETROGRADE
- RENDEZVOUS
8, RECOVERY-,
SECTION
ABLATION SHIELD
NOSE
FAIRING-
SPACECRAFT/LAUNCH VEHICLE
MATINGLINE
BY
FIGURE 1 SPACECRAFT GENERAL ARRANGEMENT
The methodsof construction and the materials used exemplify the care
shown by McDonnell engineers to guarantee high strength-to-weight ratios. The
require&nt of heat resistance led to the choiceof titanium and magnesium as
the principal metals used in spacecraft fabrication. High-strength titanium
bolts (Ti-6A1-4V)were used extensively; titanium was also used for the rings,
stringers, interior skin, and bulkheads of the re-entry module. Aluminumwas
used inside the cabin where temperaturesnotare structurally critical.
of the shell
Stringers and longerons were spaced around the circumference
to carry nearly all axial and bendingloads and to stiffen the framework. To
protect against distortion to large, thin gauge panels, chemical milling
rather than mechanical milling was employed.
5
I .. .. - "_
. .. ... .. -.. ._ ,.. . ... , , ,, , , , ,
For ease i n i d e n t i f y i n g p a r t i c u l a r areas, t h e s p a c e c r a f t is cut by two
reference planes, one running longitudinally from a d a p t e r t o nose, the o t h e r
at r i g h t angles t o t h i s one.
Inoking forward from t h e end of the adapter, one may divide a s e c t i o n of
the spacecraft into four quadrants, thus creating four c a r d i n a l p o i n t s
!E (Top Y) and BY (bottom Y) f o r t h e Y a x i s , and FU ( r i g h t X) and LX ( l e f t X)
-
f o r t h e X axis. A p a r t i c u l a r l o c a t i o n on the c i r c l e i s measured i n d e g r e e s
from any one of thesepoints. (Ref Fig. 3)
Re-entry Module
6
DOOR ASSEMBLY
TORQUE BOX
HEAT SHIELD
CONICAL SECTI0.N
RCS SECTION
DOCKINGBA
I
FORWARD BOTTOM
EQUIPMENT
ACCESSDOOR
SIDEEQUIPMENT
ACCESSDOORS
R 8. R SECTION
LANDING SKID DOOR
DOCKING ECS ACCESS DOOR
FITTING
FIGURE 2 RE-ENTRY MODULESTRUCTURE
Cabin Section. - The cabin section lies between t h e RCS section and t h e
adapter assembly. It i s a truncated cone, 38.66 i n . i n diameter at t h e for-
ward endand 90.00 in. i n diameter a t the aft end (with the heat shield
attached). It consists of an i n t e r n a l pressure vessel, which is t h e crew
s t a t i o n f o r the two astronauts and equipment bays located outside the pressure
vessel. The heat shield, a major s t r u c t u r a l component of the cabin, i s
discussed in Heat Protection, page 13.
I
A. I n t e r n a l Pressure Vessel. -
The pressure vessel, i n a d d i t i o n t o housing
t h e Geminicrew, contains electrical and l i f e support equipment and various
.
experimental devices. Accessible volume i n . t h e crew compartment (with the
crew aboard) i s approximately 55 cu f't
The pressure vessel consists of a fusion-welded titanium frame t o
which are attached side panels, a hatch sill, and a fore and aft bulkhead.
The side panels and pressure bulkheads are double thickness, thin-sheet tita-
nium (0.01 in.), w i t h the outer sheet beaded f o r s t i f f n e s s .
The personnel access hatches are of skin and beam construction. Sili-
con rubber seals around each hatch s i l l and around t h e two inner panes of
glass prevent t h e leakage of cabin pressure.
a
B. EquipmentBays - IPhree major equipment bays, designed t o contain a
v a r i e t y of e l e c t r i c a l and electronic equipment, are outside t h e cabin pressure
vessel. Two of these bays are outboard of t h e side panels and one bay i s
beneath the pressure vessel floor. Unlike the Mercury Spacecraft, which had
nearly all i t s systems inside the pressure shell, the Gemini Spacecraft has
most of i t s system components i n these unpressurized equipment bays. These
components either require no pressurization or are internally pressurized.
Since equipaent i s normally only one layer deep within the compartments,
launch crews can reiuove an access door, quickly p d 1 out a malfunctioning unit,
i n s e r t a new one, r e i n s t a l l the access door, and proceed w i t h the launch.
Two main landing gear wells are located below the side equipment bays.
Originally these wells were intended t o house equipment f o r ground landings;
however, t h i s requirement was never put into practice. Consequently, t h e
wells are used t o house additional experiment equipment onsome spacecraft; on
other missions t h e wells carry ballast or.remain empty.
Two etructural doors are provided on each side of the cabin to allow
access t o the side equipment bays. The twomain landing gear wells a l s o have
doors. On the bottom of the cabin, between t h e landinggeardoors, two
additional access doors are i n s t a l l e d . The forwarddoorallowsaccess t o the
lower equipment compartment and the aft door provides access t o the environ-
mental control system (ECS) compartment .
C. Hoist b o p -A spring-loaded hoist loop, located near the heat shield
between t h e hatch openings, i s erected after landing t o engage a hoisting
hook f o r spacecraft retrieval.
Adapter Module
9
ACE
LUG
RE
RE
T.Y.
RADIATOR COOLANT
B.Y.
STRAP LOCATIONS
AT 2103.44
LOOKING FORWARD TYP. STRINGER SECTION
ALUM.RING
PARTING LINE MATING RING
F I G U R E 3 ADAPTERSTRUCTURE-(Continued)
11
I
RX
Z 13.44
E L E C T R O N I C MODULE- \<
ACCESS DOOR
\ENVIRONMENTAL
CONTROL SYSTEM
FIBERGLASS FACING
ADAPTER
\ALUMINUM
- HONEYCOMB CORE STRUCTURE
ALUMINUM
MOD U L E
:TION B-B SUPPORT
FITTING SECTION A-A
U TYPICAL MODULE
TY PICAL B LAST SH I E LD
SUPPORT BEAM SUPPORTPOINT
Heat Protection
During re-entry the spacecraft f l i e s with t h e heat shield forward. This
p r o t e c t s the forebody of the re-entry module from excessive heat flux during
t h i s c r i t i c a l mode. The rest of the Spacecraft 'body i s protected by two kinds
of heat resistant shingles, Rene 41 and beryllium.
I .
Heat Shield. - The heat shield i s a dish-shaped s t r u c t u r e t h a t forms t h e
large end of the re-entry module.The heat shield i s an ablative device which
protects the re-entry assembly from the extreme heat of re-entry into the
e a r t h ' s atmosphere. It i s a t t a c h e d t o t h e a f t endof the cabin section by
eighteen0.25-in.-diameter bolts. Ninety inches i n diameter, the shield has
a spherical radius of 144 inches.
The R & R and RCS section surfaces are unbeaded shingles of cross-rolled
beryllium. "he p l a t e i s supplied to McDonnell in several sheet sizes ranging
in thickness from 0.300 i n . t o 0.555 in.Shingles are finished by McDonnell
t o thicknesses, depending on spacecraft location, of 0.090 in. t o 0.280 in.
The shingles are a t t a c h e d t o t h e spacecraft by beryllium retainers fabricated
from similar plates.
Both Rene 41 and beryllium shingles are coated on the outer surface with
a blue-black ceramic paint, t o permit high thermal radiation from t h e space-
craft. The inner surface of the beryllium shingles has a very thin gold coat-
i n g t o a t t e n u a t e thermal r a d i a t i o n i n t o the spacecraft. The outer surface of
14
the adapter module i s coated with white ceramic paint and the inner surface
is covered with aluminum f o i l t o reduce emissivity. The heat protection
devices are pictured i n Fig. 5.
FIBERGLASS
RENE 41 OUTER
IN-K INSULATION
PANE
V Y COR INSULATION
FIBERGLASS
CHANNEL
THERMOFLEX
INNERPANE
TYPICAL DOOR SPLICE
TEMPERED GLASS
I WINDOW FRAME
FIBERGLASS
LBERYLLIUM
TYPICAL FORRCS AND R & R SECTION
FIGURE 5 HEAT PROTECTION
Failure Summary And Analysis
-
1. Boilerplate No. 1 Boilerplate No. 1was a s t e e l mock-up of t h e
re-entry module which was used primarily i n parachute development testing.
Ballast was installed to simulate spacecraft weight and cg. After fabrication
16
52 -35205 HANDLE E L E C T O RL E V E R
(ATTACHED TO HATCH
STRUCTURE)
52-35089
PINION DRIVE SHAFT A
DRIVE PAWL SELECTOR SHAFT 89 PINION DRIVE
GAINPAWL A
PAWL SPRING (REF.)
G A I N A N D D R I V E PAWLS
SHOWN I N N E U T R A L P O S I T I O N
52-35203 DRIVE PAWL /3\
SECTION A-A
A 7079-T6 ALUMINUM
A AMS 4 9 2 8 T I T A N I U M
17
I-
I
a t t h e McDonnell p l a n t , t h e u n i t was shipped t o Northrop-Ventura on 31 July
1962and was t h e r e a f t e r a s s i g n e d t o North American A v i a t i o n f o r testing. The
u n i t was destroyed on 30 July 1963 while undergoing drop t e s t s at El Centro,
California.
-
2. B o i l e r p l a t e No. 2 B o i l e r p l a t e No. 2 was a welded steel mock-up
of t h e pressurized cabin corresponding closely t o t h e flight a r t i c l e i n shape
and volume. It was used f o r f u n c t i o n a l e v a l u a t i o n s of the gaseous oxygen
components of the environmental control system (ECS) under simulated mission
environments; t h e e f f e c t s of solar r a d i a t i o n andequipment heat exchange were
especially significant. A complete ECS and r e l a t e d crew s t a t i o n c o n t r o l s were
i n s t a l l e d . The ECS w a s instrumented t o record and evaluate systemperformance
during normaland secondary modes of operation.Testconditions simulated
regular mission phases as well as f a i l u r e s and o t h e r abnormal operations
including crewman "ejection" during t h e prelaunch and the re-entry modes.
-
3. B o i l e r p l a t e No. 3 Boilerplate No. 3 was a welded s t e e l mock-up
of t h e re-entry module, aerodynemically similar t o t h e f l i g h t a r t i c l e . The
b o i l e r p l a t e was u t i l i z e d f o r e j e c t i o n s e a t development s l e d runs. It
contained t h e two s e a t s , t h e s e a t rails, and t h e s e a t a c t u a t i n g mechanisms.
A removable f a i r i n g simulated the adapter retrograde section. Boilerplate
hatches were of the c o r r e c t shape, but were f i x e d i n the open p o s i t i o n because
no hatch sequencing tests were intended.
-
4. B o i l e r p l a t e No. 3 A Boilerplate No. 3 A had e s s e n t i a l l y t h e same
s t r u c t u r e as No. 3, modified by t h e i n s t a l l a t i o n of a production large pressure
bulkhead, a seat r a i l torque box, two hatch sills, two side panels, two
"light" hatches, and two f l i p p e r doors.
-
5. B o i l e r p l a t e No. 4 Boilerplate No. 4 was b u i l t by Weber A i r c r a f t
and d e l i v e r e d t o McDonnellon 21 October 1963. O f aluminum s k i n and s t r i n g e r
construction, it was designed t o c a r r y ballast a d j u s t e d t o the weight, cg and
moment of i n e r t i a of a production spacecraft. The o r i g i n a l i n t e n t was t o
u t i l i z e t h i s b o i l e r p l a t e i n e v a l u a t i n g the skidlandinggear. These tests
were deleked, however, when t h e ground landing mode was scrubbed f o r the
18
e n t i r e Geminiprogram. Instead, boilerplate No. 4 was used i n a series of
drop tests a t t h e McDonnell f a c i l i t y .
-
6 . Boilerplate No. 5 A welded s t e e l mock-up of the re-entry module,
boilerplate No. 5 was designed f o r use i n t h e Gemini parachute development
program. It contained provisions for ballast t o simulate spacecraft weight
and cg. The unit was shipped t o Northrop-Ventura on 31 August 1962, and
employed i n parachute testing. Subsequent t o these tests, b o i l e r p l a t e No. 5
was refurbished and converted into static a r t i c l e No. 4A (18 September lw),
i n which capacity it was-utilized in high-altitude-drogue qualification tests
along with i t s c o u n t e r p a r t , s t a t i c a r t i c l e No. 7.
B. S t a t i c Re-entry Vehicles:
-
1. S t a t i c No. 1 Static a r t i c l e No. 1was cancelled by agreement
between McDonnell and t h e NASA; however, i t s re-entry module and adapter were
reassigned t o Spacecraft 3A.
2. S t a t i c No. 2 -
Static No. 2 was intended t o be a manned re-entry
module designed specifically for qualifying the NAA Paraglider. The u n i t w a s
cancelled when t h e paraglider was deleted from the program.
-
3. S t a t i c No. 3 Static a r t i c l e No. 3 consisted of a complete re-entry
module of the early paraglider configuration and an adapter module. The
principal difference between it and the standard re-entry vehicle was the
addition of the paraglider torque box structure, located between t h e hatches.
(This torque box could accommodate parachute fittings, enabling the vehicle
t o be employed i n e i t h e r t h e paraglider or t h e parachute configuration.) The
u n i t was delivered to the NASA on 15 May 1963. S t a t i c t e s t s f o r t h i s vehicle
includedlandingconditions,parachutesupportstructure tests, launch,abort,
re-entry and heat shield back-up s t r u c t u r e t e s t s . For the launch and abort
t e s t s t h e k c t i n No. 2 adapter w a s mated to the re-entry module. Following
the completionof i t s t e s t program, s t a t i c a r t i c l e No. 3 was reassigned t o
t h e Manned Orbital Laboratory (MOL) program f o r t e s t i n g .
-
4. Static No. 4 S t a t i c a r t i c l e No. 4 has the same structural config-
uration as No. 3 except that i n a d d i t i o n it contained dummy equipment t o
simulate t h e mass and cg of t h e flight a r t i c l e . This vehicle was designed t o
undergo dynamic response tests, t e s t s of the seat and hatch back-up structure,
and ultimate pressurization tests. In addition, hoist loop and support tests
and water drop tests were performed. The u n i t was delivered on 18 April 1963.
m e r completion of t h e t e s t program, this vehicle was reassigned t o the
MOL program.
structure (i.e.,
-
5. Static No. 5 S t a t i c a r t i c l e No. 5 had a complete re-entry vehicle
no adapter) and was designed f o r f l o t a t i o n stability tests
and as an egress trainer. All equpment exterior to the pressure vessel and
c r i t i c a l t o f l o t a t i o n was carefully simulated t o assure the .proper water
flotation attitude. In addition, ballast was i n s t a l l e d t o simulate the
correct weight andcg as incorporated into the Spacecraft 3 configuration,
the program's first manned vehicle.
Ihe water f l o t a t i o n tests were successiully completed at the
McDonnell f a c i l i t y and the u n i t was subsequently modified t o t h e egress
trainer configuration. %is modification included the installation of those
systems normally operative at splashdown - i.e., a partial ECS and cop3plltnlca-
t i o n s system. All inoperative equipment e x t e r i o r t o the pressure vessel wa8
simulated i n t h i s configuration; ballast t o sinailate correct weight and cg
was also provided. The pressure vessel contained dummy eJection seats, a
partially operative instrument panel and operating recovery equipment. Provi-
s i o n s f o r the i n s t a l l a t i o n of landing gear were included, although t h e gear
was never installed. A t the completion of t h e modification, the u n i t was
delivered to the NASA f o r egress training.
-
6. S t a t i c No. 6 S t a t i c No. 6 was t o havebeen a back-up v e h i c l e t o
s t a t i c No. 2, but was cancelled with deletion of the paraglider.
C. S t a t i c Adapters:
-
1. S t a t i c Adapter No. 1 S t a t i c adapter No. 1was designed f o r
s t r u c t u r a l dynamics and r e l a t e d s t r u c t u r a l t e s t s . The u n i t was completed at
the McDonnell plant and shipped t o the " b i n Company f o r t h e test program
early i n 1963. I n December 1963 it was returned t o McT)onnell f o r a s e r i e s of
dynamic response t e s t s . Ihmrmy equipment of proper weightand cg was then
mounted i n t h e a d a p t e r t o check the response of the adapter shell.
-
3. Static Adapter No. 3 This u n i t was used t o s t r u c t u r a l l y q u a l i f y
the equipment mounts, the retro-rocket support structure, the blast shield
access door,and t h e adapter itself' i n t h e "hot" launch condition.
-
4. Static Adapter No. 4 After undergoing one pyrotechnic separation
t e s t at s t a t i o n 2 13, the adapter was assigned to Popgun testing. This test,
which consisted of pyrotechnic separation at s t a t i o n 2 69 and the firing of
the retro-rockets, had inconclusive results since considerable damage was
20
r
-
2. Electronics Systems Test Unit (ESTU) The ESTU was a simplified
re-entry module mock-up with provisions for mounting all electronic components
i n t h e i r flight locations. Prototype and early production units were i n s t a l l e d
and interconnected t o simulate t h e spacecraftwiringconditions. Components,
subsystems, and systems were at first operated component-by-component and
then system-by-system t o provide an i n i t i a l e v a l u a t i o n of each componet when
integrated with other units.
-
3. Compatibility Test Unit (CTU) The CTU was a Spacecraft mock-up
employing standard spacecraft w i r e bundles and having a structure very similar
t o the flight a r t i c l e . Prototypespacecraftsystems w e r e installed, creating
a test vehicle with operational systems representative of Spacecraft 1, 2, 3,
and 3A. The objectives of the t e s t program involving the CmT were:
a. Provide compatibility tests (including radio noise) of t h e
spacecraft systems t o assure interference-free combined operation.
b. Establish spacecraft and ground support equipment (GSE)
compatibility.
C . Furnish SST procedure evaluation and personnel training prior
t o production spacecraft tests.
d. Provide a t e s t bed to evaluate spacecraft configuration changes
and investigate problem areas.
-
5. R & R and RCS Pyro Test Unit This u n i t w a s composed of a full
production R & R/RCS section equipped for the paraglider configuration. It
was designed for pyrotechnic demonstration of the following operations:
a. Drogue mortar
b. Nose fairing separation
c. MDF ring separation at s t a t i o n Z 191.97
d. Nose landing gear deployment
e. Emergency docking release deployment, and
f . Docking bar assembly deployment.
-
6. R & R and RCS S t r u c t u r a l Test Unit This unit, originally designed
t o contain a paraglider type R & R section and a parachute RCS, was used t o
structurally qualify the radar support structure, the RCS parachute support
structure, and the nose f a i r i n g and supportstructure. Further t e s t i n g
involved qualifying the drogue parachute structure under re-entry temperatures,
and t h e performance of a pyrotechnic separation of the MDF r i n g a t Z 191.97.
A t the conclusion of these tests, the u n i t was i n s t a l l e d on s t a t i c a r t i c l e
No. 3 (Ref B. S t a t i c Re-entryVehicles, page 19 1 for parachute deployment
tests at high temperatures.
Structural Testing.
22
tandem drogue rendezvous and recovery section attached t o a rigid support at
s t a t i o n Z 191.97. A uniformly distributed axial load was applied t o the test
a r t i c l e through the base of one of the mortar assemblies. When failure did
not occur after the applied load had subatantially exceeded t h e design ulti-
mate load, testing was considered successFully completed.
24
of the unballasted test vehicle were determinedexperimentally. The mass
moments of inertia of t h e basicvehicle w e r e d e t e k n e d Impact
accelerations along the 2 (longitudiaal) and Y (vertical) axes were measured.
analy&ally.
The cabin was pressurized t o 5.0 psig before and after each drop t e s t , and
the pressure decay during a 30min period was recorded i n eachcase. The
cabin was not pressurized when dropped.
-
7. S t a t i c Test of Crew Hatch These t e s t s helped t o evaluate the
s t r u c t u r a l i n t e g r i t y of t h e crew hatch and hatch support f o r the following
conditions:
-
a. Condition I Ultimate external airload against the flipper
door f o r astronaut egress during an abort.
b. Condition I1
rotate the hatch past
-
Ultimate air and i n e r t i a l loads tending t o
88 degrees full open, restrained by an extended simulated
hatch actuator. This condition was c r i t i c a l f o r the hatch and hatch actuator
support . C. Condition I11 -
Ultimate air, i n e r t i a l and ejection seat cata-
p u l t loads applied t o hatches and support i n the following sequence:
25
flipper doors, strengthened crew hatches, and the hatch support structure
were adequate f o r a l l conditions tested.
26
t h e oxidizer s k i r t and the adapter w e r e measured before and during the test.
The temperature cycle was run under three conditions of load: limit (lo($ Dm).,
ultimate (136s DLC) and s t r e t c h (1564 DU).
-
E. Complete Spacecraft Test llhe static test of Gemini Spacecraft for
a critical abort condition verified t h e s t r u c t u r a l and functional integrity
of the spacecraft for the 5.5 degreeangle of attack. Two tests were con-
ducted. During t e s t condition A, the specimen was subjected t o both axial
compression and bending moment about the Y-Y a x i s with t h e right (RX)side of
the spacecraft in compression. The specimen was loaded i n increments t o
lo@ design limit load and t h e hatches were opened by hatch actuators. Inspec-
tion revealed no damage.
-
3. Bending With Axial Compression The bending w a s applied about the
.
Y 0.00 axis placing the BY,latch i n compress'ion. Bending was increased t o
failure
s t r u c t u r a l Dynamics Tests
A. Abort Configuration
s t a t i o n s 2 109 and 2 192.
- The abort module was suspended free-free a t
-
B. Phase 2: Determination of Moment of I n e r t i a The i n e r t i a of t h e space-
c r a f t was determinedabout i t s X and Y 8xes. The spacecraft was supported on
knife edges at 2 s t a t i o n 192 and was suspended with soft springs of a known
spring constant at 2 s t a t i o n 13. The i n e r t i a was calculated by knowing the
weight, center of gravity, spring location, knife edge location, and frequency
of oscillation of the system.
The Agena TDA and t h e Gemini R & R section sustained a l l shock loads
imposed w i t h no s t r u c t u r a l o r f u n c t i o n a l failures. Al mooring systems that
were operable during the t e s t performed s a t i s f a c t o r i l y .
,
surviving the mission. The methodology f o r accomplishingthese two goals
was :
Estimates Of R e l i a b i l i t y Requirements
The failures were analyzed a t the vendor's plant, the McDonnell plant,
o r at Kennedy Space Center, depending upon the nature of t h e failure and t h e
a v a i l a b i l i t y of f a c i l i t i e s . Complex equipment was returned t o t h e vendor
when t h e analysis required special engineering and technical skills or s p e c i a l
t e s t equipment.
33
implemented, and v e r i f i e d by quality control. This method permitted rapid
changes accompanied by rigorous inspection. No change. w a s made t o t h e t o t a l
configuration until it had been submitted t o a management change board which
evaluated t h e impact of the change upon t h e program cost and t h e schedule.
.
Kennedy, Florida. The Gemini launchvehicle was a modified T i t a n I1 ICBM,
"man-rated" f o r Gemini usage
34
a
Gemini I Mission
Two subsystems employedon the Gemini I mission were the C-band radar
transponder and the three telemetry transmitters. The transponder aided i n
accurate ground tracking of the spacecraft during t h e mission; the transmitters
provided data on spacecraft heating, structural loading, vibration, sound
pressure levels, and the temperatures and pressures encountered d u r i n g t h e
launch phase.
35
Miscellaneous equipment i n s t a l l e d on the spacecraft consisted of a
24-volt M: silver-zinc battery, a cabin pressure relief valve, a prelaunch
cooling system, and threespacecraft-to-groundumbilicals. Dummy equipment,
having a mass and moment of i n e r t i a equal t o t h e missing flight systems, was
i n s t a l l e d i n the spacecraft.
Gemini I1 Wssion
the f l i g h t environment.
B. To verify the adequacyof the re-entry heat protection under the
most severeconditions.
C. To achieve s a t i s f a c t o r y performanceof v i t a l flight control systems,
l i f e support systems, retrograderocket system, recovery and landing systems,
and other systems c r i t i c a l t o flight safety and mission success.
D. Verify systems checkout and launchprocedures.
E. Evaluate back-up guidance steering signals throughout launch.
.
evaluation purposes rather than a source of spacecraft power on the Gemini I1
flight
37
The f l i g h t crew successfully completed t h e mission, during which they
employed s e v e r a l t h r u s t e r f i r i n g s t o a l t e r the spacecraft orbit and t o
perform small out-of-plane maneuvers. Both t h e OAMS and the spacecraft guid-
ance and control system performed satisfactorily during the flight, with no
significant anomalies.
The only primary objective unachieved during t h e Gemini I11 mission was
a landing close to t h e recovery force. The actual landing point was about
58 nautical miles short of the planned retrieval point. A study indicated that
the angle o f attack had been slightly lower than predicted; however, the main
reason f o r t h e short trajectory appeared t o be a considerably lower l i f t
coefficient and a correspondingreduction i n the touchdown footprint. The
flight data appeared t o i n d i c a t e a difference between the a c t u a l and t h e wind-
tunnel-derived aerodynamics of there-entryconfiguration. !J!he experience
acquired from t h i s mission and t h e Gemini I1 flight were correlated with wind
tunnel data t o a r r i v e at a more accurate prediction of t h e l i f t - t o - d r a g r a t i o
and corresponding footprints for later flights.
Gemini N Mssion
Primary Objectives.
Secondary Objectives.
Late i n the first revolution, the decision was m a d e not t o attempt the
rendezvous w i t h the Gemini launch vehicle second stage because t h e allocated
propellant f o r the O M had been consumed during the station keeping exercise
with the second stage.
39
The f l i g h t crew r e p o r t e d d i f f i c u l t y i n c l o s i n g and latching the hatch
after EVA. This anomaly, and the corrective action employed, are f'ully
discussed in Failure Summary And Analysis, page 16 of this! report.
Gemini V Mssion
40
conducted throughout the mission t o evaluate the rendezvous system i n l i e u of
the REP exercises. A simulated Agena rendezvous w a s conducted on t h e t h i r d
day which indicated that the spacecraft could have been placed within 0.3
nautical miles of an Agena Target Vehicle (ATV).
Gemini V I Mission
apart .
vas performed f o r about 3-l/2 orbits, with the spacecraft as close as one f t
The command p i l o t of Spacecraft 6 performed an in-plane fly-around
maneuver, maintaining a distance of 150 t o 250 f t from Spacecraft 7. Separa-
t i o n maneuvers w e r e performed and the v i s i b i l i t y of Spacecraft 7 as a t a r g e t
vehicle was evaluated. The flight progressednormally and was ended by a
nominal re-entry and landing on 16 December within seven nautical miles of
t h e planned retrieval point. The recoveryship was the a i r c r a f t carrier, the
U.S.S. Wasp. All primary mission objectives w e r e accomplished.
Gemini V I 1 Wssion
41
demonstrate a manned o r b i t a l f l i g h t of 14 days, and t o evaluate the effects
of the prolongedmission upon the crew. Secondary objectives included a
rendezvous with Spacecraft 6, s t a t i o n keeping w i t h t h a t spacecraft and with
t h e second stage of t h e launch vehicle, and the carrying out of 20 in-flight
experiments.
Another anomaly occurred when the operation of the No. 3 and No. 4 yaw
r i g h t O M t h r u s t e r s was degradedduring the last 47 h r of the flight. How-
ever, performance was not seriously affected because the crew was able t o
r e t a i n yaw right control.through t h e use of a maneuver thruster. Post-flight
investigation indicated t h a t t h e degraded t h r u s t e r performance was probably
due t o an obstruction in t h e propellant flaw or to propellant contamination.
Since t h e anomaly was believed to have occurred as a result of long-duration
operation, no change was made t o t h e system configuration.
The 14-day mission was successfully completed and controlled re-entry was
demonstrated by landing the spacecraft within 6.4 nautical miles of t h e
planned retrieval point on 18 December 1965. Recovery was made by t h e
42
carrier U.S.S. Wasp. AU. primary and secondary mission objectives were
accomplished.
Gemini V I 1 1 Mission
The eighth Gemini mission was the first rendezvous and docking mission
with an Agena TargetVehicle.Spacecraft 8 was launched successfully at
9:OO a.m., EST on 16 m r c h 1966, following the launch of the Atlas-Agena
Target Vehicle one h r and 40 min earlier.
43
__
... -. . .._. ._ .. .. - -.- . . ... - . .
,approximately 300 degrees per sec, causing the crew t o & a c t i v a t e t h e o r b i t
a t t i t u d e and maneuver system ( O W ) and t o use both rings of the re-entry
control system t o reduce t h e rates. The problem was i s o l a t e d t o No. 8 0-
t h r u s t e r which fired continuously because its c i r c u i t r y f a i l e d i n an ON
condition.Post-flightinvestigationsubsequently concluded t h a t t h e anomaly
was caused by a s h o r t c i r c u i t i n t h e wiring t o the thruster. To provide for
immediate shutdown o f all t h r u s t e r s in case of malfunction on subsequent
spacecraft, a single switch was i n s t a l l e d which interrupted power t o all
t h r u s t e r e l e c t r i c a l systems. In t h i s way, a systematic check of eachsystem
could be made per established procedure after individual.systems were shutdown
and the single switchclosed.Inspectionprocedures were modified t o reflect
the engineering change.
Because the re-entry control system had been activated, the mission
was terminated during the seventh revolution in the secondary
recovery area i n the western Pacific Ocean. Retrofire was on time at
10:04:47 h r CET, and t h e re-entry was nominal, r e s u l t i n g i n a landing within
seven nautical miles of the planned r e t r i e v a l p o i n t . The crew and spacecraft
were recovered by t h e U.S.S. Leonard Mason approximately t h r e e h r and 11min
after landing.
Gemini M - A Mission
The ninth Gemini flight was a rendezvous and docking mission w i t h the
augmented t a r g e t docking adapter (ATDA), used as the target vehicle after t h e
Atlas f a i l e d t o i n s e r t the Agena i n t o o r b i t on 17 May 1966. The ATDA consisted
of a target docking adapter (TDA), a c y l i n d r i c a l e q u i p n t s e c t i o n , a re-entry
control system f o r a t t i t u d e s t a b i l i z a t i o n , a b a t t e r y module, andan ascent
shroud.
It was impossible t o dock with the ATDA because the ascent shroud on the
ATDA had not separated 8 8 planned.Subsequent inspection revealed that the
quick-disconnect lanyards had not been properly attached. Two additional
rendezvous were therefore performed i n accordance with t h e alternate plan. The
first was an equiperiod rendezvous ( i n which the spacecraft has t h e same
o r b i t a l p e r i o d as t h e target) and the second w a s a rendezvous from above,
which was t o simulate conditions which could r e s u l t i f t h e Apollo command
module were required to rendezvous with a disabled lunar module. A two-hr
EXA w a s accomplished, but evaluation of the astronaut maneuvering u n i t was
not performed due t o fogging of the pilot's visor.
Gemini X Mission
The primary objective of the Gemini X mission was t o rendezvous and dock
w i t h the targetvehicle. Secondary objectives comprised:
45
The crew completed the rendezvous during the fourth revolution as
planned, at 5:23 h r ground elapsed time. Approximately 30 min later the space-
c r a f t docked w i t h the Agena TargetVehicle.Since more propellant was used
during the terminal phase of the rendezvous than had been predicted, docking
practice was not performed i n o r d e r t o conserve the remaining propellant.
Gemini X I Mission
46
Agena's primary propulsion eystem, t h e f l i g h t c r e w increased the apogee of
t h e docked v e h i c l e s t o 741.5 nautical miles. while at t h i s altitude, sequences
of photographic and s c i e n t i f i c experiments w e r e performed.
The spacecraft was undocked at 49:55 GET t o begin the tether evaluation.
The 100 f t t e t h e r line, which the p i l o t had a t t a c h e d t o t h e docking b a r on
t h e previous day's EVA, was unreeled. A light tension was maintained on the
tether and a slight spinning motion was imparted t o create a s m a l l gravity
field. . Initial a t t i t u d e o s c i l l a t i o n s began t o damp slowly, and'after 20 min
t h e r o t a t i n g combination had become stable. Performance demonstrated t h a t
t h e r o t a t i o n of two tethered vehicles was an economical and feasible method
of achieving long tenn, unattended station keeping.Approximately three h r
after i n i t i a t i o n of the maneuver, the crew f i r e d t h e aft t h r u s t e r s t o remove
the tension on the tether line. The docking bar was then pyrotechnically
jettisoned, releasing t h e tether.
The re-entry operation was conducted very precisely using the automatic
mode. Splashdown was 2.5 miles from t h e prime recoveryship, t h e U.S.S. Guam.
There were two significant anomalies that occurred during the Gemini XI
f l i g h t . These were a failure i n the radar transponder and a failure of
stack 2 C of t h e f u e l c e l l .
-
R a d a r !Cramponder Infomation taken from the technical debriefing, t h e
air t o ground voice transmissions, and spacecraft and target vehicle telemetry
showed t h a t i n i t i a l l y the transponder was operating properly. This data did
show that t h e transponder transmitter was gradually deteriorating. The first
rendezvous was completed s a t i s f a c t o r i l y ; however, i n i t i a l s i g n s of failure
were evident.Eventually complete transmitter failure occurredcoincident
with a failure i n t h e antenna switching circuit. An analysis of the c i r c u i t
indicated that a failure of diodes ~ ~ 6 and 1 0 CR6U in c i r c u i t r y common t o the
high voltage enable and s p i r a l disable functions w a s the cause of t h e antenna
switching failure. The nature of t h i s failure coupled with transponder flight
performance history indicated that arcing occurred within the sealed trans-
mitter assembly. The most probablecause of failure was concluded t o be a
leak i n t h e sealed transmitter assembly allowing t h e assembly t o reach
c r i t i c a l p r e s s u r e and, thereby, sustain arcing.
-
Fuel Cell Fuel c e l l s t a c k 2C failed 54.5 h r i n t o the mission. The
f i v e remaining stacks o p e r a t e d s a t i s f a c t o r i l y i n sharing t h e t o t a l load; how-
ever, during two periods it was necessary t o a c t i v a t e one of t h e spacecraft
main batteries t o i n s u r e t h a t proper voltage levels were maintained.Post-
flight analysis led t o the conclusion t h a t a fire had developed i n the stack,
due t o spontaneouscombustion between t h e oxygen and hydrogen. However, a
check valve upstream of t h e f u e l c e l l prevented additional hydrogen from
entering the stack, t h u s i s o l a t i n g the failure. A reevaluation of the stack's
fabrication and i n s t a l l a t i o n did not reveal any anomalous conditions; neither
had continual monitoring of' stack pressure given any indication of impending
failure. This malf'unction was therefore deemed a random failure.
.
enabling the crew to obtain t h e first solar eclipse photographs taken from
space
49
The contaminant was s e n t t o KSC for analysis. Since nomal purging of
the ring seemed t o remove the contaminant from the regulator seat and nomal
system operation was restored, no further investigation of t h i s anomaly was
deemed necessary.
A t 78:30 GET the pressure in the hydrogen vessel of the RSS rose t o a
high of 35'0 psi. After t h e f l i g h t crew had been d i r e c t e d t o p o s i t i o n the
heater switch t o O F F and t h e h e a t e r c i r c u i t breaker was opened, the pressure
declined and the mission w a s able t o proceed with no further hydrogen malf'unc-
tion.Post-flightinvestigation of the switchrevealed noanomaly. (Ref
RSS Flight Performance, page 63. ) The cause of the H2 pressure rise was
assumed t o be intermittent short pulses of power, less than 2.4 sec in
duration. This power application may have been due t o an unstable hydrogen
tank pressure switch. Reliability data on t h e pressureswitchindicate that
the unstable mode of t h i s switch i s the most l i k e l y failure mode. ( R e f
E l e c t r i c a l Memo No. PC-5236, dated 9 January 1967. ) Since the H2 heater has
a redundant manual back-up, t h i s anomaly i s not considered c r i t i c a l .
MAJOR SYSTEMS
EIECTRICAL SYSTEM
Power Sources
The spacecraft parer systems consist of a,main bus, two squibbuses, and
one control bus. The f l i g h t crew can control interconnection of thesesources,
thus providing additional redundancy and maximum power u t i l i z a t i o n from a l l
onboard supplies.
report.
t h e spacecraft. The RSS i s discussed in Reactant
this
Supply System, page 59 of
The fuel cell, supplied with necessary reactants and coolant, provides
the main bus parer (renging from 22 t o 30 VDC) f o r all mission requirements
from i n s e r t i o n u n t i l switchover. During t h e prelaunch and t h e launchphases,
the fuel c e l l operates in parallel with the main silver-zinc batteries,
insuring parer continuity in t h e event of the l a t t e r malfunction.
-
B. Developent and Qualification Tests f o r t h e Fuel C e l l A significant
advance i n the state-of-the-art involved in the fuel c e l l was accomplished
w i t h the aid of an extensive development and qualification t e s t program.
factors .
profiles, purgeflow rates, total heat rejection, vibration and l i f e limiting
53
F U E L C E L L STACK CONTAINING INDIVIDUAL
FUEL CELL ASSEMBLIES
HYDROGEN SIDE OF INDIVIDUAL CELL WITH OXYGEN SIDE OF INDIVIDUAL CELL ASSEMBLY
MEMBRANE AND ANODE INSTALLED PRIOR TO MATING WITH THE MEMBRANE
55
The manufacturing consistency and quality of production cells was
monitored by sampling e l e c t p i c a l performance capability of 596 of the stacks
during l i f e endurance tests. These stacks had an average l i f e of 1086 hr,
which well exceeded the requirements for a 14-day Gemini mission.
-
Spacecraft 2 E l e c t r i c a l power for Spacecraft 2 was supplied by four
silver-zinc main batteries, three silver-zinc squib batteries, and four silver-
zinc special pallet batteries. A l fuel c e l l s t a c k hydrogen inlet valves were
c l o s e d p r i o r t o launch because a prelaunch f a c i l i t y malfunction made timely
activation impossible, t h e hoped for engineering evaluation of f l i g h t perfor-
mance was not accomplished. However, in-flight information was obtained on
launch e f f e c t s on t h e pressurized static reactant supply system. The f u e l
c e l l s e c t i o n s of t h e first (P2B)design, as used i n t h i s mission, are mentioned
i n Development and Qualification Tests f o r t h e Fuel Cell, page 53.
Spacecraft 5 -
In preparation for Spacecraft 5 delivery and launch,
t e s t s indicated an activation and storagelimitation.Corrosion of t h e f u e l
cell shutoff valve and t h e spacecraft plumbing was eliminated by changing the
material of the valve and water connections and by flushing and drying t h e
system afer the first activation. (RefDevelopment and Qualification Tests
f o r the F uel Cell, page 53.) In addition, a valve f o r product water was
installed. This valve was improved f o r later missions.
Contamination of t h e by-product water, primarily by organic acids,
.
resulted i n t h e withdrawal of the plan t o use by-product water for drinking.
(Ref Product-Water Potability, page 59 ) Therefore, a storage tank was
i n s t a l l e d between t h e by-product water o u t l e t and t h e ECS.pressure regulator.
A three-ply Teflon bladder i n t h i s tank i s o l a t e d t h e by-product water from
the cabin water supply.
-
Spacecraft 8 The Spacecraft 8 f u e l c e l l system w a s the same as t h e
Spacecraft 7 system, except f o r t h e hydrogen ventmodification. F l i g h t perfor-
mance of t h e f u e l c e l l during t h i s mission was nominal.
Spacecraft 9 -
The fuel cell configuration installed on Spacecraft 9
was the same as that used on Spacecraft 8. The stacks were activated about
15 h r before the scheduledlaunch on 17 My 1966. However, failure of the
Agena Target Vehicle t o achieve orbit resulted i n a two-week postponement of
the mission.
-
Spacecraft 10 To make room in the adapter section of Spacecraft 10
f o r two a d d i t i o n a l o r b i t a t t i t u d e and maneuver system ( O m ) bottles, modifi-
cations w e r e made t o the f u e l c e l l system. The l i f e support oxygen supply,
57
which had provided oxygen only t o the cabin, was redesigned t o supply t h e
f u e l cell, also. The i n s t a l l a t i o n and activation of t h e f l i g h t system was
accomplished without problems, and system performance was nominal throughout
t h e mission.
-
SpacecraFt 11 The Spacecraft 11 f u e l c e l l system was the same as
those on Spacecraft 7 through 10. In preparation for the first stack activa-
t i o n at premate, t h e system originally installed in Spacecraft ll received an
inadvertent overpressurization of oxygen. This imbalance was found t o be
caused by a malfunctioningaerospace ground equipment (ACE) regulator. The
f l i g h t f u e l c e l l s e c t i o n s were therefore replaced and the AGE regulator
repaired; t h e old fuel c e l l s e c t i o n s were s e t - a s i d e f o r bench t e s t i n g i n o r d e r
t o determine their condition.
-
Spacecraft 12 Fuel c e l l i n s t a l l a t i o n and activation (RefDevelopment
and Qualification Tests for the Fuel Cell, page 53) proceedednormally. All
data indicated normal performance during the launch count. A t 5 :45 i n t o the
mission, both section oxygen-water delta pressure lights displayed t h e
presence of an anomaly in the water management system. While no f i n a l deter-
mination of the f a i l u r e mode can be m a d e , indications are t h a t a depletion of
t h e water storage volume, used t o maintain pressure control, had occurred.
The cause of the depletion was most probably the leakage of oxygen i n t o t h e
water system. A s a result of the loss, fuel c e l l floodinRoccurred.
The e l e c t r i c a l performance of the f u e l c e l l was affected t o the extent
that during the mission two stacks had t o be shut d m (stacks 2B and 1C) and
two othersexperienced a s i g n i f i c a n t l o s s of power. Both f a i l e d s t a c k s
exhibited a rapid drop of open circuit voltage potential
burnout mode.However,
-
an indication of a
the remaining stacks and batteries provided sufficient
e l e c t r i c a l power t o achieve a l l mission objectives. A t the time of t h i s
writing, McDonnell Report F-205, Gemini Fuel C e l l Performance Analysis, i s
being prepared f o r s u b m i t t a l t o NASA. It provides a detailed study of fuel
c e l l performance and corrective action.
-
E. Product-Water Potability Because of t h e o r i g i n a l i n t e n t t o u t i l i z e
f u e l c e l l product water for astronaut consumption, a tank for storage of t h e
product water was mountedon the ECS oxygenmoduleon Spacecraft 2. However,
p r i o r t o the Gemini V flight (the next mission t o u t i l i z e the f u e l c e l l s ) ,
t e s t s i n d i c a t e d contamination of t h e by-product water by organic acids.
A. Design Concept -
Reactant supplies for the f u e l c e l l are l o c a t e d i n
the adapter section of the spacecraft in two double walled, vacuum insulated,
sphericalcontainers. The reactants, oxygen and hydrogen, are s t o r e d i n
these containers at supercritical pressures and at cryogenic temperatures.
They provide a "single phase" f l u i d (i.e., neither a gas nor a liquid.) t o t h e
heat exchangers and t o t h e d u a l @-Hz pressure regulators. Upon reaching t h e
heat exchangers, each flu3.d i s converted t o a gas, and supplied t o the f u e l
cells a t operating temperatures.
59
Several advantages accrue t o system design through t h e use of t h i s
cryogenicstorage. Because t h i s s t o r a g e can be accomplished at lower pres-
sures than would be feasible with a similar quantity of g a s s t o r e d i n t h e
88me amount of space, t h e danger of s t r u c t u r a l failure is g r e a t l y reduced.For
t h e same reason, associated components can be fabricated from l i g h t e r materiala
Furthermore, waste heat from t h e ECS coolant circuits i s u t i l i z e d i n t h e h e a t
exchangers, instead of being vented overboard.
The system senses the generation of product water, and permits suffi-
cient reactant flow to the f u e l c e l l c a v i t y t o maintain a constant pressure on
the porous glass separator plates above t h e water basins. (Ref Fuel Cell
Technology, page 51. ) Product water pressure is maintained at approximately
20 psi. Hydrogen pressure i s reduced t o approximately 21.7 p s i f o r delivery
to the fuel cell; oxygen pressure i s reduced t o approximately 22.2 psi. Thus
the regulators are set t o maintain a hydrogen pressure of approximately 1.70
psi greater than the product water pressure, and an oxygen pressure
60
FIGURE 9 FUEL CELL RSS SCHEMATIC
62
TABLE 2 QUALIFICATION STATUS - REACTANT SUPPLYSYSTEM
SPACE RAFT 5 & U P DESIGN APPROVAL
-.
~~ ~ ~
MAJOR ENVIRONMENTS
- -
I
Z
0
I- h
n
COMPONENTS
d 2I-
n Z
0 dw > ca
Z 5I- I-
U -I Y
-P
I- v)
?
5
4
I
2 *
O
K
m
W
V
u
V
0 -
L
I
3 fis
n ~
I ~
-I
-> 4
-
5 -
K . I -K 2
5UBSYS ( T A N K ) SM O2 -203 A A C C 'A A A A C
SM H, -2 05 C C C C A A A A C
- 0 PRESS V A L V E a ~ ~ - -1810 ~C C C C A A C C
? E G U L A T O R H2-02 -1 85 C C C C A A C C
i I PRESS V A L V E H 2 - 0 2 -1 95 C C C C A C C C
3 0 N T A I N E R SM O2 -167 C C C C A A C A C
SM H2 -165 C A C C C A C A C
'RESS SW - O2 -183 C C C C A A C
H2 -1 79 C C C C A A C C
r E M P SENSOR -37 C C C C A A C C
'RESS TRANSD H 2 -1 97 C C C C A A C C
"2 -199 C C C C A A C C
NVERTER-GAGE -45 C C C C A C C C
= I L L a VENT V A L V E H~ -57 C C C C A A C C
O2
-59 C C C C A A C C
- -
64
r
Batteries.
A. System Concept - Three types of silver-oxide zinc Eagle Picher
batteries were employed on Gemini Spacecraft. The standard complement was
four 45 amp/hr main batteries, located i n the re-entry module, three 15 amp/hr
squib batteries, stowed i n the spacecraft right hand equipment bay, and, f o r
spacecraft which did not employ f u e l c e l l s , three 400 amp/hr batteries
i n s t a l l e d i n the adapter section. (See Fig. 10. ) A l l t h e batteries are
activated and sealed at sea level pressure; all are capable of operating in
any a t t i t u d e i n a weightless state.
Each battery case has a pressure relief valve t o permit the escape
of gases. Battery temperatures are controlled by mounting the battery cases
in direct contact w i t h spacecraft coldplates.
-
B. Main Batteries The four batteries i n s t a l l e d i n t h e re-entry module
supplied a portion of the main bus parer during launch and all of the main
bus power during the re-entry, landing, and post-landing phases of t h e mission.
Each of these batteries has a rated capacity of 45 amp/hr at a discharge rate
of 20 amp andan activated stand l i f e of 30 days. An analysis of individual
b a t t e r y performance based on telemetered data and post-mission t e s t i n g
indicated t h a t each battery possessed an average capacity of 49.32 amp/hr
at p o t e n t i a l s up t o 20 volts.
65
BATTERY MODULE
STRUCTURE ASSEMBLY (REF)
9
WATER STORAGE
SILVER ZINC
BATTERIES
FIGURE 10 ADAPTERBATTERYMODULE
C. Squib Batteries -
The three squib batteries supply power f o r squib-
activated pyrotechnic devices throughout the mission; in addition, they
provide power t o t h e common control bus for t h e relays and solenoids t o the
environmental, communication, instrumentation, and propulsionsystems. These
batteries are mechanically and e l e c t r i c a l l y i s o l a t e d from all other batteries
i n t h e system.
66
I Power deliveredtothe.spacecraft by the
three
squib batteries was
estimated t o range from a o w of 6.0 amp/hron the Gemini V I mission t o a
l
high O f 27.4 amp/hron t h e Gemini V mission.
-
D. Adapter Batteries Adapter batteries were used i n Spacecraft 3, 4
and 6 . Spacecraft 3 and 6 each had three 400 amp/hr batteries i n s t a l l e d i n
the adapter section; these batteries provided the primarysourceof electrical
power f o r the two relatively short missions.Spacecraft 4, t h e onlyspacecraft
t o f l y an extended mission (four days) without fuel cells, required six 400
amp/hr batteries.
-
E. Inadvertent Circuit Breaker Openings On Spacecraft 9A, 10, ll and
12, various circuit breakers were found open at times of greatest astronaut
a c t i v i t y , such as EVA. In a l l cases, these circuit breakers were reset and
remained closed during t h e rest of the mission.
Sequential Systems
-
H. Amber IND RETRO ATT Telelight Anomaly On Spacecraft 8, the astro-
nauts reported t h a t the IND RE390 ATT t e l e l i g h t failed to illuminate amber
at TR-256 sec. When the telelight switch was depressed,thegreen light was
i l l d n a t e d as expected. The c i r c u i t r y i s such t h a t i f t h e TR-256 sec signal
from the time reference system i s not received, neither the green nor the
amber light will illuminate. Therefore, the failure was r e s t r i c t e d t o t h e
light assembly o r t o t h e wire connected t o the amber t e l e l i g h t . All c i r c u i t r y
and the telelight switch were examined a f t e r flight and no discrepancies
were found. No further a c t i o n was taken.
I. O W Yaw Thruster No. 8 Anomaly -
This thruster i n t e r m i t t e n t l y f i r e d
without comand f o r 17.5 min while Spacecraft 8 and the Agena were docked
and undocked. The exact cause of failure was neverdetermined and is con-
sidered t o be complex. To prevent a recurrence, a switch was i n s t a l l e d on
the astronaut's control panel in Spacecraft 9 through 12 t o cut off e l e c t r i c a l
power t o all 16 attitude and maneuver thrusters.
K. Summary -
There were no major problems associated with t h e o v e r a l l
program i n t h e power d i s t r i b u t i o n and management or sequential systems. Hard-
ware, design, manufacturing and operational failurewere minimal and random
in nature. Cause of several of the failures' couldnot be determined, either
because the circuits functioned properlyon post-fllght inspectionor because
the failed component was not recovered.
Voice Communications
"he redundant UHF voice radios provide increased reliability. Only one
HF radio is employed, however, becauseof its limited use. The UHF and €IF
73
DIGITAL
COMMAND
SYSTEM(DCS) fidg DELAYED TIME (MID FREQ) TELEMETRY TRANSMITTER
RECOVERY ANTENNA
/
UHF WHIP ANTENNA
"C"
I
BAND ANNULAR
7
ULTRA HIGH
FRQNENCY
ANTENNA COAXIAL SWITCH NO. 1, NO. 4
ANTENNA (REF) 1
,UHF VOICE
TRANSCEIVERS
74
tT
ANTENNA A NATNETN N A . .. .
7 Y
-
UHF RECOVERY
BEACON
COAXIAL
SWITCH
PHASE
SHIFTER
I COAXIAL
SWITCH
NO. 4
I
COAXIAL , I I
-
POWER HF VOICE
REAL-TIME SWITCH I DIPLEXER
DIVIDER TRANSIRCVR.
TELEMETRY NO. 3
TRANSMITTER
(LOW FREQ.)
A
COMMAND 'I
I SUBSYSTEM I
b SWITCH
NO. 2
+
ACQUISITION
AID BEACON
DELAY ED TIME
(MIDFREQJ
TELEMETRY
TRANSMITTER
4"""""""""""""JI""""","" -b
RE-ENTRY MODULE ADAPTER
A. Subsystem Evaluation -
A l l t h e components used i n t h e v o i c e system
were subjected t o e x t e n s i v e t e s t i n g p r i o r t o i n s t a l l a t i o n i n the spacecraft.
The vendor performed a predelivery acceptance test on each unit. This con-
sisted of a low-temperature/high-temperature test, a v i b r a t i o n t e s t and a
complete e l e c t r i c a l performance test. After delivery to Mcbnnell, the unit
was again subjected to a complete e l e c t r i c a l performance t e s t before it was
i n s t a l l e d i n t h e Gemini Spacecraft.
B. Spacecraft Evaluation -
After installation in the spacecraft, voice
comunicationsoperation was evaluated at t h e system level. Time c r i t i c a l
parameters such as RF power, center frequency, audio distortion and receiver
s e n s i t i v i t y were monitored throughout the spacecraft testing at both St. Louis
and at C a p e Kennedy for possible equipment replacement.
A. Design Program -
The voice subsystem components (HF and UHF trans-
ceivers and t h e VCC) were designed and b u i l t by Collins Radio Company t o
McDonnell's specifications. System design was based on the design utilized
for Project Mercury. Problem areas encountered during the lYercury program
were reviewed and corrective action was taken to avoid a recurrence onGemini.
An extensive development test program was initiated during t h e early design-
phase t o uncover possible problem areas requiring redesign.
B. DevelopmentProgram D-ur
i
n g the designphase, the individual voice
system components were subjected to development tests in those environments
which were considered c r i t i c a l . A summary of t h e environmentsused t o q u a l i f y
the u n i t s i s attached as Table 3. I n a d d i t i o n t o the component t e s t s ,
extensive development tests have beenconducted at the system level. These
programs are summarized i n Table 4. A brief description of the tests
performed follows:
-
3. RF Compatibility Test The RF compatibility t e s t was performed
on a screen w i r e mock-up equipped with all the spacecraft antennas and t h e
spacecraft and Agena RF components. The RF sources were operated t o determine
i f any RF' interference existed between the systems.
-
4. Tracking Station Fly-Over Tests The fly-over program, i n which
the voice communication system was i n s t a l l e d i n an a i r c r a f t , was conducted t o
verify station operation and check t h e compatibility of the spacecraft equip-
ment with the ground s t a t i o n s ' equipment. No problems were encountered with
voice system operation during these tests.
C. Qualification Program A -
l of the voice system components success-
fully completed the qualification program. A detailed summary of the quslifi-
cation program i s contained i n Table 3.
-
R e l i a b i l i t y and Quality Assurance Program. In order t o maximize the
r e l i a b i l i t y of the voice. system components, the vendor incorporated a l l of
t h e standard r e l i a b i l i t y procedures into the program. These consisted of
vendor surveillance, qualification testing, parts screening, reliability
estimates, design review,and failure analysis and reporting.
A - SUCCESSFULLYCOMPLETEDWITHOUTRERUN
B - FAILED INITIAL TEST BUT PASSED RERUN.WITHOUT EQUIP. MODIFICATION
C - EQUIP. HAD TO BE MODIFIED TO PASS T E S T
D - TEST REP. HAD TO BE WAIVED OR L O W E R E D
F -TEST REQ.BUTHASNOTBEENPERFORMED
G - RETEST REP. DUE TO UNRELATED EQUIP. MODIFICATIONS
Antennas
3a
0
0
a
n.
a
W
I.
I-
0
z
4
a
0
Y
n
E
Y
J
4
0
=.
DOC- DOCUMENTED
DOC-1 - SIMILARITY TO S-BAND ANTI. (REQUAL)
DOC-2 - SIMILARITY TO C-BAND ANT.
DOC-3 - SIMILARITY TO MERCURY
DOC-4 - SIMILARITY TO DIPLEXER
DOC-5 - SIMILARITY TO QUAORIPLEXER
DOC-6 - SIMILARITY TO DESCENT ANTENNA
79
TABLE 4 DEVELOPMENT TESTS
COMMUNICATllONS - RADAR - TIME REFERENCE. SYSTEM
COMMUNICATIONS
phase shifter and associated power supply,and an annular slot type antenna.
The UHF antennasystem consists of t h e nose stub, forward adapter whip, aft
adapter whip, descent and the recovery antennas and four RF coaxial switches,
a quadriplexer and a diplexer. The HF antenna system consists of two HF whip
antennas and an R F coaxial switch.
State-of-the-Art Advances. -
The UHF nose stub antenna i s located on the
radar ground plane on t h e nose of t h e spacecraft and may be exposed t o impact
during spacecraft rendezvous and t o impact by a parachute cable during single
pointrelease. The antenna is, therefore,designedto be self-erecting after
having been impacted and flexed i n any direction and in addition to survive
re-entry heating and a i r loads. The upper section of the antenna mast pivots
about a matingsocket when impacted. A compression spring i s preloaded so
t h a t when the antenna i s flexed t h e action of the spring and a cable assembly
w i l l exert a f o r c e t o r e s t o r e t h e mast t o i t s normal in-line position.
Corrective Action -
Redesign t o an antenna w i t h a five in. long section
on the end that canbe f l e x e d i n any direction i f impacted. A socket assembly
with a cable and spring under tension inside t h e antenna body returns t h e
antenna section to i t s normal inline position afterrhaving been flexed.
Problem - The HI? whip antenna (located on the re-entry module ) failed t o
radiate t h e RF signal during the post-landing phase because sea water leaked
in shorting out the radiating element and antenna RF feed system.
Corrective Action -The antenna assembly case was sealed and a special
pressure equalizing breather cartridge was attached. The t i p plug which
contains t h e ablative section for closing t h e antenna element egress hole i n
the spacecraft skin was modified so that it could seal against t h e muzzle end
of the antenna assembly i n i t s fully retracted position. In addition, a lexan
polycarbonate (plastic) guide block replaced the metal one at the muzzle end
t o prevent grounding and cellulose sponge sections were i n s t a l l e d i n the
muzzle and the silicone rubber splash boot t o absorb sea water resulting from
spray
Problem - The UHF adapter whip antenna element f a i l e d t o extend due t o
improper furlingwhen manually retracted after ground tests.
81
Corrective Action -
The metal cap which r e t a i n s t h e furled antenna
element was replaced with a clear lexan polycarbonate (high temperature
p l a s t i c ) cap so that proper furling of the antenna element i n t o the housing
can be observedthrough the cap p r i o r t o l a t c h i n g . Proper furling allows the
antenna element t o automatically extend at spacecraft separation when t h e cap
latching mechanism i s e l e c t r i c a l l y released.
A. Design Program -
ACR Electronics Corporation was t h e vendor f o r both
t h e UIIF recovery beacon and the flashing recovery light.
B. DevelopmentProgram -
During t h e design phase each subsystem was
evaluated and t e s t e d in all c r i t i c a l environment which included temperature,
altitude-immersion, and vibration. These tests uncoveredproblem areas which
are described i n Problems Associatedwith Program, page 83. In the integrated
system tests summarized i n Table 4, both the recovery beacon and the flashing
l i g h t caused excessive interference t o both radio and audio frequencies. As
a result, an RF bandpass f i l t e r was added t o t h e output of the recovery beacon
and shielded wires were used i n t h e s p a c e c r a f t t o c a r r y t h e f l a s h i n g l i g h t
signals.
A fly-over t e s t was run using the UHF recovery beacon t o v e r i f y its
.range capability using both beacon type receiver and the standard ARA-25
direction finders.
02
C. Qualification Program -
Each subsystem was s u b j e c t e d t o q u a l i f i c a t i o n
t e s t s as noted i n Table 3. A l l t e s t s were successArlly completed with the
exception of RFI on the recovery beacon. This requirement was waivedand 8s
noted in B. Development Program, page 82, an external bandptlss filter was
added t o t h e beacon output.
F l i & Results.
recovery aid subsystem.
-
There .have been no f l i g h t failures of any e l e c t r o n i c
Tracking
The tracking system consisted of one C-band beacon, 52-85707, one S-band
beacon and one acquisition aid beacon, 52-85706.
B. DevelopmentProgram -
The a c q u i s i t i o n a i d beacon, the re-entry C-band
beacon, and the S-band beacon were a part of the system t e s t s shown i n
Table 4. There were no changes required as a r e s u l t of the system integration
tests.
Flight Results.
or acquisition aid beacon.
-
There have been no f l i g h t failures of any radar beacon
Problem Associated w i t h Program.
"
System Description
The rendezvous radar system consists of the rendezvous radar range and
range rate indicator, and command link encoder a l l i n s t a l l e d on t h e Gemini
Spacecraft. The units of the system i n s t a l l e d i n t h e target docking adapter
of the Agena Vehicle are the transponder, boost regulator, dipole antenna and
s p i r a l antennas. Fig. 13 depicts t h e systemblock diagram. Fig. 14 shows
t h e equipment i n s t a l l a t i o n on the Agena Vehicle.
A A A
I DIGITAL
i r--
/J I
RENDEZVOUS TRANSPONDER AGENA
RADAR PROGRAMMER
I
""I
rK l G w 1
I DIRECTOR
INDICATOR
CONTROL AND
BOOST
REGULATOR
r-" COMMAND
I LINK
ENCODER
I CONTROLLER
ENCODER
"-1
GEMINI
TDA
r-
UMBILICAL I
I TIME
REFERENCE
SYSTEM
L"
"I L"
FIGURE 13 RENDEZVOUS RADAR SYSTEM
signal a t two separate radar antennas. Three broad beam, circularly polarized
spiral antennas are used for two interferometer pairs. (One antenna i s common
f o r both interferometers. ) The radar and antennas are o r i e n t e d i n t h e space-
c r a f t so that t h e antenna boresight axis i s p a r a l l e l t o t h e s p a c e c r a f t r o l l
axis. One interferometer lies i n the pitch plane anddetermines t a r g e t
elevation; t h e other interferometer is i n t h e yaw plane and determines t a r g e t
azimuth. A fourth spiral antenna i s u t i l i z e d f o r t r a n s m i t t i n g .
A. Spacecraft 5 R a d a r System -
The standard system was u t i l i z e d b u t the
Agenscomponents were packaged i n a rendezvous evaluation pod (REP). The IiEP
was stowed in the adapter section of Spacecraft 5 and was e j e c t e d f o r p r a c t i c e
rendezvous exercises.
-
B. Project 7/6 R a d a r System The standard system w a s i n s t a l l e d on
Spacecraft 6 except t h a t the transponder, boost regulator and one s p i r a l
antenna were i n s t a l l e d i n the rendezvousand recovery section of Spacecraft 7.
a0
Development Tests For RRS
-
B. Modification of Antennas A series of omnipatterns, mutual coupling,
cross coupling, and phase l i n e a r i t y tests on the radar antenna resulted i n
t h e addition of Eccosorb (an RF absorbing material) t o the radar ground plane
t o reduce t h e cross coupling between t h e azimuth and elevation angle channels.
An extensive t e s t program was required on the dipole antenna array t o develop
a design that could be manufactured with repeatability.
Radar. -
The radar boresight shifted during the humidity portion of t h e
qualification tests. "he s h i f t was attributed to moisture being absorbed in
the Eccosorband entering t h e reference antenna assembly. Measures were taken
t o keep the Eccosorb dry p r i o r t o flight, and t h e reference radome was sealed.
Dipole Antenna.
redesign.
- A l l tests were passed successfully without retest o r
TABLE 5 RENDEZVOUS RADAR QUALIFICATIONTEST
ENVIRONMENTS 1
W
K
W
SYSTEM UNIT I
n
VI
0
I
I-
U
Z
Y W
u
U
0 zU r
x
r
VI D! 0
. "
R 8 R INDICATOR X N /A N /A X
~
TRANSPONDER N/ P N /A D N /A
~~
SPIRAL ANTENNA N/ b X
DIPOLE ANTENNA D D
~~
-
Boost Regulator. Exposure t o humidity required t h e addition of a con-
formal coating t o t h e internal chassis and components. A l other tests were
completed successfully without retest or redesign.
i
problem was a t t r i b u t e d t o low temperature operation. Additional temperature
tests were added t o t h e t e s t cycle for Spacecraft 6 and up.
- The system flown i s described i n ProSect 7/6 Radar System,
Page system
performed the closed-loop
rendezvous maneuver.
Radar performance was nominal f o r a l l phases of the mission.
b-
System, page
acecraft 9. The system flown i s described in Spacecraft 9 Radar
The radar used f o rt h e f i r s t and t h i r d rendezvousand
system performance w a s nominal f o r a l l phases of the mission for
radar
t h e tumbling
ATDA target vehicle. The high lobe structure of t h e tumbling ATDA antenna
patterns caused variation in received signal strength and variation i n t a r g e t
e l l i p t i c i t y with a corresponding fluctuation i n radar AGC voltage and approxi-
mately one degree peak t o peak excursions of the FDI needles. This was as
anticipated.
+-
S acecraft 10 The system flown i s described in System Description,
page 5 The radar systemperformed the rendezvous maneuver. Radar perfor-
mance was nominal f o r a l l phases of the mission.
Spacecraft 1 -
1. The system flown i s described in System Description,
page 85. Radar systemperformance was nominal f o r t h e first o r b i t rendezvous
except f o r t h e transponder transmitter output which began t o degrade i n t h e
l a t t e r stages of t h e rendezvous. The t r a n s m i t t e r f a i l e d later i n the f l i g h t .
The most probable cause of f a i l u r e was a t t r i b u t e d t o a leak i n t h e t r a n s m i t t e r
o s c i l l a t o r assembly which allowed the pressure t o decrease t o a point where
RF arcingoccurred.Additionalprocedures were added t o Spacecraft 12 check-
out t o insure t h e i n t e g r i t y of t h e o s c i l l a t o r assembly pressure seal.
S acecraft 12
8
- The system flown i s described in System Description,
page I n l t i a l 3lock-on was obtained at a range t o Agena ofapproximately
236 nautical miles. Spacecraftangle andrangeinformation was q o r a d i c
throughout the f l i g h t and consequently the radar was not used as the primary
sourceof rendezvousrangeand angle data. The sporadicrange and angle
information was due t o an erratic transponder transmitter. The most probable
cause of t h e t r a n s m i t t e r f a i l u r e was concluded t o be arcing within the sealed
transmitter oscYllator assembly. The evidenceindicates t h e pressure seal
d i d not survive t h e s t r e s s e s o f Agena launch.
The arc-over could occur within the transmitter cavity pressure vessel
i n the following areas:
System Description
Design Program. -
The d i g i t a l command system was designed and b u i l t by
Motorola's Western Military Division, Scottsdale, Arizona.
DevelopmentProgram. -
All component parts used i n t h e DCS were subjected
t o extensive qualification and reliability assurance testing. Standard logic
design practices of logic diagrams, t i m i n g diagrams and c i r c u i t a n a l y s i s were
employed t o l o c a t e marginal design areas.
The DCS was interfaced with the electronic timer and computer e a r l y i n
t h e program t o v e r i f y t h e system integrity. The DCS was f u r t h e r subjected to
ESTU, CTU and fly-over range tests w ith no problems.
Qualification Program. -
The 52-85714-15 receiver/decoder and t h e
52-85714-21 and -23 relay packages were q u a l i f i e d as a system.
The command systems' only problems were encountered during random
vibration testing of t h e 'decoder package. The problems were numerous w i t h
approximately 350 min of vibration time accumulated before successful comple-
t i o n of testing. Problems such as contaminatedsolder j o i n t s and wire breakage
were uncovered. A s a result of t h i s t e s t the w i r i n g harness, deck p l a t e
mounting technique was redesigned.
94
I
Overstress Tests. -
A n overstress t e s t was performed on t h e d i g i t a l
command system t o further add confidence t o t h e system integrity. Environments
investigated were acceleration, vibration, low temperature and low voltage,
and high temperature and high voltage while overstress testing disclosed a
relay contamination problem and led t o change i n manufacturing process by
relay vendor.
Flight Results
System Description
The electronic time TR and l X values can be updated by the ground complex
(by use of t h e d i g i t a l command system) o r by the crew (by use of t h e manual
data insertion unit). The valueofelapsed time cannot be altered. To prevent
inadvertent or premature countdown t o r e t r o f i r e as a result of equipment
failure or personnel error during updating, t h e timer will not accept any new
time value less than a preprogrammed number. (512 sec or 128 sec dependent
upon timer configuration.)
Event Timer. -
The event timer provides a digital stopwatch f o r t h e crew.
The display capacity of t h e timer i s 59 min and 59 sec with a resolution of
0.2 sec. The timer w i l l count up o r down. It may be p r e s e t t o a value and
95
EVENT TIMER
I
GET
0DIGITAL DISPLAY
0 DECIMAL DISPLAY
(MINUTES 8 SECONDS)
C L0OCCOKU N T U P ORDOWN
OF GEMINI
ELAPSED TIME
(SHORT-TERM)
1\
.ACCUTRON CLOCK
0 GMT DISPLAY
CLOCK
GMT DISPLAY
-
0
0 STOP
WATCH ~-
?":)
. ~~
(MINUTES AND
SECONDS)
f
0 CALENDAR DAY
W
LIGHTS: (Tr - 256 SEC, T r -30 SEC)
: * =1 e32y
13
ELECTRON TIMER
0 COUNT DOWN T O T r
+
RANGE I , - I
* C O U N T DOWN T OT - * ELAPSEDTIME
STATION TIME-TO-GO TO Tr
0 COUNT UP ELAPSED
7(VIA DCS)
TIME
FROM
LAUNCH
- DIGITAL
TIME-TO-GO TO Tr COMPUTER
4
T x ( V I A DCS)
v
DATA TIME CORRELATION
SYSTEMS BUFFER
0 RECORDED +
v
- 0 REAL TIME ce
ELAPSED TIME,
TIME-TO-GO TO Tr
BIO-MED VOICE
RECORDER RECORDER
The timer i s approximately two in. high, four in. long and f o u r a n d one-
half in. deep. It consumestwo watts of power.
Accutron Clock. -
This clock displays GMT t o the command p i l o t . The
display i s a 24-hr type w ith a sweep second hand. The accuracy i s +3, - sec/day
at 5.1 psia. It was used in Spacecraft 4 through E.
Time Correlation Buffer.
biomedical and voice tape recorders.
-
The buffer provides time correlation to the
It accepts elapsed time and TR from the
electronic timer and a f t e r format changes sends them t o the applicable
recorder. It was used in Spacecraft 4 through 12.
97
interface circuitry while an operational and accuracy test was performed on
the other components.
Design Program. -
The time reference system excluding t h e GMT and
Accutron clocks was designed and b u i l t by McDonnell's electronic equipment
division. The Accutron was supplied by Bulova Watch and the GMT was furnished
by Aerosonic Corporation.
DevelopmentProgram. -
During the design phase the components of the TRS
were subjected t o e x t e n s i v e q u a l i f i c a t i o n and r e l i a b i l i t y a s s u r a n c e t e s t i n g .
A breadboard electronic timer was fabricated and interfaces were simulated i n
order to achieve confidence in t h e design integrity of the system. Numerous
refinements and eliminations of possible problem areas were made during t h i s
phase of t h e program.
Qualification Program.
A. Electronic Timer -
The AO5AOOl7 e l e c t r o n i c timer configuration was
qualified. S m r y of significant events of t h i s t e s t i n g i s as follows:
2. Vibration -
During the vibration t e s t two separate problems were
uncovered. The crystal o s c i l l a t o r brokeloose from i t s mounting and sheet
metal heat fins were fractured. The c r y s t a l o s c i l l a t o r broke loose from i t s
cement bond which held it t o module No. 1 causing a broken wire. It was found
that the tinned surface of t h e o s c i l l a t o r ( a r e a cemented t o module No. 1)
should be e t c h e d p r i o r t o the bonding operation. Sheet metal h e a t f i n s which
form a p a r t of the base p l a t e assembly were fractured during the vibration
environment. It was found t h a t the h e a t f i n s had become b r i t t l e as a r e s u l t
of a brazing operation used during t h e i r f a b r i c a t i o n . The base plate was
redesigned t o u t i l i z e r i v e t e d r a t h e r t h a n b r a z e d h e a t f i n s .
unit.
-
B. Event Timer The A05A0018 event timer was t h e q u a l i f i c a t i o n test
A summary of significant events of t h i s t e s t i n g i s as follows:
1. Vibration -F a i l u r e i n v i b r a t i o n w a s due t o a broken wire l e a d from
the electronics to the stepper motor. Correctiveactionconsistedofadding
a d d i t i o n a l wire t i e s t o t h e wire bundle. After incorporating the additional
t i e s t h e timer successfully completed t h e v i b r a t i o n t e s t .
2. Humidity -
Unit passed the humidity t e s t after revising the method
of applying the humiseal c o a t i n g t o t h e e l e c t r o n i c modules.
C. GMT Clock -
The JO5AOOO2 clock was t h e q u a l i f i c a t i o n t e s t u n i t . A
summary of significant events of t h i s testing is as follows:
1. Salt-Fog -
This t e s t uncovered a problem w i t h t h e g l a s s t o b e z e l
seal. The bezel gasket had t o be modifiedand t h e f a c e g l a s s had t o be
sealed with epoxy t o t h e b e z e l .
2. Vibration -
Throughout t h e v i b r a t i o n t e s t s numerous failures were
encountered due to slippage of the elapsed time minute hand during the vibra-
t i o n environment. After much t e s t i n g and corrective action, it was decided
that t h e elapsed time minute had would always be s u s c e p t i b l e t o t h e v i b r a t i o n a l
environment. The s p c e c i f i c a t i o n was changed allowingslippage of t h e hand
during vibration as long as the clock function operated properly after removal
of the environment.
A. Electronic Timer -
Acceleration, vibration and temperature overstress
environments were investigated. Test results v e r i f i e d t h e e x i s t e n c e of a
99
failure mode at temperatures above 250°F due t o solderable NYIEZ, (Fhelps
Dodge Copper Products) 44 gauge core windings and the material used for
encapsulation of t h e magnetic s h i f t r e g i s t e r s . A t suchtemperatures,these
materials became pliable, r e s u l t i n g i n the p o s s i b i l i t y of shorts between the
core windings i n t h e magnetic shift registers. No other failure modes were
.
revealed as a result of environmental stress l e v e l s above the design
requirements
Signal Sources
-
DC-DC Converter ~ 0 5 ~ 0 0 4 8 . The DC-DC converter regulator supplies prime
regulated power t o t h e instrumentation pulse code modulation (PCM) system
tape recorder and associated signal sources such as pressure, temperature and
synchro repeaters.
The design offered no major problems nor was there any significant
advancement of t h e state-of-the-art.
100
The converters were manufactured by Conductron-Missouri i n accordance
with a r i g i d r e l i a b i l i t y and quality assurance program i n i t i a t e d by M C D O M e l l /
NASA. A l l performed satisfactorily during missions with one exception.During
t h e flight of Spacecraft 3, S/N ll9 DC-Dc converter malf'unctioned due t o a
loose nut causing an i n t e r n a l e l e c t r i c a l s h o r t c i r c u i t . The loose nut was
a t t r i b u t e d t o the failure of a star l o c h a s h e r t o l o c k t h e n u t . This anomaly
revealed that component locking devices were a majorproblem area. "he con-
t r a c t o r reviewed all. Gemini spacecraft equipment f o r star lockwasher use, and
took the following corrective action on the DC-DC converter:
101
Some problems were encountered with small platinum sensors which
delicate lead wires between bridge and element. These sensors occasionally
of additional work in the area. These sensors wer
were damaged in the course
kept small for the following reasons:
A. To preclude error from their effecta heat
as sink.
B. To guarantee rapid response to temperature changes.
C. To minimize weight.
-
Pressure Transducers. Two types of transducers, potentiometric and
variable reluctance, are used to monitor the various parameters. of the
Many
potentiometer types are supplied with the spacecraft subsystem, such as t
environmental control system (ECS) and the orbit attitude and maneuver
( O M ) . In addition, potentiometer units for suit and cabin pressure and
static pressure, were supplied by Fairchild Controls Corp. in accordance
McDonnell SCD 52-88705 .
The vendor adapted existing designs to the requirements
a minimum
with
of development, and there were essentially no advances in the state-of-
the art.
Qualification testing showed no significant problems. One unit did
experience slight out-of-tolerance readings during acoustic noise testing.
Analysis revealed the wiper-to-potentiometer pressure was insufficient.
Manufacturing and quality assurance standards were revised to insure pro
workmanship. The transducers performed well in flight with no significant
loss
of data.
52-88705
Subsequently, two problems were encountered with the transducers.
Solder contamination within the pressure bellows resulted in out-of-toler
calibrations. This was overcome by revising the assembly of the bellows,
changing the brazing material, and providing
a final x-ray examination.
Signal Conditioners. -
The signal conditioners on the Gemini program
consist of DC voltage monitors, AC voltage monitor, AC frequency sensor, phase
sensitive demodulator, attenuators, DC m i l l i v o l t monitor, and other specialized
cards. These cards were designed and manufactured by McDonnell with the
exception of the one type of phase sensitive demodulator and DC m i l l i v o l t
monitor which was designed and manufactured by Eclipse-Pioneer Division of
Bendix C o r p . Problems encounteredduring the qualification.program concerned
t h e drift of several percent of a number of modules during vibration testing.
T o - c o r r e c t t h i s , t h e i n t e r n a l package connectors were modified t o assure more
positive contact.
E C Seht-p
CO2 Partial Pressure System (52-88715) -
The detector, mountedon the
sFacecrafC crew seats, monitors the condition of the
carbondioxideabsorber i n t h e ECS. An eight cc/min sample of t h e heat
exchanger effluent is supplied t o t h e C 0 2 sensor. After measurement t h e gas
passes into the compressor i n l e t . The concentration of C 0 2 i s displayed on
an indicator in t h e cabin and i s transmitted to t h e ground via the Gemini PCM
telemetry system. Within the detector the stream i s divided into two sub-
streams. One, thereference stream, passesthrough a f i l t e r which removes
C02. The other, t h e measurement stream, feeds through a passive f i l t e r which
doesnot remove C02. Both streams then pass through identical ion chambers
that contain a s m all amount of radioactivity which ionizes t h e gas.Since
C 0 2 ionizes more readily than 02, the ion current from t h e measurement stream
w i l l be higher than that from the reference stream. The ion currents are
subtracted by the bridge c i r c u i t formed by the ion chambers, polarization
voltagesources and a high megohm r e s i s t o r . The differencecurrentflowing
through the high megohm r e s i s t o r i s proportional to t h e amount of C 0 2 i n t h e
measurement stream.
F. 32 Bilevelpulse
-
(on off)
- onebit +24 V or 0V
I
A. Problem Areas Detected During W l i f i c a t i o n T e s t i n g
TEST WHERE
PROBLEM CORRECTNE
UNIT UNDER TEST APPEARED FAULT ACTION
106
PART NUMBER FAULT CORRECTIVE ACTION
H i g h Level Multiplexer
Um Level Multiplexer
1. Inertial Platform
a. A l l a t t i t u d e freedom.
INERTIAL MEASUREMENT
UNIT
GIMBAL STATIC
CONTROL POWER
ELECTRONICS SUPPLY
r 1 ACE PACKAGE
INERTIAL PLATFORM
I 1 OAME PACKAGE
PRECISION POWER
SUPPLY
R A T E GYRO
PACK AGE
~~
ATTITUDE
DISPLAY GROUP
POWER INVERTER
COMMAND E X C I T A T I O N
ACE - ATTITUDECONTROLELECTRONICS TRANSFORMER
ACPU - AUXILIARY COMPUTER POWER U N I T
ATM - A U X I L I A R YT A P E MEMORY
IVI - I NCREMENTALVELOCITYINDICATOR
MDlU - MANUAL DATA INSERTION UNIT
OAME - ORBIT ATTITUDE AND MANEUVER ELECTRONICS
platform.
2. Platform Mount - Provide temperature control for the i n e r t i a l
-
3. System Electronics Provideaccelerometerrebalanceloops to
receive accelerometer analog signals, compensate as required, and convert
rebalance current t o d i g i t a l representation for the computer.
-
4. S t a t i c Power Supply Convert spacecraft bus power, as required,
t o supply a l l i n e r t i a l guidance system components.
-
3. Configuration Control Test U n i t (CCTU) I B M used t h i s M
IU f o r
IGS integration and f o r developing equipment and procedures employed i n produc-
t i o n testing of IMU-computer integration.
-
4. H I Test Bed This engineering model, allocated for use at
Honeywell, was used i n i t i a l l y i n f u n c t i o n a l and output signal verification
t e s t s and for preliminary interface testing. It was used also in exploratory
environmental t e s t s t o evaluate thermal and vibration design capabilities.
IU Problems Located D
C. M ur
i
n g Developmental Tests
a. Computer DC Voltages -
Computer loading introduced noise and
t r a n s i e n t s on t h e output voltages which causedmalfunctions. This was cor-
rected by r a i s i n g computer Dc voltages 3%which compensated f o r t h e poor s t a t i c
set point on t h i s section.Additionally,theEngineered Magnetics 1262 SPS
1
12
r
C. 26 Volt -
400 cps Section
the 400-cycle section performed out of specification
-
Because of a power f a c t o r mismatch,
when maximum 400-cycle
IGS loads were applied. The 400-cycle section of the EM 1262 supply was
improved by incorporating a parallel inductor to tune the SPS t o t h e load.
a. Vibration Problems
D ur
i
n g low l e v e l (+2 g peak) sinusoidal vibration and random
( t o 6.2 g RMS) vibration, excessiv: e l e c t r i c a l lead breakage was experienced.
This was corrected by improving w i r e routing and by securely attaching circuit
elements.
During subsequent low level sinusoidal vibration and random
vibration up t o 12.6 g R MS, additional mechanical problems were encountered.
Also, excessive gyro drift rates and losses of gimbal reference were experi-
enced. Tests revealed t h a t rotary components introduced w e a k spring constants
i n t o t h e gimbal support system, causing unequal spring rates across a gimbal.
These conditions resulted i n inner gimbal motion with crosstalk and rocking.
Consequently, t h e r o t a r y components were s t i f f e n e d and t h e bearing6 were
changed t o u t i l i z e higher contact angles and preloads.
Under additional low-level sinusoidal vibration and random
vibration up t o 12.6 g RhE the platform still indicated gimbal No. 3 l o s s of
reference, high gyro drift rates, and nonrepeatabilityof results. However,
s t r u c t u r a l i n t e g r i t y and performance through 6.2 g RMS were considered
acceptable.
C. S l i p Ring Problem -
Problems were caused by s l i p r i n g s which
intermittently opened. The p l a t f o r m s l i p r i n g s had been noted e a r l i e r as a
possible problem a r e a and funds were allocated at c o n t r a c t i n i t i a t i o n f o r a
s l i p r i n g improvement program. This program was expedited and the Improved
(Gemini-NASA) s l i p r i n g was incorporated i n a l l platforms.
-
3. Gimbal Control Electronics Problems GCE Problem with -30 VDC
Regulator - The GCE was exposed t o a temperature of 50°F. A t fast heat drop-
out all gimbals would break i n t o +1 degree o s c i l l a t i o n s because of low current
gain in the -30 VDC regulator, whFch would not turn on at low temperatures.
Since t h i s output served as a supply voltage for the GCE rate and summing
amplifiers, the loop stabilization compensation was degraded and o s c i l l a t i o n
resulted. The corrective action consisted ofmodifying the -30 volt regulator
circuit.
-
4. System Electronics Horizon Sensor Ignore Delay Problem The -
platform was driven out of alignment whenever the horizon sensor reacquired
the horizon a f t e r a loss-of-track condition. The System Electonics was
modified t o generate a time delay upon a s i g n a l that the horizon sensor had
regainedtrack. The ignore relay was delayed i n dropout f o r seven t o t e n sec.
IU Design Problem
D. M
a. Direct -
A manual mode wherein switches i n t h e a t t i t u d e hand
controller activate the appropriate SVD's.
b. Pulse - Same as d i r e c t , e x c e p t t h a t
20 m s f o r each a c t i v a t i o n .
ACE limits t h e t h r u s t t o
-
2. Orbit A t t i t u d e and Maneuver Electronics ' ( O M ) The OAME package
provides solenoid valve drivers for the O M a t t i t u d e t h r u s t e r s and f o r t h e
OAMS maneuver t h r u s t e r s f o r S p a c e c r a f t 2, 3, and 4. ACE a t t i t u d e t h r u s t e r
commands and bias power a c t i v a t e t h e a t t i t u d e SVD's; t h e maneuver SVD's are
c o n t r o l l e d by t h e maneuver hand c o n t r o l l e r . For Spacecraft 5 and up, t h e
maneuver t h r u s t e r s are d i r e c t l y c o n t r o l l e d by t h e maneuver hand c o n t r o l l e r .
-
3. Power I n v e r t e r ( P I ) The P I package i s used t o provide 26 VAC
when t h e IGS i n v e r t e r i s not energized.
-
6. Command Excitation Transformer The command excitation transformer
steps down t h e 26 V, 400 cps t o 15 V f o r e x c i t a t i o n of the r a t e command sec-
t i o n s of the hand controller potentiometers.
-
4. Thermal Qualification The CTU was subsequently redefined as
Spacecraft 3A and subjected to a thermal qualification test. The ACME
performance was satisfactory.
-
5. Dynamic Testing ACME hardware from the ESTU and CTU programs
was used in three dynamic t e s t programs:
a. Fixedbasesimulator.
b. Three-axis motion.
C. A i r bearingtable. ACME performance was satisfactory.
1. ACE Package
2. o m
a. TheBabcock l a t c h i n g r e l a y s f a i l e d t o w i t h s t a n d prolonged dry
c i r c u i to p e r a t i o n . The replacementrelay,manufactured by C. P. Clare, was
expressly designed for low c u r r e n t c i r c u i t s .
b. Vibration tests revealed t h a t additional support was needed f o r
t h e major trunks of wireharness. This was accomplished by the application
of RTV 7228.
C. S o l d e r p a r t i c l e s were found inside several Babcockpower relays.
The problem i n i t i a l l y was resolved by u t i l i z i n g reworked relays. Later
package configuration used welded can relays.
-
3. Power Inverter The s u s c e p t i b i l i t y of other systems t o t r a n s i e n t s
d i c t a t e d t h e need for suppression of the output turnon transient. The suppres-
sion was accomplished by i n s t a l l i n g back-to-back zener diodes.
-
4. Rate Gyro L i f e t e s t s uncovered a bearing problem t h a t caused an
unpredictablereduction i n t h e gyro l i f e span. The problem was solved by
switching to bearings w i t h impregnated phenolic r e t a i n e r rings.
Computer System.
-
-
5. Auxiliary Tape Memory (ATM) The ATM operates i n conjunctionwith
t h e s p a c e c r a f t d i g i t a l computer. It provides additional program storage for
' . t h e computer and can load the computer memory with any operational program
which i s storedwithin it. The programs are stored on magnetictape. Data
are transferred from t h e ATM t o t h e computer under computer control with sum
checks and p a r i t y checks eliminating any erroneous data.
2. IVI -
Hardware changes r e s u l t i n g from design problems included
changing the switch stepping rates from 1through 10 and 50 fps t o 1, 2, 5 , 10,
and 50 fps; increasing the rigidity of t h e c a s e t o improve sealing; and
incorporating new transistors to eliminate short circuiting.
-
4. ACPU Design problems included failure of t h e . t r i c k l e c h a r g e r
c i r c u i t and the high frequency oscillation underload. Both problems were
corrected by c i r c u i t changes. A modification was made t o i n c r e a s e t h e
battery capacity.
current.
5. ATM - An excessive error rate was caused by i n s u f f i c i e n t write
The e r r o r rate was decreased t o one-tenth of i t s former r a t e by
d e c r e a s i n g t h e p o l e t i p width and by modifying t h e write a m p l i f i e r s t o i n c r e a s e
the write current by 50%.
A. System Description -
Each horizon sensor system consists of a sensor
head and an e l e c t r o n i c s package. The system establishes a s p a c e c r a f t a t t i t u d e
reference to earth local vertical, and generates error signals proportional
t o t h e d i f f e r e n c e between s p a c e c r a f t a t t i t u d e and t h e l o c a l e a r t h v e r t i c a l .
a. Ascent Mode -
Roll, pitch, and yaw a t t i t u d e e r r o r s i g n a l s
indicative of Gemini launch vehicle attitude errors.
b. Catchup and Rendezvous Mode -
Pitch and yaw a t t i t u d e e r r o r
signals. Roll signal indicates Spacecraft deviation from platformzero r o l l
reference.
C. Re-Entry Wde -
Downrange and crossrange errors for pitch and
yaw, and bank command o r bank rate command f o r r o l l .
2. Radar Data -
Radar-generated p i t c h and yaw error signals of the
spacecraft with respect to t h e target.
121
3. Platform Data
attitude error signals.
- Platform-generated r o l l , p i t c h , and yaw synchro
-
4. Rate Gyro Data Roll, pitch, and yaw spacecraft body rates. The
Gemini a t t i t u d e i n d i c a t o r was adapted with a minimum of modification from the
k a r Siegler,Inc.Mdel 4 0 6 0 ~Attitude Indicator. Over 1000 similar instru-
ments were produced f o r the USAF’, USN, and RCAF f o r u s e i n X-15, CFl&, and
F-4 aircraft, thus demonstrating the indicator capability.
B. Attitude Display GroupDevelopment Tests -
The a t t i t u d e d i s p l a y was
t e s t e d i n ESTU and CTU; i t s interface compatibility w i t h other systems was
s a t i s f a c t o r i l y demonstrated. No changes were required as a result of
development t e s t s .
122
thestate-of-artdesignconceptsormanufacturingprocesses. However, the
auxiliary tape memory concept can be considered an advancement i n t h e f i e l d of
highly reliable onboard bulk storage media for spacecIcft computer operational
programs. The ATM achievesdataaccuracies of 3 x 10 b i t s p e r e r r o r by
u s i n g t r i p l e redundant recorded data and a slow data t r a n s f e r rate of 200 b i t s
per sec.
-
A. IMU A l l environmental tests except vibration were resolved prior
to the Spacecraft 2 f l i g h t . Based on v i b r a t i o n t e s t r e s u l t s on design
approval test units, t h e M I U was considered acceptable for flight. The formal
vibration requirement was completed i n February 1965.
-.. -Qualification
GCS . . . .. .
Test Problems.
A. I n e r t i a l Measurement Unit
The platform was vibrated along each of t h r e e axes with and with-
out the tantalum end p l a t e s at both ascent and acceptance t e s t procedure
gimbalangles. The r e s u l t s i n d i c a t e d mechanical i n t e g r i t y , no loss of r e f e r -
ence,and no s i g n i f i c a n t d i f f e r e n c e i n performance between t h e weighted and
unweighted platform. Subsequent t e s t s r e v e a l e d t h a t s t r u c t u r a l resonance
could be reduced by a three-point mount. A three-point configuration, without
weights, was used on Spacecraft 5 and up.
I24
€3. A C m Qualification Test Problems
1. Vibration -
The i n i t i a l v i b r a t i o n of t h e ACE and OAME resulted in
multiple failures which required structural redesign. Redesigned u n i t s
were successfully subjected t o vibration.
a. Deadband S h i f t s -
During the qualification vibration test,
s l i g h t shifts occurred i n the deadband tap locations. The deadband was
increased from 6.0 degrees t o 6.6 degrees.
b. S a l t Fog Test Failure -
I n s u l a t i o n r e s i s t a n c e f e l l below t h e
specified valve after salt fog exposure. The salt fog t e s t was then conducted
ontwo additional potentiometers with the terminal areas sealed. Both u n i t s
corroded badly.
a. Random Vibration -
After two vibration runs i n eachof the
unit axes, the unit had an excessive leak rate. The u n i t was modified and was
then successfully subjected to random vibration.
b. Temperature-Altitude -
The u n i t f a i l e d t o meet the leak rate
requirements. The u n i t was twice repaired, retested and f a i l e d t o meet leak
rate requirements after decompressionand temperature-altitudetesting. The
modified unit w i t h a redesigned case-to-bezel seal was then successfilly
subjected to t h e t e s t .
a. Humidity Test -
The manual data keyboard malfunctioned when
using the keyboard t o i n s e r t d i g i t s i n t o t h e u n i t t e s t e r . The u n i t was
returned t o manufacturing and reworked. The u n i t was t h e n r e t e s t e d i n t h e
humidity environment and passed a l l functional requirements.
1. Vibration -
Horizonsensorsystem(-307)consisting of a -17 sensor
headand a -15 electronics package failed the vibration requirement. The
electronic packageand the sensor head were modified. The reworked system
passed random vibration.
a. S a l t Fog Test -
Salt fog caused out-of-specification outputs
from t h e FDC. Investigation revealed salt residue on t h e terminal board and
around module header holes. A silicone rubber gasket was added on t o p of t h e
module mounting plate, thus sealing leaks under t h e module headers. The u n i t
then passed the salt f o g t e s t .
b. Humidity -
After t h e FM: f a i l e d humidity testing, the gasket
material and fabrication procedures were changed. The r e t e s t was successful.
C. H i g h Temperature Test -
Investigation after testing revealed a
leak i n t h e power supply module caused by a break i n t h e s o l d e r seal. A change
i n t h e module f i l l i n g and sealing procedure enabled the unit t o p a s s the t e s t .
126
R e l i a b i l i t y Program Summary f o r GCS
the
I n e r t i a l Measurement Unit R e l i a b i l i t y Program. -
Overstress testing for
was plannedonly f o r t h e i n e r t i a l guidancesystem power supplyand t h e
system electronics. The i n e r t i a l p l a t f o r m was omitted because the platform
i s temperature-controlled and not amenable t o temperature overstress testing.
I n addition, no data was available to correlate vibration overstress with
extended i n e r t i a l component l i f e data.
B. ACME Overstress Tests - The ACME system passed the following overstress
tests:
a. Chamber pressure:
b. Chamber shroudtemperature:
1.47 x
165 + 5OF.
psia, maxm
i um.
c. Coldplate i n l e t temperature: 165-+- 5OF t o 205 +
- 5OF (ACE, OAME,
PI), and 125 + 5OF to 165 + 5OF(RGP).
d.-Coolant flow-rate: 50 lb/hr maximum.
e.Supply voltage: 18.0 VDC t o 30.5 VDC.
A. Computer R e l i a b i l i t y Program -
The s p a c e c r a f t d i g i t a l computer was
subjected t o a low temperature threshold test, a high temperature threshold
t e s t and a 200°F re-entry profile evaluation.
128
a. I n t e r n a l chamber pressure: 1.47 x 10-5 psia.
b. Thermal shroud m e a n temperature: OOF.
C. Computer coldplate inlet temperature: Varied from 6 0 O t~ o 35OF
i n 5OF increments.
Module tests consisted of the following, although all modules were not
necessarily subjected to a l l t e s t s :
A. H i g h temperaturestorage.
B. H i g h o r low temperature and voltage overstress t e s t and/or thermal
shock.
C.
D.
Vibration (sinusoidal) .
Transient noise or transient voltage.
A. 1000-hr l i f e t e s t .
B. Temperature cycling.
C. Vibration(sinusoidal).
A. H i g h Temperature -
The unit passed a t e s t i n which it was energized
and subjected t o a temperature of 210°F f o r a soak period of four h r .
B. Overpower -
The c o n t r o l l e r was energized w i t h nominal input voltage
(26 VAC, 400 cps) and outputs were monitored.Inputvoltage was thenincreased
t o 30 VAC, 400 cps and maintained f o r 15 min, a f t e r which t h e c o n t r o l l e r
outputs were againmonitored and t h e u n i t was inspected for damage. No damage
was incurred by the unit.
The unit was subjected t o a vibration test, which consisted of 110% design
approval t e s t l e v e l f o r 15 min i n each of the three mutually perpendicular
axes. The controller passed the vibration test.
I n e r t i a l Measurement Unit. -
The type of quality assurance t e s t performed
on elementsof the IM.U varied with items. The t e s t i n g was as follows:
-
ACME System Quality Assurance.- The l i s t i n g below a p p l i e s t o t h e a t t i t u d e
control electronics, orbit attitude and maneuvering e l e c t r o n i c s , r a t e gyro
and power inverter packages and does not include any t e s t i n g p r i o r t o t h e
i n i t i a l assemblyof the individual package. The tests l i s t e d i n A through L
below were the vendor's engineering specification (ES) t e s t p r o f i l e and were
performed in the order listed except the high temperature and low temperature
tests were sometimes interchanged.Unlessotherwisestated,thefollowing
t e s t s were a p p l i c a b l e t o t h e f o u r l i s t e d ACME packages.
A. I n i t i a l Room Temperature -
Complete functional checkof unit.
B. High Temperature (ACE, O M , PI) -
Four-hr soak at 160'~,nonoperating,
followed by specific operational test while s t i l l at 1 6 0 ~ ~ .
C. High Temperature (RGP) -
Same as B above except the gyros were
energized during the soak and the temperature was 120°F.
D. Operational Check -Perform specific operational test a t room
temperature.
E. Low Temperature (ACE, O M , PI)
followed by specific operational tests while
-
Four-hr soak at OOF, nonoperating,
s t i l l at OOF.
-
F. Low Temperature (RGP) Same as E above except the g y r o s were energized
during the soak and the temperature i s -lO°F.
G. Operational Check - Same as D above.
H. Vibration - Three-axis random vibration test, one min/axis duration.
The vibration spectrum was i n keeping with Gemini requirements w i t h an o v e r a l l
l e v e l of 6.2 g R N . Limited functional tests were performed during the
vibration.
I. Vibration - The RGP. for Spacecraft 2 and the PI'S for Spacecraft 2 and
3 were subjected to three-axis sinusoidal vibration instead of random vibration.
The vibration consisted of a logarithmic scan of 15-2000-15 cps f o r 15 min/
axis.
J. Operation Check
K. Remaining Burn-In
-- Same as D(Operational Check) on preceding page .
If t h e t o t a l o p e r a t i n g h o u r s t o t h i s p o i n t , plus
the anticipated operational time f o r final room and predelivery acceptance
tests did not equal o r exceed 100 hr, the additional operation time was
accrued at t h i s p o i n t .
L. Final Room Temperature -
A preselloff f'unctional check of t h e unit.
M. Predelivery Acceptance (PDA) - This was the formal selloff tests,
run to the appropriate McDonnell approved acceptance t e s t procedure (ATP) a t
the vendor's facilities.
N. P r e i n s t a l l a t i o n Acceptance (PIA) - S i m i l a r t o M above but run at
McDonnell t o a McDonnell/NASA-approved service engineering department report
(SEDR). Following the PIA t e s t the equipment was installed in the spacecraft.
Computer
. . System Quality Assurance.
A. Computer -
The following t e s t programs were conducted a t D M , Owego,
New York,on the spacecraft digital computer p r i o r t o i t s i n s t a l l a t i o n i n t o t h e
spacecraft. These t e s t programs a r e performed a t IBM, Owego,
New York.
1. Preacceptance t e s t at IBM.
2. Acceptance t e s t at IBM.
3. IGS integration t e s t at IBM.
D. Auxiliary ComputerPower Unit Quality Assurance -
The ACPU was t e s t e d
by the vendor per the McDonnell approvedacceptance t e s t procedure. If t h i s
t e s t i n g was witnessed by McDonnell Engineering, no PIA t e s t i n g was performed
on the unit before i t s installation into the spacecraft. When the ATP was
not witnessed byMcDonnell Engineering, a PIA t e s t was performed at McDonnell.
134
r
A. ACE -
Rate commandmode switching levels (RCS and OAMS) : re-entry and
re-entry rate commandmode switching levels; orbit mode pulse widths and
frequencies; bias power supplyvoltages; RCS spikesuppression.
B. OAMS -
OAMS spikesuppression.
C. PI -
Output voltage andfrequency.
D. RGP -
Run up times; run down times; i n phase n u l l s .
Computer System Evaluation.
135
9. Deviation of coarse AC signal versus theoretical value-computer
yaw channel.
Gemini 11. -
During the ascent phase, t h e i n e r t i a l guidancesystem
indicated errors when compared to tracking data. The anomaly was evidenced as
an out-of-tolerance downrange e r r o r and it appeared as erroneous X-accelerometer
velocity signals near BECO and SECO. Tests confirmed that t h e e r r o r s were
caused by saturation effects within the rebalance loop.
Gemini I11 Performance. - During the ascent phase of Gemini I11 the
i n e r t i a l guidance system indicated errors when compared with tracking data.
The anomaly was evidenced as out-of-tolerance errors in the downrange and
v e r t i c a l v e l o c i t i e s as i n d i c a t e d i n TRW-STL report 4160-6047-TCOOO(NAS9-2938) -
"Gemini GT-3 I n e r t i a l Guidance System Evaluation Trajectory Reconstruction."
The horizon sensor system experienced many losses of track during the
Gemini I11 mission. However, it was able to align the platform and t o provide
horscan mode control without difficulty. Post-flight analysis of telemetry
' records revealed that t h e Gemini horizon sensors lost track 382 times during
t h e mission. The t o t a l accumulated loss of t r a c k time was 366.1 sec out of
the 4 hr, 28 min and 3 sec between i n i t i a l lock-on and deenergization of t h e
horizon sensors. O f t h a t t o t a l , 291 losses of t r a c k (293.7 sec ) were explained
through the"corre1ation of excessive spacecraft attitude, switching between
sensors, sunset, and sunrise. Correlationstudies were undertaken i n an
attempt t o relate clouds and special thruster firings t o losses-of-track, but
t h e results were inconclusive. Testing which w a s later conducted on a
horizon sensor system proved t h a t the sun w i l l cause losses of t r a c k when it
i s located between the earth's horizon and approximately ten degrees above
thehorizon, i f t h e sun is within the azimuthcoverageof t h e sensor. To
isolate additional causes of horizon sensor losses-of-track, plans were made
t o add special TM parameters t o t h e horizon sensor system on Spacecraft 4.
137
The crew a l s o r e p o r t e d an anomaly a s s o c i a t e d w i t h t h e flight d i r e c t o r
indicators of the attitude display group. With t h e range switch i n t h e LO
p o s i t i o n t h e downrange (pitch) needle was d i s p l a c e d f u l l - s c a l e , but wikh t h e
rangeswitch i n H I the needle was displaced less than half-scale. Post-flight
t e s t i n g r e v e a l e d t h a t a d i f f e r e n c e e x i s t e d between t h e electrical f u l l - s c a l e
limits and t h e meter mechanical limits which accounted f o r the apparent
discrepancy.
Gemini V I 1 Performance. -
It was noted t h a t t h e removalof t h e AC power
from the ACME caused a l l e i g h t OAMS t h r u s t e r s t o f i r e f o r a s h o r t (less
than 300 m s ) period. Post-flight analysis proved t h a t t h i s was c h a r a c t e r i s t i c
of t h e systemand t h a t it does not affect system performance.
Gemini V I 1 1 Performance. -
Shortly a f t e r docking with the Agena Target
Vehicle the spacecraft experienced an uncommanded firing of OAMS thruster No. 8.
This mighthavebeencaused by a f a i l u r e i n t h e O M package. However, post-
f l i g h t a n a l y s i s of t h e telemetry data indicated t h a t a failure of any of the
c r i t i c a l OAME components didnot f i t a l l o f t h e f a i l u r e modes. Therefore,
it was concluded t h a t t h e OAME package did not fail.
Gemini IX Performance. -
E a r l y i n the mission the crew experienced an
anomaly which caused the same e f f e c t s as a continuous START COMP d i s c r e t e .
Subsequently t h e problem cleared i t s e l f .
. ._ . .
PROPULSION SYSTES
C. Propellant DesignConcepts
minimum by t h e use of a high energy bipropellant,
-
Tank propellant weight i s kept at a
monomethyl hydrazine, as
f u e l and nitrogen tetroxide as oxidizer. These propellants are hypergolic
with each other; therefore no ignition provision i s required. The propellants
have additionaladvantages:they do notrequirespecialconditioning, such as
refrigeration,forstorage, andthey do notdegradewith time. Disadvantages
139
FIGURE 17 PROPULSION SYSTEMS-OAMS,RCS, RETRO
LOCATION IN SPACECRAFT
also exist: the prdpellants are highly toxic and, p a r t i c u l a r l y i n t h e c a s e
of the oxidizer, corrosive.
O M Function. -
The o r b i t a t t i t u d e and maneuver system i s arranged
schematically as shown i n Fig. 18.
A. Pressurant Storage -
Pressurant helium i s stored a t a nominal 3000 p s i
i n spherical titanium tanks, isolated before use by a cartridge-actuated valve
i n the component package A, immediately downstream of the pressurant tanks.
A manual access valve i n t h i s same package provides a means of pressurant
loading. The gaspressure,called"sourcepressure," i s monitored by a pres-
sure transducer which provides inputs t o a cabin display and t o ground
telemetry.Thistransducer i s upstreamof thecartridgevalve.
B. Pressure Regulator -
Upon activation of the system by f i r i n g c a r t r i d g e
valves, gas flows unimpeded through component package E to the pressure
regulator, which reduces the pressure t o 295 psig, the system feed pressure.
Malfunctionof the regulator, so t h a t it i s unable t o limit t h e downstream
pressure, i s detected by a pressure switch in package E. When t h i s occurs, a
normally-open cartridge valve, also i n package E, i s f i r e d t o i n t e r r u p t t h e
supply of highpressuregas to the regulator inlet. The crew may repressurize
the regulator inlet by opening a solenoid valve which bypasses t h e now closed
cartridge valve. If the regulator failure blocks the pressurant gas flow, a
regulator bypass valve (cartridge-actuated) can be f i r e d by the crew and
pressure canbe regulated by crew operation of the same solenoid valve. The
regulator override equipment has a l l been collected into package E.
PRESSURIZING GROUP
REGULATOR/
NOTE: 1 A L L COMPONENTS EFFECTIVE ON S/C 2-12
UNLESS OTHERWISE NOTED.
A N O T ON S/C 3
TCAASSEMBLY
CHAMBER
THRUST LEGEND
+ CONNECTED
+ NOT
CONNECTED
SOLENOID VALVE (NORMALLY CLOSED)
CARTRIDGE
-ACTUATED
VALVE
(NORMALLY
OPEN) @
PRESSURE TRANSDUCER
a 95 LB.THRUSTTCA(TRANSLATERIGHT,LEFT,
OR DOWN)
UP,
COMPONENT
PACKAGE C
8
10
d
i rOXlOlZER
I I
\PACKAGE
I
-
F.
s/c lo& 1 1
PESERVE
IXIDIZER
TANK
143
the pressure regulator flows through
-
C. Pressure Transducer and Relief Valves Pressurant emerging from
component package B t o t h e p r o p e l l a n t
tanks. In package B t h e flow streams divide and pass through check valves
which i s o l a t e t h e fuel and oxidizer gas systems from eachother. A pressure
t r a n s d u c e r i n t h i s package senses regulated pressure for cabin display and
telemetry. Relief valves on both the oxidizer and fuel s i d e s of t h e package
preventpropellantoverpressurization. These r e l i e f v a l v e s a r e i s o l a t e d from
t h e helium system by b u r s t diaphragms which rupture a t a pressure approximately
e q u a l t o t h e relief valvecrackingpressure. Thus t h e system i s hermetically
sealed until a diaphragm ruptures and no relief valve leakage i s possible
u n t i l an overpressure condition actually exists.
F. Reserve Tank -
On l a t e r s p a c e c r a f t (7 through g ) , a small, c y l i n d r i c a l
reserve tank andan F package were added t o t h e system. The tank provides a
144
TABLE 6 GEMINI OAMS PROPELLANT TANKAGE
Design Concept. - The re-entry control system (RCS) provides for attitude
control torques about t h e spacecraft pitch, yaw and r o l l axes a f t e r separation
of the equipment section of t h e adapter, during the firing of the retrograde
rockets, and duringre-entry. E i g h t t h r u s t chambers each rated at 23.5 l b
t h r u s t supply the output of each of two independent and completely redundant
rocketengine systems. The two systems a r e i n the re-entry section of t h e
145
vehicle, as i l l u s t r a t e d i n Fig. 17. The eight %A's of eachsystem are
arranged, as i n t h e O M , about the periphery of the vehicle.
A. TCA Development -
Early TCA development was aimed a t achieving high
performance ( Isp) and long life. Problems were encounteredwithdelamination
of the ablative chamber, throat erosion, and ablative material glass migration.
These problems were not fully solved on the early spacecraft TCA, although
the %A's were fully adequate t o meet the requirements of t h e e a r l y missions.
A reconfiguration was introduced i n which the mixture ratio and performance
were reducedand the l i f e span was greatly increased. A t t h i s time other
improvements were introduced, such as ablative material with differently
oriented wrappingand an attachment of t h e E A valves t o t h e i n j e c t o r , which
146
OXIDIZER/
PRESSURANT GROUP FUEL GROUP TCA GROUP
COMPONENT
PRESSURANT STORAGE TANK (N2) PACKAGE "D"
I""
1 ct l @ - b
I
im z
LTANKS
FTUP
AER
NL O
K PELLAN1
L - - - - - J
."".I
COMPONENT_/
PACKAGE "A"
-- -
LEGEND:
PRESSURANT GAS
OXIDIZER
TANK
-FUEL (MMH)
-----OXIDIZER (NTO)
CHECK VALVE
RELIEF VALVE
-& M A N U A LV A L V E COMPONENT
PACKAGE "C"
NORMALLY CLOSED CARTRIDGE VALVE MOTOROPERATED
SHUT-OFF VALVE
FILTER ( 2 PLACES) SIC 3 & U P
, U
DIAPHRAGM
BURST
ON(NOT S/C 3)
@ PRESSURE
TRANSDUCER NOTE: ONE OF TWO I D E N T I C A L SYSTEMS SHOWN
P
e FIGURE 19 REENTRY CONTROL(RCS)
SYSTEM SCHEMATIC
-J
TABLE 7 DEVELOPMENT PROGRAM - PROPULSIONSYSTEMS - OAMS, RCS
ITEM I~
T E S T SP E R F O R M E D
- ." "_ .~
SYSTEM
"~
A
A PACKAGE 1, 2, 3,4, 5, 10, 11 OAMS-RCS
B PACKAGE 1,2,3,4,5,6,7,11 OAMS-RCS
C PACKAGE 1,2,5,6,7,8,9,10,ll OAMS-RCS
D PACKAGE 1,2,S,6,7,8,9,10,11 OAMS-RCS
E PACKAGE 1,2,3,4,5,6,9,1O,11,12
REGULATOR 1 ~ 2 ~ 3 ~ 4 ~ 5 ~ 6 ~ 7 ~ 8 ~ 9 ~ 1 1 ~ 1 3OAMS-RCS
~ 2 2 ~ 3 1 ~ 3 2
MOTOR SHUT-OFF VALVE 1,2,3,4,5,6,8,9,11,12,13 OAMS-RCS
PRESSURANT TANKS 1, 5, 7, 9, 11 OAMS-RCS
PROPELLANTTANKS 1 ~ 2 ~ 3 ~ 4 ~ 6 ~ 7 ~ 9 ~ 1 1 ~ 1 5 ~ 1 6 ~OAMS-RCS
1 7
CARTRIDGES 1, 3, 4, 5, 8, 11, 12, 13, 22, 25 OAMS-RCS
CARTRIDGE VALVES 1,3,4,5,8,9,11,12 OAMS-RCS
PRESS-TEMPINDICATOR 1, 3, 4. 12 OAMS-RCS
THRUST CHAMBER ASSY - 25 L B 1, 4, 11, 19, 20. 27, 28, 35, 36, 37, 38 RCS
T H R U S T C H A M B E R ASSY - 25 L B 3, 4, 11, 20, 26. 28, 29. 35, 36. 38, 39 OAMS
THRUST CHAMBER ASSY - 85 L B 1, 3, 4, 11,20, 28, 33, 36, 37 OAMS
- 100 L B 1, 4. 26. 27. 28. 29. 37
I
THRUST CHAMBER ASSY OAMS
" - ~ -~~- " "_ - " ~"
I OAMS SYSTEM
RCS SYSTEM
"~""
11, 14, 21, 23, 24, 30
11, 14, 18, 19, 20, 21, 23, 24
.. _____
OAMS
RCS
~ ~~~
LEGEND:
1. V I B R A T I O N 11. AMB FUNCTIONAL 21. O V E R T E S T E L E C 31. S A N D , D U S T
2. S E R V I C E L I F E 12. ELECTRICAL 22. A L T I T U D E 32. C O N T A M I N A T I O N
3. H I G H T E M P 13. HUMIDITY 23.F IHROET 33.SHOCK
TEMP
4. L O W T E M P 14. FILL,DRAIN,CLEAN 24. SHKEIANT I N G 34. BHAESAET I N G
5. M E C H S H O C K 15. SLOSH 25. AI GUTNOITION 35. M O C - A L T I T U D E
6. C O M P A T I B I L I T Y 16. BLADDER LIFE 26. I N V E R S I O N 36. T H R U S T V E C T O R
7. A C C E L E R A T I O N 17. EXPULSIONEFFICIENCY 27. O F F - M I X T U R R
EATIO 37. L O W
S U P P LPYR E S S
8. S A L T S P R A Y 18. MDC-LOW TEMP 28. P U L S I N G 38. P U L S E F A T I G U E
9. B U R S T 19. MDC-LOW TEMP/ALT 29. S T U C K V A L V E 39. W A L L T E M P
10. C A R T R I D G E F I R I N G 20. M D C - H I G H T E M P I A L T 30. M A N R E G U L A T I O N
COMPONENTS
148
was reconfigured t o improve producibility. Also the valve mounts were
strengthened and the valve poppet clearance was increased t o improve contamina-
tion resistance. The l i f e of t h e maneuver TCA's, ( t h e 79 and 94.5 l b E A ' S )
was increased by boundary layer cooling, in which f u e l , i n a d d i t i o n t o t h a t
i n j e c t e d f o r primary combustion, was sprayed along the chamber walls f o r
cooling andsubsequentsecondary combustion. The . e f f e c t i v i t i e s of t h e TCA
performancechanges a r e shown i n Table 9 .
TABLE 9 CHANGE HISTORY'OF TCAPERFORMANCE
rRBD
EFFECTIVITY
IRC!
I 25.0
i 23.5 79 9 4.: i
!CSl
1.3
I 25
2.0
OAMS
85
!.O
I .6
I 00
-
AD
2.0:
1.6
~
270,'
25
[
18/160 147/27
I
85
270/
OAMS
~
T
100 1
I A D I AALF T
'40,' 540/
!20/300 220/30
100
RCS
2s
300,'
!75/26(
ISp (NOM/MIN) - SEC
I
SPACECRAFT 2, 3
SPACECRAFT 4
I 4251578
I
SPACECRAFT 5
SPACECRAFT 6 8 L
I I- 1
1
1.2
I
1.2
i _" 557175
~
I
D. Regulator Development -
Due t o a slight leakage from the fuel/oxidizer
group, propellant compatibility was considered necessary i n the pressure
regulator. This goal was easily achieved except a t the metal-to-metalvalve
seat, where very hard materials were needed for durability, becauseof the
high unit loads required for sealing.
The first attempt was t o make the poppet ball of tungsten carbide w i t h
a cobaltbinder. This solution proved unfeasible because the tungsten was
attacked by the oxidizer. The Spacecraft 2 OAMS regulator, with a b a l l made
of t h i s material, required replacement a t CapeKennedy because of corrosion.
This problem was finally resolved by using Kennamental ~ 6 0 1 as the poppet b a l l
material.
a degree not
previously achieved.
I ~-~
A PACKAGE
ITEM ~
~~ ~
TESTS PERFORMED SYSTEM
1.2,3,4,6.7.8.9.31 OAMS-RCS
0 PACKAGE 1, 2, 6, 7, 8. IO, 18 OAMS-RCS
C PACKAGE 1.2.3.4.6.7.8.9.10 OAMS-RCS
D PACKAGE I . 2, 6, 7,8 , 10, 31 OAMS-RCS
E PACKAGE l,2,3,6,7,8,1O,11,31 OAMS
REGULATOR I , 2. 7, 8, 10, 17. 18, 20, 31 OAMS-RCS
MOTOR S H U ~ O F F V A L V E 1, 2, 7. 8. IO, 11, 17, 30 OAMS-RCS
PRESSURANT TANK 1.2.3.4.5.6.7.8.31 OAMS-RCS
PROPELLANTTANK 1.2.3,6.7.8,10,31,32 OAMS-RCS
CARTRIDGES 1, 5, 7, 8. 12, 13, 14, 31, 34 OAMS-RCS
CARTRIDGE VALVES 1, 2, 5, 7, 8 , 15, 16, 17,18. 19, 31, 34 OAMS-RCS
PRESSURE TEMP INDICATOR 1.2.3.6.7.8.20.31 OAMS-RCS
THRUST CHAMBER ASSY - 25 LB' 1. 2, 3, 4,5, 6, IS, 17, 18, 21. 23, 24, 25, 26, 27.28, 31 OAMS-RCS
THRUST CHAMBER ASSY 25 LB' - I , 2, 3, 4, 5, 6. IO, 14, 21, 24.25, 26. 27. 29. 31 RCS
THRUST CHAMBER ASSY 85 LB' - I , 2, 3, 4,5, 6, 15, 21, 24. 25, 26. 28, 30, 31 OAMS
THRUST CHAMBER ASSY - 100 L B * 1, 2, 3, 4. 5, 6. IO, IS, 21. 23, 24.25, 26, 27. 31 OAMS
~~
. .-
LEGEND:
1. AMB FUNCTIONAL 11. CONTAMINATION 22. SEA LEVEL
FIRING 31. PROOF
PRESSURE
2. VIBRATION 12. NO-FIRE CURRENT 23. PROP V A L V E - 32. SLOSH
3. ACCELERATION 13. AUTO IGNITION CONTINUOUS DUTY 33. DROP
4. BURST 14. MULTIPLE FIRING 24. MDCFAILURE
TO 34. BRUCETON
5. MECH SHOCK 15. HI-LO-TEMP A L T 25. MDC TO GUARANTEED 35. PROPELLANT
6. SERVICE L I F E 16. SAND-DUST LIFE UTILIZATION
7. HIGH TEMP 17. SALT SPRAY 26. MDC TO "IN S PEC"
8 . LOW TEMP 18. HUMIDITY 27. EXPLOSIVE ATM
9. CARTRIDGE VALVE 19. ACOUSTIC. 28. V A L V E SERVICE L I F E
ACTUATION 20. RESPONSE 29. PULSING
IO. COMPATIBILITY 21. THERMAL SHOCK 30. THRUST VECTOR
LEGEND:
I I MAJOR ENVIRONMENTS T = TEST PERFORMED
A = TEST NOT
REQUIRED
A. C, D, EPACKAGES:PRESSURANTTANK
. . . -~.-
B PACKAGE
~~
.. . ~
REGULATOR
~~~ . " . ~~
MOTOROPERATEOVALVE
- ~~ . ~ ~~ ~
PROPELLANTTANKS
" ~ . .. -.. -
THRUST CHAMBERS
" ~. - "
RCS
material present, were used i n t h e t e s t i n g so t h a t each u n i t mightkeep within
i t s rated l i f e f o r a l l t e s t environments. "One-shot" itemsof equipment,such
as t h e cartridges and cartridge valves, were t e s t e d i n l a r g e q u a n t i t i e s t o
a c q u i r e s t a t i s t i c a l performance data.
The flange seal was modified by increasing Teflon thickness ir, the flange
area. Modified tanks were then tested, employing a t e s t time-temperature
p r o f i l e more representative of mission environment. The t e s t requirements were
successfullypassed by tanks incorporatingtherevisedflangedesign. All
tanks used on Spacecraft 6 and later spacecraft incorporate the revised flange
design. This type of leakage h a s been l i m i t e d t o t e s t programs. Service
experience w i t h tanks has been f r e e of flange leakage.
LOW HIGH
VIBRATION
*EMPERATURE
-I
4:
Z
2
I-
U
Z
3
U
PACKAGE A
PACKAGE E
REGULATOR
MOTOR VALVE T
TCA PROPELLANT
VALVES
25 L B
~
.~~
~~
100 L B
TCA - RCS 2 5 L B T T
~-
TCA - OAMS 2 5 LB T
"- .
T - TEST PERFORMED
762 707 72.1 46.0 RCS NOMINAL; OAMS NOMINAL IEPARATION, CIRCULARIZE
EXCEPT REDUCED THRUST IREIT, RENDEZVOUS WITH AUG-
F R O M A T T I T U D E T C A ' r U1 AND AENTED TARGET DOCKING
3. RESTRICTION OF PRO- iDAPTER (ATDA), RETRO, RE-
P E L L A N T FLOW APPEARED TO i N T R Y (46 ORBITS)
B E T H E MOST P R O B A B L E C A U S t
" ~ . . ~ "
B. Gemini V I 1 Experience -
On t h e twelfth day of t h e Gemini V I 1 mission,
OAMS a t t i t u d e c o n t r o l TCA's No. 3 and No. 4 yielded reduced t h r u s t (estimated
a t 25% of rated thrust) during pulse mode operation. These same T C A ' s l o s t
virtually all thrust during the direct mode of operation.Examination of a l l
available data has resulted in the following conclusions:
C. Gemini V I 1 1 Experience -
After seven h r of t h e Gemini V I 1 1 mission,
O M TCA No. 8 commenced f i r i n g without p i l o t a c t u a t i o n , w a s b r i e i l y i n t e r -
rupted, and then recommenced f i r i n g f o r twomin and t h e n f o r 11min u n t i l the
c i r c u i t breaker was opened. Examination revealed that t h i s TCA's t h r u s t
performance was nominal u n t i l i t s r a t e d l i f e was exceeded, after which t h e
thrust degraded. It i s therefore concluded that the TCA was f i r e d as a result
of a short somewhere i n t h e TCA v a l v e e l e c t r i c a l c i r c u i t .
D. Gemini M Experience - A t various intervals during the Gemini M
mission, OAMS a t t i t u d e c o n t r o l T C A ' s 1 and 3 yielded reduced t h r u s t ; causing
pitch/rollcoupling and yaw/rollcoupling,respectively. These anomalies
occurred while the spacecraft attitude control was i n pulse, direct, horizon
scan, and r a t e commandmodes of operation. Restriction of propellant flow
appeared t o be t h e most probable cause of failure.
155
E. Gemini X I Experience, - During the Gemini X I mission, the crew reported
degradedperformance from TCA's No. 6 and No. 8. In addition, t h e performance
from TCA No. 15 was believed t o be intermittent during t h e first and last
rendezvous. The post-flight data review indicated several TCA's i n a d d i t i o n
t o E A ' S No. 6 and No. 8 produced degraded t h r u s t a t various times during the
mission. The data review didnotconfirmthereported TCA No. 15 anomaly. The
data indicates a problem similar t o the Gemini M experience. The degraded
TCA performance was a t t r i b u t e d t o flow restriction, possibly resulting from
p a r t i c u l a t e matter and/or p r e c i p i t a t i o n of i r o n n i t r a t e from t h e oxidizer..
F. Gemini X I 1 Experience -
A t approximately 40 h r through the mission,
the crew reported degradedperformanceof OAMS t h r u s t chambers Nos. 2 and 4.
Tests performed l a t e r i n the mission with the thrust chambers, and post-flight
analysis of data revealed degradedperformance from a l l O M attitude thrusters.
The best appraisal of the available facts points to propellant flow r e s t r i c t i o n
as the causeof t h e performance loss. This r e s t r i c t i o n could have resulted
from propellant contamination or the precipitation of i r o n n i t r a t e from the
oxidizer. A l data are currently being reevaluated t o e s t a b l i s h a t e s t program
t o i n v e s t i g a t e t h e problem. McDonnell report F-206,Gemini TCA Anomaly
Investigation i s being prepared for submittal to NASA.
.
s e c t i o n i t s e l f i s jettisoned approximately 45 s e c a f t e r firing of the rocket
motors
Purpose. -
The retrograde rockets are used to decelerate the spacecraft
a t the start of the re-entry maneuver. As an alternate task, these motors
increase spacecraft velocity to aid in separation from the launch vehicle
during a high altitude,butyetsuborbital,abort. During retrograde,the
motors a r e fired sequentially at f i v e and one-halfsecintervals.Intheabort
situation the rockets are f i r e d i n salvo.
Retrograde Rocket Description. -
The four retrograde rocket motors are
solid propellant devices, each generating
~ ~~
a nominal t h r u s t of 2500 lb. Each
motor assembly consists of a solid propellant grain (polysUide/auunonium
perchlorate), a motor case, an exhaust nozzle and two pyrogen-type i g n i t e r
assemblies, as i l l u s t r a t e d i n Fig. 20. A l four motors are identical, with
the single exception that the i g n i t e r e l e c t r i c a l connectors are broached
d i f f e r e n t l y t o p r e v e n t i n c o r r e c t e l e c t r i c a l hookup and therefore insure proper
firing sequence. The ignitionof these motorsfollows t h i s order. An elec-
t r i c a l s i g n a l , communicated through bridgewire, ignites a prime mix and booster
charge which provide the heat and pressure required t o i g n i t e boron-potassium
nitrate pellets. These, in turn, burn t o i g n i t e t h e pyrogen sustainer grain.
The pyrogen exhausts into the motor cavity, igniting the main propellant
charge, which provides thrust and impulse through the exhaust nozzle.
equipment .
B. Control the temperatures of the astronaut suits
S u i t And Cabin
I
r GRAPHITE THROAT
-INSULATION
,PROPELLANT
GRAIN
E X I T CONE-
IGNITION MIX
I N I T I A T O R MIX
CONNECTOR
BORON PELLETS
SECTION A-A
VIEW B-B CAVITY PROPELLANT
NO. O F U N I T S T E S T E D
TEST
ORIGINAL FINAL
:ONFIGURATION CONFIGURATION
~
TEMPERATURE CYCLING 4 4
VlBRATfON - HIGH TEMPERATURE - 2
- NORMAL TEMPERATURE 2 -
-LOWTEMPERATURE - 2
DROP 2 4
ACCELERATION 1 2
HUMIDITY 2 4
TEMPERATURE GRADIENT - 3
STATIC FIRE - SEA LEVEL - HIGH TEMP 1 6
- NORMAL TEMP 4 1
- LOW TEMP 1 -
STATIC FIRE - VACUUM - HIGH TEMP 1 2
- LOW T E M P 2 2
STATIC FIRE - SEA L E V E L ( A L T I T U D E I G N I T I O N ) 3 -
SPACE AGING - 2
ACCELERATED AGING - 1
POP-GUN 4 4
"
.. ~
." -~~ ~ ~~
L
PYROGEN TESTS
TEST NO. O F U N I T S T E S T E D
NO. OF UNITS
TEST
TESTED
TEMPERATURE CYCLING 18
-NORMAL TEMPERATURE 6
-LOWTEMPERATURE 6
DROP 10
ACCELERATION 9
HUMIDITY 9
TEMPERATURE GRADIENT 6
-LOWTEMPERATURE 8
-NORMALTEMP 5
- LOW TEMP 8
- LOW TEMP 8
T O T A L O F 4 0 UNITS TESTED
160
"""""""I""""I
PRESSURE
VALVE
I REGULATOR
q-J
I1 SUIT
PRESSURE
REGULATOR
I
I
I
I
FILTER I PRIMARY HEAT
CRYO.
I EXCHANGER
OXYGEN
I
1
SUIT PRESSURE
REGULATOR
r,
-
'
co2
SENSOR FAN
I SUIT
n EAT "
EXCHANGER ABSORBER
FAN
VALVE
I1 I
I
-
A
4 I 4 CABIN
REPRESSURIZATION t CABIN
4 SUIT PRESSURE
w
REG RELIEF
m
TRAP
1 .
r
"""""-"""I
W B S PRESSURESWITCH
L"3""""""""""""""""""I~
r FIGURE 21 SUIT AND CABIN ATMOSPHERE CONTROL
F. S u i t c i r c u l a t i o n and atmospheric control are provided by fans, suit
heat exchanger and condensate removal, C02 and odor removal, and solid traps.
G. Cabin moisture i s p a r t i a l l y removed by flow of water vapor through
the cabin recirculation valve into the suit loop, where t h e water vapor is
condensed and separated by t h e s u i t h e a t exchanger.
H. Condensate collected by t h e s u i t h e a t exchanger flows t o t h e launch
heat exchanger, where it i s dumped overboard as l i q u i d o r vapor.
1. For parachute descent, the cabin pressure relief valve i s opened, the
i n l e t s n o r k e l and outflow vent valves are closed, and t h e 02 high-rate i s
selected.
J. After landing, t h e inletsnorkel,outflowvent, and recirculation
valves are opened so that t h e s u i t compressorcan provide atmospheric
circulation.
Cooling System
162
RE-ENTRY MODULE I ADAPTER
I
I
COLD
I PLATES COLD PLATES
COOLANT
I I
PLATES
I
I
COLD
PLATES II I
I 75' VERNATHERM A
CRYOGENIC
I HEAT
EXCHANGER
""""
I
TAPERECORDER
COLD PLATE
1I I r i
I REGENERATORS
I
J
RADIATOR
GROUND
COOLING
HEAT EXCHANGER
I TEMPERATURE
\\ I I
.
mately 40°F by means of a regenerative loop and a vernatherm temperature
control valve
. .-
valve .
a range of 50°F t o 9OoF by means of a bypass coolant loop and a vernatherm
A. Two independentcoolingloops.
B. Two parallel coolant pumps, withindependent power s u p p l i e s i n each
coolantloop(except inSpacecraft 6). Because it i s a battery-powered
version, Spacecraft 6 required only one coolant pump i n eachloop f o r both
high and low e l e c t r i c a l l o a d s .
C. Launch heat exchanger,capableofperforming the radiator heat
rejection function for a limited time.
D. Coolant bypass loop to cool re-entry module equipment when cabin
coolant flow i s manuallyreduced.
E. Warning lights to indicate lack of c o o l a n t f l u i d i n eachloop and
l o s s of pump flow.
Function. -
The water management system provides drinking water for the
crew during flight and after landing, and provides a means for disposing of
or storing wastewater. The Spacecraft 10 watersystem i s shown schematically
i n Fig. 23 and i t s operational functions are described below:
164
I
-
.
I
I A/N F I T T I N G
I
U
I
I
I
I
AGE?L TANK "B"
D &
CELL
PRODUCT
FUEL
H20
PRODUCT
REGULATORS
VENT
OVERBOARD
1 DUMP
CONDENSATE VALVE
FIGURE 23 WATERMANAGEMENTSYSTEM
E. The launch heat exchanger i s preloaded with seven l b of water p r i o r
t o launch and i s utilized during the launch phase, i n l i e u of the space
radiator, for coolant system heatdissipation. During o r b i t , condensate water
from t h e s u i t h e a t exchanger water separator i s directed overboard through the
launch heat exchanger.
166
TABLE 16 ECS DEVELOPMENT STATUS
MAJOR DEVELOPMENT TESTS COMPLETED
~ "
I I ENVIRONMENTAL MAJOR
REMARKS
COMPLETE
-
COMPLETE
COMPLETE
COMPLETE
COMPLETE
~
B. Coldplate Manufacturing -
Difficulty was encountered in assuring t h a t
the coldplates were completelyflushed after salt brazing. The problem was
solved by changing the process to a nonflux, inert gas braze.
C. Cryogenic Vessel Forming -
Wrinkles and cracks occurred i n e a r l y
attempts t o form titanium half-shells for cryogenic vessels. The problem was
solved by v a r i a t i o n s i n t h e deep d r a w forming process.
-
Urine F i l t e r s . Effective for t h e 14-day mission of .Gemini VII, two new
u r i n e f i l t e r s were i n s t a l l e d i n an e f f o r t t o reduce the amount of contamina-
t i o n at the systemsolenoid. The urine system functioned properly during
flight; a vigorous inspection of the filters and the overboard dump solenoid
valve was undertaken at the conclusion of the mission. Examinationof t h e
f i l t e r s (one used f o r t e n and t h e other for four days) revealed a certain
amount of coating of the outer surfaces, naturally more pronounced on the ten
day f i l t e r . Microscopic analysis of the foreign material disclosed normal
urine sediment, some amorphous material(probablycalciumphosphate), some
crystals, some c e l l s and c e l l u l a r debris. Also present were a number of
fibers. The l a t t e r agreed i n w i d t h and appearance w i t h samples of g l a s s wool.
In addition, a f e w flakes ofgreen p l a s t i c material were found. No metal
fragments were discovered.
Solids Traps.
Plastic
Unidentified Hair
Spacecraft 12 control and display panel i s shown i n Fig. 24. The basic
arrangement places piloting functions a t the l e f t hand station, engineer and
navigation duties at the r i g h t and common functions a t the center.
173
\
PEDESTAL
"
I CODE CODE
I UTILITY BRACKET C 5s ATTITUDE COYTROLLER H
60 SUlT/CASlH TEMPERATURE COHTROL D
2 UTILITY LIGHT C
%1 MAHUAL O2 HIGH RATE,CDYTROL D
I UTILITY CORD C
61 PARACHUTE lETTlSDH SNITCH K
4 ABORT HAHDLE IHSTALLATIOH
C
61 LANDIHG ATTITUDE SWITCH K
s SECOHDARYOXYGEHSHUTDFF D bl SUIT FLOWCOHTROL INSTALLATIOII D
IHSTALLITIOH
65 REPRESSURILATIOH COHTRDL D
6 ALTIMETER
~~ K
66 EVA UIIBILICAL DISCOYHECT D
7* YAHEUVER COHTROLLER IHSTALLATIOH H
67 PARACHUTE SWITCH K
70 YAHEVVERCONTROLLER H
68 HIGH4LTITUDE DROGUE SWITCH K
IHSTALLATIOH IAUXILIARYI
69 ATTITUDE COYTRDL SWITCH H
1
P
70
71
C O M P ~ T E Rswrcn
PLATFORM SWITCH
H
n
0 =CIRCUIT UREAKER
10 (52-79721)
71 MESSAGE ACCEPTAHCE LIGHT H
I1
71 CAIIIH VEHT VALVE PULL RIHG D 0 = TOGGLE SWITCH
1) 74 1011 5E"SOR MODE SELECTOR SWITCH c (92-79705)
11
@ =LEVER.LOCK SWITCH
(52-79705)
I. 0 = INDICATOR LIGHT
(52-79710
=. PUSHBUTTONSWITCH
Malfunction Detection Sxstem (MDD)), - The MDS design (See Fig. 25) was
GUIDANCE
176
Placement of the displays on the command pilot panel was such that
-
lift-off the command pilot could monitor all critical parameters the two
ENGINE I under pressure lights,
A'JTITCJDE overrate indicator,ABORT light
(ground command), fuel and oxidizer pressure needles, accelerometer and the
Flight Director Attitude Indicator (FDAI). A minimum of two cues are required
before an abort is initiated.
The first and second stage fuel and oxidizer pressure indicators contain
redundant pointers powered from separate booster electrical sources. Power
failure causes needles to fail Aup.cross-hatched area on the center of the
scales indicates minimum allowable tank pressures. The first stage indicator
20, 40,
contains a time scale to show the minimum required pressure atand 60
sec after lift-off. The astronaut then is able to use both needle displace-
ment and movement rates to predict
an impending failure which may result an in
abort or which may require crew action to save the mission.S index The
on
the right hand gauge indicates minimum allowable second stage fuel pressure
staging.
Engines 1 and 2 lights illuminate when booster thrust chamber pressure
drops below 68$, and 57$, respectively. The lights thus indicate engine
start, shutdown, and malfunction conditions.Normally the Engine2 light
will be on during first stage burning and go out after second stage ignitio
and the Engine 1 light will be out during first stage burning and on briefly
at staging.
Attitude rate and guidance lights indicate whenever these errors exceed
allowable values. Rates in excess of the following will illuminate
ATT the
RATE light:
Stage I Stage I1
Pitch +2.0 to -3.0°/sec -
+1o0/sec
Roll -+200/sec
Yaw -
+1o0/sec
A display of digital time from launch provided the astronaut
a time with
reference for correlation of events during boost.
An accelerometer was used
with the timer for
a gross indication of booster performance.
Both FDAI's effectively furnish the crew with "how-goes-it" information
during launch and insertion. The coxnand pilot monitors attitude rates for
any deviation from normal.rates while the pilot selects computer reference
ascertain differences between the launch vehicle and onboard guidance signals
-
Ianding Systems. The landing system controls and associated instruments
(See Fig.26) have not changed throughout the manned portion of the Gemini
is entirely manual.
program. Initiation of all sequences
FIGURE 26 LANDING INSTRUMENT SYSTEM
A lever lock switch, used to arm the landing sequence functions, was
i n i t i a t e d by push-button switches protected w i t h covers t o prevent inadvertent
operation. The first button deployed the droguechute. This pulledoutand
the pilot chute which, in turn, pulled the R & R can from the spacecraft. The
second buttondeployed the main chute. Once the p i l o t e s t a b l i s h e d t h a t the
main chute had deployed, he pressed t h e t h i r d button t o i n v e r t the spacecraft
i n t o the landing attitude. After touchdown the main chute was c u t free by the
last button on the landing sequencepanel. If the droguechute failed t o
deploy, an emergency switch t o deploy it was provided on the command p i l o t ' s
panel, The emergency switch cut the drogue chute free; the pilot chute was
f i r e d by i t s own mortar.
A. Launch -
Redundancy was the primed consideration in the design
philosophy of launch displays. A t l i f t - o f f the command p i l o t ' s F
DI needles
indicated booster guidance information while as a back-up the p i l o t monitored
the Gemini computer guidancesignals.Intheevent of excessive errors in.the
booster guidance system the command pilot selected the spacecraft platform/
computerguidancesystem t o control booster guidance. The mode s e l e c t o r on the
computer panel was placed i n ASCENT and the platform in FREE mode. A l l launch
oriented controls and displays were evaluated f o r p o s i t i o n and operability by
the crew under the maximum g loads and vibration which might be encountered
on launch.
€3. -
Rendezvous Development of guidance controls and displays was based
on a requirement t o rendezvous,independentof ground i n p u t s u t i l i z i n g radar,
computer,and - f o r v e r i f i c a t i o n and back-up - manual computation. Computer
controls w e r e located i n f r o n t of the pilot enabling him t o make inputs into
t h e computer and extract readouts f r o m it while the commanded A V f o r o r b i t a l
or planar corrections were displayed on the N I f o r the command p i l o t . The
displays allowed the pilot the option of monitoring FDI outputs that differed
f r o m those viewed by the command p i l o t ; e.g., while the command p i l o t moni-
tored computed rendezvous steering information, the pilot could monitor actual
t a r g e t aximuthand elevation angles from the radar.
ip
FLIGHT DIRECTOR INDICATOR
,""""- COMPUTER
1 REFERENCE MODE
I 1. ASCENT I
I
I
2. RENDEZVOUS
3. RE-ENTRY 9 I
2. RDR
3. P L A T F
I
3. A T T D
I
I I I I
4
'
I I
I
ROLLERROR
ROLL RATE
OR ROLL
ATTITUDE -@ I
I
I
I COMMAND & 1 PITCH
I P I T C H ERROR
5
I DOWN RANGE ,-@ I + I
'I
I ! I
I 1- "1
I YAW ERROR I.
I- @
I CROSS RANGE -A
LERROR
J SPHERE
ATTITUDE
180
FIGURE 28 RADARAND RATE INDICATOR
sensitive than the middle range (3000 ft t o 30,000 f t ) and 90 times more
sensitive than the far range (30,000 f t t o 300,000 f t ) . The needle jumped as
it passed from one range t o t h e o t h e r . With the exception of the vernier
zero +5 f p s scale in the center which was b e n e f i c i a l i n docking, the meter
face was inadequate for the following reasons:
C. Re-entry -
Control provisions were provided f o r a man-in-the-loop
re-entry control system as well as an automatic mode. Spacecraft 3 through
10 re-entries were controlled manually by the command p i l o t c e n t e r i n g the FDI
needles t o maintain the proper attitude while t h e p i l o t e x t r a c t e d the
181
predicted touchdown earth coordinates from t h e computer. Spacecraft 11, and
1 2 u t i l i z e d t h e RE-ENT mode of computer.
PowerManagement Section. -
The e l e c t r i c a l system powermanagement con-
. t r o l s and displays w e r e subjected to more changesand modifications than any
other system on the spacecraft. Continuity was notachieved u n t i l Space-
c r a f t 10, 11, and12, f o r which powermanagement controls and displays, w e r e
the same. Changes were d i c t a t e d by introduction of f u e l c e l l s on Spacecraft 5
and by development work involving t h e f u e l c e l l and i t s associated reactant
supplysystem (RSS).
'Communications Section. -
The voice control center (VCC), located on
the upper center console, contained the s e l e c t and volume switches for voice
communication on U HF, ED
,'
and intercom. Beacon, telemetering and antenna
control switches were located immediately t o t h e right of the VCC. Switch
type circuit breakers for the communication system were located in the top
row of t h e l e f t hand circuit breaker panel and i n t h e l e f t a f t corner of the
overhead circuit breaker panel.
182
I UORY
PRESENT CONFIGURATION
I on I con1 I CONT
-
-
UHF "
r
UHF
-
1
OFF
no. I@ HO. 2
I I
I TI4 CMtTROL
HF TU COWTt
unFI[~~ L
CALI8 STBY
NO. I
cil&l &
w r
PTT OFF
The UHF and HF ,iquelch and select switches located in the center of the
VCC f'unctioned s a t i s f a c t o r i l y throughoutthe program. Prior to Spacecraft 3,
TABLE 18.ELECTRICAL POWER SYSTEM MONITORING AND CONTROL SWITCHES!
~
MAIH
BATTER1
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BATTERY
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SWITCHES
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BATTERY
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AYYETER
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10 T O T A L ADAPTER BAT.
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B. RETRO POWER SEQUENCE LITE.
C. RETRO ROCKET COMES ON A T
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C. RETRO POWER TIVE. OC VOLTSFCAP
SECTIOH 2
0. R E T R O ROCKET USE A SELECTOR
141 SWITCH SCALE
E. R E T R O J E T T READS FROM 18-31
F. LANDING (IN-
CLUDES RECOV.
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S 4
an €IF' transmitter-receiver (T/R) was p-ed for installation in the adapter
section in addition to the one in the&-entry section. However, due to the
poor HF transmission qualities, the T/h was replacedby another HF whip
antenna in the adapter. The HF select.switch remained aasthree-position
switch with two unused positions.
The audio mode switch relocated
functions becould to UHF and HF
the
select switches as follows:
AUDIO MODE
FUNCTION UBF SEIECT SWITCH HF SELECT SWITCH
D. HF to RNTY
E. HF-DF to position formerly
designated forADFT
186
The PTT position had l i t t l e u t i l i z a t i o n and 3 t a
t h e a t t i t u d e hand controller.
importake i n an emergency s i t u a t i o n i s nebulous. The CONT IIW-F"J! position
was used most because it afforded the convenience desired most by the crew
m e m b e r s . Depending on the degree of importance plac'ed on t h e f e a t u r e s of t h e
VOX position, the keying switch could be eliminated from the VCC and features
of the CONT INT-FTT posStion could be incorporated into the VCC without the
Switch
right of t h e VCC . -
Beacon Control Switches These switches w e r e located immediately t o the
The RJ3SC (rescue) switch was labeled ON-OFF W/O LT. I n
the ON position the UHF rescue beacon and the flashing recovery light were
operative, but in the W/O LT position only the UHF rescue beacon was operative
provided the Vm bus was operative. To avoid possible transmitter damage, the
switch was not actuated from the O F F p o s i t i o n u n t i l the rescue antenna had
been extended at main chute single point release.
The CALIB switch has three positions: No. 1, OFF, and Bo. 2. Position
No. 1 i n i t i a t e d c a l i b r a t i o n o f low calibrate point ( 2 6 f u l l s c a l e signal)
of ECS 02, M: 02, and M= H2 quantity and pressure gauges,and a one-point
calibration of 20 other parameters. Position No. 2 i n i t i a t e d c a l i b r a t i o n of
high calibrate point ( 8 6 f u l l s c a l e signal) f o r the same items as No. 1.
The STBY switch. had three positions: R/T, OFF, and D/T. I n R/T ( r e a l
time) position the standby T/M transmitter was powered f o r R/T transmission
and R/T TIM data was transferred from the FCM Programmer t o the standby
T/M transmitter. I n the OFF position there was nopower t o the standby
transmitter. In the D/T (delayed time) position the standby T/M transmitter
was powered f o r D/T transmission. This position also enabled tape playback
control through "E PLYBK switch i n CONT and DCS when TAPE PLYBK switch was
i n CMD.
A. When i n R/T and ACQ position, the switch powered R/T T/M transmitter
continuously (the R/T T/M transmitter was always connected t o the quadri-
plexer), activated the acquisition aid beacon and connected the beacon t o
the diplexer.
B. I n t h e CMD position, the T/M switch enabled DCS t o command R/T and
DIT T/M transmitters on, disconnect the acquisition aid beacon from the
diplexer and connect D/T T/M transmitter to the diplexer. It a l s o a c t i v a t e d
t h e acquisition aid beacon when the D/T T/M transmitter was o f f and connected
the acquisition aid beacon t o the diplexer.
C. I n the R/T D/T position, the switch powered the R/T T/M and D/T T/M
transmitters continuously and connected the latter t o the diplexer. The T/M
switch also enabled tape playback control through the TAPE PLYBK switch i n
CONT and DCS when TAPE PLYBK switch was i n CMD.
On Spacecraft 6 and up the TAPE PLYBK switch was located directly under
the T/M CALIB switch. On Spacecraft 3 through 5 it was located in t h e same
group with the ANT SEL and HF ANT, but t h e order of position varied w i t h each
spacecraft. In the CONT position t h e FCM T/M recorder played back continu-
ously through the T/M control T/hl switch. In the CMD position the recorder
played back (dumped) whencommanded onby DCS. On Spacecraft 6 and up the
REXZT position was used t o r e s e t DCS relays 1 through 8. Calibration
(Channel 9) and abort (Channel 10) were notreset.Spacecraft 3, 4, and 5
d i d not have t h i s reset capability.
The three-position HF ANT select switch was located on the upper center
console with the TAPE PLYBK and ANT SEL switches. I n the EXT position t h e
re-entry HF whip antenna was extended through the LANDIXG switch i n ARM
position. The adapter HF whip antennaextendedthrough the LANDING switch
(SAFE), and the HI? T/R connected t o t h e extended antenna. In the OFF position
power was removed from the antennamotors. I n the FtET position either
extended HF whip antenna was retracted. During docking or during Agena burns
while docked, t h e HI? whip antenna should be retracted to prevent possible
antenna breakage.
Attitude Display. -
A simulation program was established to determine
the best approach t o an attitude reference display duplicated on each side of
188
t h e cockpit. The display most acceptable to pilot/astronauts was e s s e n t i a l l y
the same type attitude ball found on contemporary f i g h t e r a i r c r a f t with some
modification. Each display incorporated a three-axis attitude reference ball
having 360 degrees of rotation about each axis. The attitude reference balls
were slaved t o t h e p o s i t i o n of the i n e r t i a l p l a t f o r m gimbals t o provide a
continuous a l l - a t t i t u d e r e f e r e n c e o f r o l l , p i t c h and y a w . A needle at the
top of the indicator provides roll rate i n d i c a t i o n i n one degree/sec incre-
ments t o f u l l . s c a l e n e e d l e d e f l e c t i o n of f i v e degrees. The pitch reference
scale marking was changed from five degree increments t o one degree increments
e f f e c t i v e on Spacecraft 6 . Pitch readouts became c r i t i c a l as inputs w e r e
needed f o r p i l o t manual computation i n c e r t a i n rendezvous malf'unction modes
with one-half degree o r better pitch reference.
%
-
e21
n
3
4
5
6
7
8
9
1 0 5 4 3 2 1 0 1 2 3 4 5 1 0 8 7 6 5 4 3 2 1 0 1 2 3 4 5 6 7 8
FORCE (LE) FORCE ( L E )
PITCH F:ORCETEST
193
IECOCU
- TEMP COHTROL
M4NU4L
O2 HIGH R 4 T E
DEC DFC
OPEN CLOSED
OFF OFF
+ 24 VDC G
H
24 VDC
(GN D)
E E I
F
I-
-
The ASC panel was mounted atop the forward end of the TDA so that it was
visible to the astronauts during the docking sequence and during subsequent
maneuvers i n the docked configuration. The display consisted of nine lights
and three analog dials that provided the following data:
Dock (green l i g h t ) -
When illuminated, the docking cone was unrigidized,
the latches were reset and the TDA was i n the proper condition t o r e c e i v e t h e
nose section of the spacecraft.
Rigid (amber l i g h t ) -
When illuminated, the docking cone was rigidized
and ready t o allow post-docking maneuvers.
-
Pwr (green light) When illuminated, t h e 28 v o l t s DC unregulated
28 v o l t s DC regulated, -28 v o l t s DC regulated, 115 volts, 400 cps, single-
phase and 115 volts, 400 cps three-phase parameters were operating within
tolerances.
1. When the main engine was firing, the turbine exceeded 27,000 R PM ,
the hydraulic pressure was below 1500 + 20 psia o r the d i f f e r e n t i a l p r e s s u r e
between the f u e l and oxidizer tanks was below 3 - + 2 psid, fuel above oxidizer.
2. When the main engine was not firing, the differential pressure
+ 2 psid, fuel above oxidizer.
between t h e f u e l and oxidizer tanks was below 3 -
B. When the ASD was deactivated: the differential pressure between the
+ 2 psid, f u e l above oxidizer.
fuel and oxidizer tanks was below 3 -
Main (green l i g h t ) -
When illuminated, the main f u e l t a n k was above
15 + 2 psia, the main oxidizer tank above 15 + 2 psia, the hydraulic system
pressure above 50 -+ 5 psia, and the PPS safely commanded t o f i r e .
Amed (amber l i g h t ) -
When illuminated, the engine control circuits
were closed and either the main o r secondary engines were commanded t o f i r e .
-
Sec H i (green l i g h t ) When illuminated, more than 1110 + 20 psia expul-
sion gas pressure existed in both nitrogen spheres for a 50 s& u n i t I1 (200
l b SPS t h r u s t chamber) f i r i n g and more than 170 5 5 psia regulated pressure
existed i n both propellant tank gas manifolds.
197
-
ATT (green light) When illuminated, the Agena attitude control syste
was active.
Main time (clock display) indicated by minute and second hands t
28 VDC was applied to the main
remaining for main engine burn. The regulated
time display unit when the start signal was applied to the main This engine
a rate
caused the display unit to decrease the time remaining indication at
of one sec/sec burn time.
Sec Time (clock display) indicated by minute and second hands the
remaining for200 lb SPS burn. The regulated 28 VDC was applied on separate
wires for high and low thrusters of SPS.theThis caused the display unit
to decrease the time remaining indication a rate
at of one sec/sec burn time
for the high consumption aandrate of one-twelfth (1/12) sec/sec burn time
for thelow consumption rates.
Stowage
Allotting space and providing the means to secure stowage items on
on most missions.
spacecraft presented problems
known quantities of food, and rendered known
Manned missions called for
quantities of waste. Cameras, film, camera accessories, and various hard a
software were required for experiments. Logbooks and data cards were used
for recording events during the missions. "Zero g" conditions necessitated
stowing each item. Other factors affecting stowage included the duration of
each mission, the size and nature of the item to be stowed, and its i
and frequency of use.
3 mission and
Due to the relatively short duration of the Spacecraft
the small amount of equipment necessary, stowage wasa problem.
not Space-
craft 3 did not have all the fixed stowage containers of later spacecraft
Consequently, the right hand aft box and the modified whirlpool center
6,
box contained excess space. But on subsequent spacecraft, except Spacecraft
all available stowage space was utilized.
A l l items had t o be secured t o prevent themfrom floating. The method
of securing "loose items," i.e., not bolted to the spacecraft or removed from
a fixed container, was t o apply Velcro hook about the spacecraft walls,
instrument panels, hatches and seats, and Velcro p i l e t o the item t o be
secured. A f t e r each flight, the next crew usually requested that additional
Velcro hook be a p p l i e d t o the i n t e r i o r of each spacecraft through Spacecraft 8
when nearly a l l the usable space was occupied.
199
The upper part of the center stowage area on Spacecraft 8 through 12 was
used for the extravehicular l i f e supportsystem (ELSS)' package. The lower
portion contained a Fiberglas box with foam molded t o accept cameras, film
magazines, and camera accessories. On eachof these spacecraft there was not
s u f f i c i e n t room i n t h i s box t o c o n t a i n a l l the equipment,and overflow items
such as lenses and film magazines sometimes w e r e stowed i n pouches i n t h e
a f t and side food boxes.
200
I _
T Y P I C A L C A M E R A STOWAGE T Y P I C A L H A T C H STOWAGE
F O O T W E L L SHOWING T Y P I C A L
T Y P I C A L A F T BOX STOWAGE POUCHES
STOWAGEPOUCHES
Each spacecraft had dry stowage bags mountedon the footwell sidewalls
with Velcro.These bags w e r e used f o r stowing charts,sunshades,reflective
shades, and f l i g h t data books. On Spacecraft 3 through 9, a plotboard pouch
was i n s t a l l e d on the inboard sidewall of the l e f t footwell. This pouch con-
tained charts and f l i g h t data books i n a d d i t i o n t o the plotboard. On Space-
c r a f t 4, the v e n t i l a t i o n c o n t r o l module (VCM) was stowed i n the right footwell.
The VCM was the forerunner of the ELSS.
I
slc LEFT HATCH TORQUE BOX RIGET HATCH rORQUE BOX
3 G3C
4 G4C
5 G3C
6 G3C
7 G!X
G4C up 8 and
Personal equipment consisted
of:
204
FIGURE 36 GEMINI PRESSURE SUIT
205
The following equipment i s i n t h e s u r v i v a l k i t :
.PARACHUTE
SUR
206
FIGURE 38 CREWSEATING AND RESTRAINTDETAtLS
ESCAPE, LANDING AND ReCOvERY SYSTEMS
Escape System
The ejection seat system, designed as the primary escape system f
safety, consists of ejection seats, seat rocket/catapult, hatch actuating
system, personnel parachute system, and survival equipment. Maximum design
operating parameters are at altitudes 70,000
up to ft, speeds up to Mach
2.86
and dynamic pressures
up-to820 psf. The ejection system also has the
-
zero velocity thus, the system
capability of being utilized at zero altitude
will allow the astronauts to escape from the spacecraft while on the
pad, during launch or after re-entry. However, the operational use of t
seat was restricted to altitudes 15,000
below ft by decree, although the
design and qualification tests were as stated. The reasons for this res
tion are as follows:
A. Titan I1 booster flightsN-7 and N-20, where breakup occurred disclosed
no hazards that would have been significant to the spacecraft a "ride
during
it out" abort. This, coupled with additional analysis indicated a high degree
of confidence in crew safety couldbe obtained by remaining in the spacecraft
during a booster malfunction and then usinga Mode I1 (retro-rocket salvo)
abort to escape from the booster.
B. Although high speed ejection seat sled tests were satisfactory,
random nature of possible ejection conditions such as attitudes, oxygen
flapping, astronaut sizes and pressure suit modifications did not instil
confidence in high altitude or high dynamic pressure ejections.
C. Water recovery after an ejection posed as additional safety h
which wouldbe compounded if an injury were sustained during the ejecti
D. Use of the ejection seat made an abort decision more time cri
since a late ejection could result in recontact with the booster or fi
Thus; ejection had to occur before significant booster attitude excursio
occurred. This was nominally about 5 degrees while booster breakup angles
were much greater and therefore the decision to eject was time critica
on ejection seat rather than booster restrictions.
Optimum trajectory and stability of the seat during its powered f
is maintained through position control of the seat-man combination cente
gravity. After the powered phase of the flight the man is separated fr
a stabilizing device called
seat and descends under a ballute, untila
desirable parachute opening altitude is reached. After parachute opening,
the backboard assembly and egress kit are jettisoned, leavingman to the
a lanyardtobelow
descend under his parachute with his survival gear secured
him.
a .995 has
The ejection seat system as it is currently designed reliabil-
ity factor of successful operation.
The basic' location arrangement/configuration
and of the ejection system
39. The crew members are seated side by side, faced towar
are shown in Fig.
the small end of the re-entry module. Each seat is12 canted
degrees outboard
208
0AC
HATCH ACTUATOR
INITIATION SYSTEM
SURVIVAL KIT
SLING ASSEMBLY
CONTOUR BOARD
BACKBOARD
ARM RESTRAINT
PELVIC BLOCK
REEL
CONTRO L
HARNESS RELEASE
BALLISTIC HOSE T O
SEAT MAN SEPARATOR
SEAT-MAN SEPARATOR
210
in the automatic position, the astronaut releases himself by cycling the
control handle to manual and back to automaticOn lock.
the right hand seat
side panel,a ditching handle releases the man with his backboard assembly
and the egress kit from the seat structure. This provision anpermits
over-
the-side bailout.
- on the eJection seat
Backboard Assembly. The backboard assembly mounts
structure through theupperand lower backboard'releases. Mounted to the
backboard assembly are survival items such as the survival kits, personnel
(a high altitude, high velocity
parachute system, and the ballute system .
stabilization device).
Mounted to the backboardan is
inertia reel with restraint straps that
pass over the top of the backboard and are attached to the parachute ris
A personalized cushion contoured
at the parachute quick disconnect fittings.
for safety and comfort, is mounted to the front of the backboard. Also
mounted on the backboard are the pyrotechnic devices that initiate system
operation. These devices include the drogue mortar and its associated equip-
ment jettison system and the ballute deploy and release system.
-
Egress Kit. The egress kit assembly rests on the seat structure and
is restrained to the seat structure and backboard assembly by the lap bel
system. The egress kit contains the emergency bailout oxygen system. For
Spacecraft 8 and up, the egress kit height is lowered by removing the bailou
oxygen system to allow more room in the seats. Removalof the bailout oxygen
system lowersthe rated ejection altitude to
15,000 ft. For pilot comfort,
a contoured cushion is mountedon top of the egress kit. Located at the front
of the egress kita single
is point release handle which, when activated,
releases the egress kit from the seat structure and backboard assembly. This
manner is convenient for lw altitude over-the-side bailout. The ejection
a o
control handle(D ring) is normally stowed undera sliding door at the front
of the egress kit to prevent inadvertent ejection. However, during launch
and re-entry, it is in operational position. At the rear of the egress kit
is a pytotechnic-activated quick disconnect system. The supply and return
oxygen hoses from the suit as well as the communications wire bundle ar
attached to this disconnect. Because the egress kit was lowered for Space-
craft 8 and up (see below), the single point release handle was removed and
the D ring was stored on the seat-man separator thruster.
After the flight of Spacecraft3, the astronauts reported that the egress
kit knee supports provided were uncomfortable and actually hampered their
leg movements when they tried to shift their position.In addition, it was
felt that the excessive height of these supports might render egress durin
EVA more difficult.As a result, the thickness of the egress kit cushion was
trimed (deleting the knee supports) for Spacecraft4 through 7; this served
to lower the astronauts in their seats and a provided
more comfortable
attitude. However, the old (52-82911) structure was still employkid and the
single-point release system was still incorporated.
For Spacecraft8 and up, the trimming was carried further, resulting
in a thinner egress cushion in the forward position.
A new egress kit
structure was employed, aand
new ejection control mechanism was incorporat
I n addition, the ejection
The single-point release system was eliminated.
control handle storage container which went between the legs was del
-
Lap Belt Assembly. The lap belt assemblya webbing
is arrangement
designed to hold the egress kit into and thethe astronaut into the
seat
ejection seat system. After ejection and subsequent seat-man separation i
secures the bottom of the backboard and the egress kit to the astrona
a manual disconnect and
lap belt assembly includes a pyrotechnic disconnect.
11 and 12 by adding belt
The lap belt disconnect was modified for Spacecraft
guides to the disconnect. The guides prevent belt jamming in the discon
during adjustment by the astronaut.
-
Hatch Actuating System. The hatch actuating system, when initiated by
either pilot, activates the firing mechanisms of both hatch actuators. T
system consists of two manual firing mechanisms cross-connected by two
mild detonating fuse (MDF) crossovers and two pyrotechnically actuated h
actuators redundantly interconnected by four rigid and four flexible
MDF
lines .
An MDF interconnect is
a single strand of high explosive
(2 gr/ft of
RDX) encased ina lead sheathing and installed in flexible or rigid stee
tubing. A small booster charge is incorporated at each end of the explos
on each end of the tubing.
strand. Attachment fittings are incorporated
212
-
SYSTEM ACTIVATION 0.0 SECONDS
SEQUENCE-1-
-
HATCHES OPEN 0.250 SECONDS
SEQUENCE -2-
BALLUTEACTUATOR
ARMINGPINS
BACKBOARD
RELEASE7 7
(FROM SEAT)
SEAT/MAN
SEPARATOR
--
HARNESS RELEASE FIRES 1.474 SEC.
--
SEAT/MAN THRUSTER FIRES 1.524 SEC.
SEAT/MAN SEPARATED
LANYARDS PULLED
EALLUTE I S DEPLOYED 5.00 SEC.
AFTER SEPARATION
BALLUTE I S RELEASED A T 7500 FT.
\ r EGRESS K I T
-
SEAT MAN SEPARATED
FROM SPACECRAFT
I
I
- -
ROCKET CATAPULT FIRES 0.333 SEC.
LANYARDS PULLED 0.394 SEC.
SEQUENCE -3-
FDROGUE MORTARSLUG
PILOT CHUTE
SUSPENSION LINES
LANYARD
A . Disconnects the suit hoses and wiring (Jetelox) from the egress k i t .
B. Releases the l a p b e l t which allows the egress kit t o f a i l away.
C. Cuts the i n e r t i a reel straps which releases the backboard t o f a l l
away.
TEST
IOMPLETED TYPE OF TEST
PYROTECHNIC COMPONENTS AND DEVICES - NUMEROUS DEVELOPMENT TESTS WERE CONDUCTED. THESE
TESTS WERE A T T H E C O M P O N E N T L E V E L , SYSTEM LEVEL AND BREADBOARD TYPE TESTS TO OBTAIN THE
CORRECT OPERATING TIME, PRESSURE AND MECHANICAL FUNCTION OF EACH DEVICE.
Mission -
Anomalies, No mission anomalies occurred with the escape
system.
-
Mission Evaluation. F'yrotechnic components of Spacecraft 2 were removed
and post-flight fired. Pyrotechnic components of Spacecraft 10 (except hatch
actuator and rocket catapult) were post-flight fired in the No anomalies
seat.
were encountered.
In-flight safety pins for the drogue mortar were repositioned for
easier insertion.
216
BALLUTE
~~
TABLE 20 WIND TUNNEL TESTS
.
FULL SCALE SERIES I MCDONNELL LOW SPEED WIND T U N N E L 16 RUNS
FULL SCALE SERIES I
-1
AEDC 16' x 16' T U N N E L 11RUNS
FULL SCALE SERIES II AEDC 16' x 16' T U N N E L 8 RUNS
FULL SCALE SERIES Ill AEDC 16' x 16' T U N N E L 8 RUNS
DROGUE
5'0 E
:'L- ~~ LANGLEY SPIN TUNNEL 48 RUNS
BAROSWITCH
FULL SCALE MCDONNELL LOW SPEED WIND T U N N E L 7 RUNS
- ~ ~~~~
~~ ~
EJECTION SEAT
20% MODEL SERIES I MCDONNELL POLYSONIC WIND T U N N E L 115 RUNS
20% MODEL SERIES II MCDONNELL POLYSONIC WIND TUNNEL 51 RUNS
20% MODEL SERIES Ill MCDONNELL POLYSONIC WIND TUNNEL 65 RUNS
10% MODEL SERIES I MCDONNELL POLYSONIC WIND TUNNEL 149RUNS
-tI 3 COMPLETED
TYPE OF TEST
SIMULATED EJECTION
(SLED TEST)
~
REMARKS
I 3 1
1
SIMULATED OFF-THE-PAD
EJECTION (SOPE)
STATIC EJECTION
15k E J E C T I O N
SEAT EJECTION SYSTEM FROM TOWER TO QUALIFY
FOR EJECTION FROM THE LAUNCHING PAD
I l2
STATIC TEST TO QUALIFY EJECTION SEAT FOR STRUCTURAL IN-
TEGRITY
218
"
p- CTI
TEST
IO
8
IO
8
CARTRIDGE (HRA) 8
(1.08 SEC TIME DELAY)
SEAT-MAN SEPARATOR 19
THRUSTER (SMS) 8
FIRING MECH (SMS) OA/WAC 37 25
CTI 21 8
CARTRIDGE (SMS) CTI 21 8
ROCKETCATAPULT RPI 89
HATCH ACTUATOR NATIONAL 26
WATERLIFT
BREECH-HATCH ACT MCDONNELL 31
BALLUTE ANEROID MCDONNELL/ IS
OA
BALLUTE REL CARTRIDGE CTI 24
BALLUTE DEPLOY CARTRIDGE CTI 24
DEPLOYCUTTER OA/WAC 17
CTI 24
BALLUTE GUILLOTINE OA/WAC 17
CTI 24
DROGUEMORTAR BACKBOARD
JETTISON SYSTEM
MAIN CARTRIDGE CTI 21
INITIATOR CARTRIDGE CTI 21
TIME DELAY CARTRIDGE CTI 21
FLEX MDF INTER CTI IO
RIGID MDF INTER OA 24
RESTRAINT STRAP CUTTER OA 12
L A P B E L T DISC OA 7
JETELOX PIN DISC OA 7
MDF MANIFOLD OA 6
*SIMILAR UHlTS THAT WERE UTILIZE0 IN TEST AHD ON EARLY SPACECRAFT, BUT WERE NOT AVAILABLE
FORSPACECRAFTSANDUP.
NOTE,OA'WAC
CTI
-- TESTS AT WEBER AIRCRAFT CORP.
TESTS ATCENTRAL TECHNOLOGY INC.
TABLE 23 ESCAPESYSTEM FAILURE SUMMARY
TEST FAILURE CORREC.TIVE ACTION
DUMMY DROP ANEROID MECHANISM JAMMED OR "HANG MCDONNELL REDESIGNED AND RE-
FIRED" AND FAILED TO FIRE OR FUNC- WORKED THE ANEROID MECHANISM TO
TION AT THE PROPER PRECALIBRATED ELIMINATE THE HANG UP.
ALTITUDE.
Q U A L TEST ANEROID MECHANISM FAILED AFTER EXAMINATION, ANALYSIS, AND RE-
EXPOSURE TO A HUMIDITY ENVIRON- P E A T E D T E S T O F THESE ASSEMBLIES.
MENT PER MIL-E-5272 PARA 4.4.1. THE ORIGINAL TESTS WERE NOT REA-
L I S T I C . S P A C E C R A F T 3 & 4 UNITS WERE
P O S T F L I G H T F I R E D A N D WERE WITH-
I N T O L E R A N C E . A 14-DAY H U M I D I T Y
T E S T WAS C O N D U C T E D O N T H E U N I T S
FROM SPACECRAFT 4 AND THE UNITS
WERE I N T O L E R A N C E .
.~ ~
-
QUAL TEST JETELOX LINES FAILED TO FIRE DUR- HYDROSTATIC PRESSURE CHECK OF
ING QUAL TESTING. L I N E S WAS D E L E T E D SO T H A T N O
WATER WOULD BE L E F T IN T H E L I N E S .
L I N E S A R E NOW CHECKED WITH DRY
NITROGEN.
~ ___ ~ - . .
QUAL & FIELD PERCUSSION CARTRIDGES FAILED DUE BOTH DESIGN AND PRODUCTION DE-
TEST T O T H E L A C K O F SOLID SUPPORT FOR FICIENCIES EXISTED. THE PERCUSSION
THE PRIMER. CARTRIDGES WERE REDESIGNED TO
H A V E S O L I D S U P P O R T FOR T H E P R I -
MERS A T SECOND SOURCE VENDOR AND
T H E NEW CARTRIDGES WERE QUAL
TESTED AND UTILIZED SPACECRAFT
5 AND UP.
~ ~~ ~~
220
HOIST LOOP 6 FLASHING
FLASHING LIGHT
RECOVERY LIGHT
P A R A C H U T ER I S E RM A I N
PYROTECHNICSWITCH"A"
OTPARACHUTE
C A B L E THROUGH, /-A!?
DROGUE BRIDLE PEX LINE
DROGUE BR X GUILLOTINE
GUILLO PILOT CHUTE
DROGUE MOR
PILOT MORTAR
D R O G U E B R I O )LE
GUILLOTINE
DROGUE
BRIDLE
221
p
IN. (Dl)
Dl IS THE DIAMETER OF THE PARACHUTE
I N f L A T E D W H I C H IS A P P R O X I M A T E L Y 70%
OF D o
c (Dl) 58 F T .
' 312 I N .
DROGUE PARACHUTE
(DISREEFED)
DROGUE
L 26.4 IN.
CHUTE
IEFED)
MAINCHUTE
c
CREW INITIATED
I
i 1 1n1 IN. 1 8
IN.
I TWO P O I N T S U S P E N S I O N
A"
TANDEM -
DROGUE/
PILOT PARACHUTES
222
chute canopy can withstand a dynamic pressure of 120 psf. However,by
reefing the main chute, a maximum of 16,000 l b i s experienced at deployment.
The disreefed main parachute allows a m a x i m u m average rate of descent of
31.6 m s f o r a module weight of 4.400 l b .
S t a t i c System. -
The s t a t i c p r e s s u r e system operates the rate of descent
indicator, altimeter, and the two barometric pressure switches which provide
for illumination of the 10.6 K and 40 K warning indicators.
. 223
Recovery Aids. - Flotation of the re-entry vehicle i s achieved by
displacing water with the cabin vessel and the equipment i n the floodable bays.
The f l o t a t i o n c h a r a c t e r i s t i c s are a function of the cg location. To improve
the f l o t a t i o n a t t i t u d e , a d d i t i o n a l f l o t a t i o n material (Styrofoam) was
i n s t a l l e d under t h e equipment i n t h e side bays and inside the RCS.
The PARA switch energizes six 80 msec pyrotechnic time delay cartridges,
which are i n s t a l l e d i n the three high a l t i t u d e drogue cable guillotines.
After the drogue r i s e r s have been cut, the dorgue parachute pulls away from
the re-entry vehicle extracting the pilot parachute f r o m the pilot mortar tube
with the apex line. When deployed, the pilot chute i s r e e f e d t o 11.5% i n
o r d e r t o limit the openingshock load t o 3000 l b . The PARA switch a l s o
energizes a 2.5 sec time d e l a y r e l a y t o the separation sequence t o allow
s u f f i c i e n t time f o r the pSlotchute t o be deployed. The 2.5 sectimedelay
relay then energizes the c a r t r i d g e i n a pyroswitch t o deadface the e l e c t r i c a l
w i r e bundles t o the R & R module.The f o u r c a r t r i d g e s i n s t a l l e d i n the wire
bundle g u i l l o t i n e s a l s o are energized. These g u i l l o t i n e c a r t r i d g e s have a
12 0 msec pyrotechnic time delay to assure deadfacing of the w i r e s before
severing. The two MDF ring detonators are energized a t the same time t o f i r e
the MDF ring which separates the R & R module from the re-entry vehicle. The
MDF detonators have a 160 msec pyrotechnic time d e l a y t o assure that the w i r e
bundles have been cut before the MDF r i n g fires. The w i r e s t o t h e r e - e n t r y
I 40,000 F O O T
BAROMETRIC I
4 0 K ~ ~ ~ ~ 1 N G
-
PRESSURE SWITCH
ILLUMINATES
ACTIVATES
1 t 1
-@- 0-
REEFED DROGUE
CHUTE D" R
DO GG
RO UE
UE" DROGUE
MORTAR SWITCH
c - DEPLOYED (16
TPD
Yk)REO
C
BAROMETRIC
LIGHT
SWITCH
ILLUMINATES
ACTIVATES
I I I J
DROGUECHUTE
0- @-
-I
REEFED PILOT CHUTE
DISCONNECT
- GUILLOTINES
D I S R E EC
FHED
UTE PILOT
(6 S E C P Y R O T D )
-
DEPLOYED
(80 MS P Y R O T D )
"PARA'* L
SWITCH
2.5 SEC
ELEC
TIME DELAY
R 8 R SECTION
MAIN CHUTE
SEPARATES
DEPLOYED (160 MS T D )
4
CONNECTION ELECTRICAL - I'
-- -
1
2 POINT
ATT" "LDG MANPARACHUTE
A N T E N NSAUSWITCH
SPENSION POINT SINGLE
DISCONNECT EXTENDED
ACTIVATED
'I I
r-qq-iq
1
r
HOIST LOOP
AND FLASHING UHF DESCENT
-b
RECOVERYLIGHT
RELEASE
"PARA JETT"
SWITCH
L
MAIN 0
PA RACH UT E
JETTISONED
I
w
VI FIGURE 43 LANDING SYSTEM SEQUENTIAL BLOCK DlA,GRAM
umbilical also are deadfaced a t t h i s time by energizing another pyroswitch
cartridge.
As the landing vehicle falls away f r o m the R & R mduik, the -in para-
chute i s deployed in a reefed condition (10.546). six sec after deployment
of the pilot parachute, two lanyard-initiated pyrotechnic reefing cutters
disreef the p i l a t chute. The main parachute i s disreefed by three lanyard-
initiated pyrotechnic reefing cutters ten sec after deployment. The two
decelerations provided by the main parachute divide the retarding shock load.
The astronaut visually monitors a l l parachute deployments and after the main
chute disreefs and i s f'ully inflated, he actuates the IDG ATT switch. The
LDG ATT switch energizes two pyrotechnic cartridges in the single point
release (main disconnect) t o change the single point suspension system t o a
two-pointsuspensionsystem. Upon landing, the main parachute i s jettisoned
by a c t i v a t i n g the PARA JETT switch. The PARA JETT switch energizes the
forwardand aft bridle disconnects releasing the main parachute. The PARA
JETT switch also energizes the two single pyrotechnic cartridges in the cable
cutter allowing the hoist loop and flashing l i g h t t o be erected.
-
Investigation/Conclusion The wire bundle in question was i n s t a l l e d
i n an abnormal position. It was pulled up t i g h t l y a g a i n s t t h e c u t t e r blade
which requires additional energyof the cartridge. The cartridge was
developed t o c u t t h e w i r e bundle when it was held against the a n v i l and did
not have s u f f i c i e n t margin of energy t o handle the abnormal, i n s t a l l a t i o n .
The f a i l u r e was duplicated in the f a i l u r e l a b .
226
PILOT
"DROGUE
PARACHUTE
EMERG. 10.6K"
APEX LINE
SWITCH
tY
0 +
ILOT REEFED PILOT
PA RACHUT E
PARACHUTE PILOT
1
MORTAR DISREEFED PARACHUTE 0
(.5 SEC PYRODEPLOYED
TD) (6 SEC PYRO TD)
I , 4
SECTION FIRED
(160
DELAY
2.5 SEC
ELECT
TIME
RING MDF
MS T D j SEPARATES
Q
REEFED
LEGEND
PILOT ACTUATED
MECHANICAL CONNECTION
MAIN CHUTE
A
4 ELECTRICALCONNECTION
DISREEFED
l3
I (IOSEC
TD)
@
2 POINT
MAINPARACHUTE UHF DESCENT
"LDG ATT" BRIDLE
SWITCH 4 SINGLE POINT
SUSPENSION .
..I
DISCONNECT EXTENDED
- ACTIVATED
W
HOISTLOOP
UHFRESCUE
AND FLASHING
RECOVERY LIGHT
EXTENDED
RELEASE
"PARA JETT"
SWITCH
MAIN
PARACHUTE
JETTISONED ?
FIGURE 44 EMERGENCY LANDING SEQUANTIAL BLOCK DIAGRAM
TABLE 24 DEVELOPMENT AND QUALIFICATION TESTS
LANDING SYSTEM DROP TEST
DEVELOPMENT 14 18 30 14
TYPE OF TEST PTV (BOMB) PTV (BOMB) PTV (BOMB) BOILERPLATE SPACE-
DROP TEST FROM DROP TEST FROM CRAFT DROP TEST DROP TEST FROM
A I R C R A F T 42k A I R C R A F T 10k A I R C R A F T 10k F R O M A I R C R A F T 20k
QUALIFICATION 8 13 13 13
TEST 3 - WITHOUT DROGUE
SPACECRAFT2
CONFIGURATION
2 - EMERGENCY MODE
I TEST
COMPL.ETED
TYPE OF TEST REMARKS
-
Action Taken Effective Spacecraft 3 and up, the length of the w i r e
bundle was adjusted to allow the b l u e p r i n t i n s t a l l a t i o n of t h e wire bundle
solid against the anvil. A CTI cartridge with higher energy output was used
i n l i e u of t h e OA cartridge.
228
I
SPECIAL
DROP KDONNELL QUAL
COMPONENT VENDOR TEST @ RAT
TEST TEST TEST
VENDOR.
- ~~
CARTRIDGE CTI 4 20 18 61 32
APEXCUTTER
HIGH ALTITUDE MCDONNELL/ 30 7 22 23 36
DROGUE CABLE OA
GUILLOTINE (HAD)
CARTRIDGE (HAD) CTI 60 45 38 61 36
CARTRIDGE* ORDCO 18 - - 368 28
DROGUEMORTAR
CARTRIDGE* CTI - 5 - - -
PILOT MORTAR
CARTRIDGE* SDI - - - 353 19
MAIN DISCONNECT
CARTRIDGE* SDI - - - 7a 19
BRIDLE DISCONNECT
BRIDLE DISCONNECT N -V 54 - 2 21 19
ASSEMBLY @ CTI - 5 - 21 19
CARTRIDGE CTI - 21 - 42 19
B R I D L ED I S C O N N E C T
DROGUEMORTAR N -V 33 - 1 - 28
ASSEMBLY @ CTI - 21 21 21 25
CARTRIDGE CTI - 21 32 24 25
DROGUE MORTAR
PILOT MORTAR N-V 27 - 2 72 -
ASSEMBLY @ CTI - 4 - - -
CARTRIDGE ORDCO 8 - 368 -
PILOT MORTAR
RBR SEPARATION OA 27 - 19 40 18
MDF RING ASSY
APEX GUILLOTINE MCDONNELL 2 5 10 23 32
OA
REEFING CUTTER OA 32 - - 63 12
PILOT CHUTE
(6 SECTD)
REEFING CUTTER OA 106 - - 53 12
MAIN CHUTE
(10 SEC TD)
REEFING CUTTER NOP - - 62 32 10
DROGUE CHUTE
(16 SEC TD)
REEFING CUTTER* 50s 16 - - 103 19
DROGUE CHUTE
(16 SEC TD) (BACKUP)
MAIN DISCONNECT N -V 27 - 1 71 19
ASSEMBLY @ CTI - 5 - 21 19
CARTRIDGE CTI - 5 - 42 19
MAIN DISCONNECT
* S I M I L A R T O U N I T S U T I L I Z E D O N S P A C E C R A F T 3 AND UP.
T A B L E 26 F A I L U R E SUMMARY
PRIME VENDOR HAD DIFFICULTIES SPACECRAFT 2 UTILIZED THE PRIME VENDORS CARTRIDGES
WITH MANUFACTURING AND QUAL AND DETONATORS WITH DUAL BRIDGE WIRE CIRCUITS. AB-
TESTING OF DETONATORS, GAS BREVIATED QUAL TESTS WERE CONDUCTED ON THESE UNITS
GENERATING CARTRIDGES, SOME WHICH CONSISTED OF HI-TEMP/ALT, HUMIDITY, VIBRATION,
GUILLOTINES AND PYROSWITCHES. AUTOIGNITION, PROOF AND BURST PRESSURE, 40-FT DROP,
1 A M P N O - F I R E A N D 1 WATT NO-FIRE. THE UNITS WERE AC-
C E P T A N C E T E S T E D AS FOLLOWS: BRIDGE WIRE RESISTANCE,
L E A K A G E , V I B R A T I O N , 2OO0F TEMP, SOAK 1/2 HR, RESISTANCE
8, D I E L E C T R I C .
S P A C E C R A F T 4 AND UP CONFIGURATION - C T I C A R T R I D G E S
IN THE DROGUEMORTARWITH AN ALUMINUMBREECHAND
P I L O T M O R T A R WITH S T E E L B R E E C H A N D O R D C O C A R T R I D G E S .
PYROTECHNICS
Pyrotechnic Components
OAMS C O N T R O L V A L V E
"l r OAMS ISOLATION VALVE
269 DETONATOR
U&-VHF POLARIZATION
__-
MEASUREMENT
". EXPERIMENT GUILLOTINE
0-14 (S/C 8 6 9)
Z13 (FLSC) ASSY.
ILY)
D-10
POWER TOOL RADJONATAR
(S/C 5 6 7)
D - 4 6 D-7 EQUIP
GUILLOTINE2
ADAPTER EQUIP
GUILLOTINES
S/C-LN GUILLOTINES
SION
UCLEAR
PLACES) 3 P (TY
DETONATOR
GUILLOTINE
HOLD
HAND
D-10 (S/C 8 ONLY)
GUILLOTINE (S/C 8 6 9 )
FAIRING JETTISON
269 DETONATOR GUILLOTINE (S/C 5 ONLY)
ELECTROSTATIC CHARGE EXP.
P-4, D-7 DOOR RELEASE
INTERCONNECT.
MDF (REF) GUILLOTINE
j FIGURE:45 SPACECRAFT
. PYROTECHNTC DEVICES
"
PYROTECHNICSWITCH(A-B-C-D-E-F-G-H=_HyK) -"
A -
(55 PINS) R6R WIRING
F --(41 PINS) ADAPTER
EQUIP
B
C --- (41
PINS) POWER WIRING
(41 PINS) POWER WIRING
G
H -(41 PINS) LV/SPACECRAFT
(55 PINS) RETRO SECTION
1 - (55
D
E - (55
PINS) ADAPTEREQUIPWIRING
(41
PINS) ADAPTEREQUIPWIRING K -
PINS) ADAPTER E W l P
(41 PINS) UMBILICAL
a PY R O T E C H N K V A L ~
(RCS SYS "A''-AA-CA-DA 16 SYS "B"-AB-CB-DB)
HORIZONSCANNER
MAIN PABACHUTE
ST DWAGE CONTAINER
DROGUEMORTAR
EMERGENCY DOCKING
SYSTEM RELEASE WIRE BUNDLE
GUILLOTINE (S/C 6-8 6 UP)
DROGUEPA
DROGUEPARACHUTE
BRIDLE RELEASE
JETTISON ASSE (3 T Y P I C A L )
233
of 1.5 times the energy required t o operate t h e device.Detonators have an
energy output of 1 . 3 times that necessary t o i n i t i a t e the next inline
explosive element and w i l l produce sufficient energy to propagate across a
gap 1.5 times the nominal design gap between the detonator and the next
inline explosive element.
D . No-Fire Requirements.
1. The u n i t s w i l l n o t f i r e i n a d v e r t e n t l y due t o t r a n s i e n t c u r r e n t s
o r s t a t i c charges.
2. The u n i t s w i l l not f i r e when one ampere o r one watt i s applied
simultaneously t o e i t h e r o r both c i r c u i t s f o r f i v e min.
E. All-Fire Requirements -
The units w i l l f i r e w i t h 40 msecwhen four
amperes i s applied t o t h e c i r c u i t .
-
A. Wire Bundle Guillotines W i r e bundle g u i l l o t i n e s a r e provided i n
two sizes t o c u t bundles up t o 1-1/4 and2-1/2 i n . i n diameter. The guillo-
tines consist of a body, end cap or anvil, piston/cutter blade, shear pin,
and an electrical-fired gas-pressure cartridge. Thebody houses the piston/
c u t t e r blade held i n a r e t r a c t e d p o s i t i o n by a shear pin and provides f o r
i n s t a l l a t i o n o f the cartridge and attachment of the anvil. The a n v i l i s
removable t o f a c i l i t a t e i n s t a l l a t i o n o f ' e i t h e r the g u i l l o t i n e o r the w i r e
234
bundle or cable. Lugs, f o r a t t a c h i n g the g u i l l o t i n e t o t h e s p a c e c r a f t s t r u c -
t u r e , are a n i n t e g r a l p a r t o f t h e g u i l l o t i n e body.The pressure produced by
f i r i n g t h e c a r t r i d g e e x e r t s a force on the piston/cutter blade. When s u f f i c i -
ent force i s applied, the piston/cutter blade first severs t h e shear pin,and
then the wirebundle w i t h a high velocity stroke. The stroke of the piston/
c u t t e r blade i s stopped by t h e a n v i l . The wire bundle i s then free of the
g u i l l o t i n e body. Two g u i l l o t i n e s are used p e r w i r e bundle, oneon e i t h e r s i d e
of the separation plane.
Separation Assemblies
2 1 3 Separation Assembly. -
The launch vehicle i s separated from the
spacecraf't/adapter equipment section by c u t t i n g t h e s t r u c t u r e s k i n with
redundantdualstrandsof FL
' SC.
The separation assembly c o n s i s t s of two
strands of FLSC, three detonator blocks each containing a crossover and two
boosters, and three detonators (two single-bridgewireand one dual-bridgewire),
eachwith a pyrotechnic time delay of 240 msec. The FLSC i s i n i t i a t e d when
t h e redundant detonators receive the p r o p e r e l e c t r i c a l signal from the SEP
SpclT switch. The detonators transmit a shock wave to the crossover charge
i n t h e d e t o n a t o r block, which i n turn i n i t i a t e s the boosters. The boosters
propagate the wave t o t h e FISC i n both directionssimultaneously. The FISC
detonates and functions redundantly t o sever the adapter skin at the parting
l i n e ( l o c a t e d at s t a t i o n 2 13). The FLSC i s i n s t a l l e d around t h e inner
per5phery of the adapter skin with the detonator blocks as an i n t e g r a l part
of the assembly. The i n t e g r a l b l a s t shield protects the structure and
equipment f r o m shrapnel. Proper detonation of one strand of FLSC w i l l achieve
separation.
E. Sequencing -
Three switches achieve separation of the adapter equip-
ment section from t h e spacecraft retro section.
Sequencing i s as follows:
-
3. SEP ADAET Switch Energizes a 70-90 msec e l e c t r i c a l time delay
r e l a y which initiates simultaneously three detonators of t h e FLSC separation
assemblyand the detonator of the FLSC tube cutter.
Fairing Release
239
assembly. The gas pressure produced by firing the cartridges is ported
through the housing to the ofbase the piston. The gas pressure moves the
release piston forward, enabling fourthe locking pinsto c m inboard and thus
release the main piston. The
g a s pressure causes the main piston, with
attached actuator rod, to move through the length of theA shoulder housing.
stops the piston at the ofend
the housing. The four locking pins, securing
the actuatorrod to the piston, cam outboard a intorecess and release the
actuator rod. The actuator rod is jettisoned with the scanner fairing
attached. Proper function of one cartridge is sufficient to Jettison the
fairing.
-
Nose Fairing Release. The nose fairing ejector, which secures the
rendezvous and recovery section nose fairing to the spacecraft, is init
to jettison the fairing. The assembly consists a breech,
of ballistic hose,
actuator assembly, bellcrank mechanism, a and
dual-bridgewire electrically
fired gas pressure cartridge. The nose fairing is attached to the bellc
mechanism. The actuatorrod forms a positive tie between the actuator body
and the crank mechanism. It is locked a piston
to in the actuator by two
locking pins and held in place in the actuatora shear body by pin. The
actuator assembly is connected to the breech by the ballistic hose. T
breech provides for installation of the cartridge and is positioned ap
mately nine in. from the actuator. The actuator is installed on the ante
support/actuator fitting of the rendezvous and recovery & R) (Rsection and
is located on the Y zero. The gas pressure produced
X axis, five in. up from
by firing the cartridge in the breech is transferred through the ballis
hose to exert a force on the piston in the actuator. The piston with rod
attached severs the restraining shear pin. The gas pressure causes the
piston, with attached rod, to move through the length of the actuator
As the piston reaches the end of the housing, the two locking pins sec
the rod to the piston cam outboarda recess
into and release the actuator rod
The actuator rod then is jettisoned with the nose fairing.A hinge on the
nose fairing, located on the outer moldline, releases and directs the pa
of the fairing away from the spacecraft. The bellcrank mechanism provides
for angular jettison of the fairing using the axial movement of the ejec
shaft.
240
allow the gas pressure to aexert
force against the baseof the tang lock
retainer. The tang lock retainer then severs its shear pin and moves axial
of the tang lock. The tines cam open,
in the housing, exposing the tines
releasing the actuator rod and allowing the gas pressure to jettison the
of one
actuator rod with horizon scanners attached. Proper functioning
cartridge is sufficient to jettison the horizon scanners.
The docking bar i s jettisoned by the gas pressure generated when the two
j e t t i s o n c a r t r i d g e s a r e i n i t i a t e d by the JETT RETRO switch. The gaspressure
generated by firing the j e t t i s o n c a r t r i d g e s i s ported into the cylinder/
housing and e n t e r s a n o r i f i c e i n the lower portion of t h e outer piston into a
cavity between the inner and outer pistons. The thrusting action of the inner
piston causes the indexing b a r t o s e v e r t h e shear pin (indexing bar/outer
piston) and j e t t i s o n both the inner piston and t h e indexing bar. I n i t i a t i o n
of one j e t t i s o n c a r t r i d g e i s s u f f i c i e n t t o complete the jettison cycle. The
j e t t i s o n c a r t r i d g e s have a 2.0 sec pyro delay to assure t h a t during an abort
mode the extension cartridge w i l l f i r e f i r s t t o extend the bar before t h e
jettison cycle is initiated.
Fyrotechnic Valves
The pyrotechnic valve consists of a valve body, nipple, ram, and a dual-
bridgewire e l e c t r i c a l l y f i r e d high explosivecartridge/detonator. When the
proper electrical signal initiates the cartridge/detonator, the resulting gas
pressure and shock wave actuates the ram and e i t h e r opens o r c l o s e s t h e f l u i d
l i n e depending on the type of valve.
The f u e l c e l l hydrogen tank vent actuator opens the hydrogen tank pinch-
off tube, allowing g a s molecules in the void between the inner and outer tank
walls t o escape when t h e spacecraft i s i n o r b i t . This increases system
efficiency by reducing heat transfer. The actuator assembly consists of a
body, piston/cutter blade, shear pin,breech b a l l i s t i c hose,and a dual-
bridgewire e l e c t r i c a l l y f i r e d g a s p r e s s u r e c a r t r i d g e . The body houses the
piston/cutter blade retained by a shear pin and provides f o r attachment of a
243
blade guard. The actuator body assembly is bonded and strapped on in place
the fuel cell hydrogen tank and connected to the a ballistic
breech by hose.
The breech provides for installation
of the carbridge and is positioned
approximately nine in. from the actuator to protect the cartridge from
extreme coldof the He tank. The gas pressure producedby firing the cart-
ridge is transferred through the ballistic hose, causing the piston/cu
blade to sever the shear pin and to move foruard a high velocity
with to
split open the vent tube. As the piston/cutter blade reaches the of endthe
body, a shoulder stops the piston travel. The blade
guard attached to the
actuator body providesa trap for fragments.
-
Z 13 Separation Assembly Tests. The Z 13 separation assembly was
environmentally tested utilizing test sections or strips. The test units
consisted ofa section of simulated spacecraft structure approximately24 in.
long with a section ofF’LX assembly attached as in the production assembl
One single and one dual-bridgewire detonator were installed on each se
The units were fired by applying four 30 amps to one or both detonators
VDC or
according to the test schedule. The nine vendor system or performance tes
were full scale separation assemblies mounted
on boiler plate structure.
These units were fired with60 linear in. of the shaped charge2880~.
at All
tests were successful. The six McDonnell system tests were conducted on
boiler plate structure utilizing production pyroswitches, guillotines and
A l l tests
bundles. The system was sequenced the same as production systems.
were successful.
244
TABLE 27 PYROTECHNIC QUALIFICATION TEST SUMMARY
- - - -
6 RELIABILITY
U
L ASSURANCE
n
-i z L TEST
I
DEVICE VENDOR < c'
J
E
J
< <
\
n
<
I
\
n
I
- >-
c
X
I- Y
J
W P Y
c- 0c
W U
0 3I U
U ' + 0
X J 5 4 : s z
_" "" "
ET
-
~~
IS
20
-
-
10
~
IO
-~
5
-
10
~
15
-
5 - 6 25
2 1 3 SEP. ASSY.
269 SEP. ASSY. ET 5 5 3 3 10 2 - - 25 SE 4C s
B- I
D.
E E
10 out of 10
10 out of 10
7 out of 10
6 out of 10
None
TEST GAP M
AX
. BWEPRINT GAP FLSC
GROUP (INCHES) FACTOR INITIATED
246
altitude chamber 14 days
for ata pressure level of
800,000 ft before firing
(static 3).
-
2 100 Separation Assembly Tests.The 2 100 separation assembly was
environmentally tested at McDonnell, to accelerate the test program. Each
test assembly consisted of three cutters, six mild detonating (MDF) fuse
interconnects, three unions and three detonators. The detonators were
manufactured by Central Technology Inc. and the remainder
of the assembly was
manufactured by Ordnance Associates, Inc. The assemblies were mounted on
simulated back-up structure for firing and contained the tubes, straps, and
wire bundles to be used as production assemblies. The tubes were filled with
representative liquid and capped. All tubes, titanium strap, and wire bundles
in each cutter were cut in two planes. The detonators, which are the same
type as those used for R separation assembly, also were environ-
R & the
mentally tested at CTI. All tests were successful. The following reliability
assurance tests were conducted to demonstratea detonator outputof 1.3 times
that required by reducing the output load. Tests also were conducted to
demonstrate propagation with gaps1.5oftimes maximum blueprint gaps for the
components of the cutter. The gaps are as follows:
GAp LOCATION 2 2%
A Detonator/Interconnect 0.040 0.060
Booster
B Interconnect
Booster/ 0.032 0.051
Interconnect
C Interconnect
Booster/ 0.014 0.021
Parallel Booster
D Interconnect
Booster/ 0.020 0.030
nsc
E Parallel
Main
Column/ 0.078 0.113
Crossover
F Crossover/Output
Can 0.027 0.041
G Can/FLSC
Output 0.088 0.132
A. Detonator Output Tests (Five Groups)
1. Ten detonators 10% output
with charge and
l5O#, gaps A-B-C(all
fired).
2. Ten detonators with
10% output charge and lo@$ gaps A-B-C (all
fired).
80$ output charge and
3. Three detonators with 10% gaps A-B-C (all
fired).
4. Three detonators with
60$ output charge and
10% gaps A-B-C(all
fired).
5. Three detonators with
4 6 output charge and
106 gaps A-B-C (all
fired).
B. Gap Tests (Three Groups)
1. Five detonators with 106 output and1 5 6 gaps E-F-G(all fired).
2. Five interconnect/interconnect booster (B) l5C$ gap (all fired).
3. Five interconnect booster/FLSC(D) 1 5 6 gap (all fired).
C. S i x McDonnell system tests were conducted on boiler plate stru
as 2 69 assemblies and sequentially fired
as a system. A l l tests were
successful.
Emergency Docking Release Tests. -
The emergency docking release (EDR)
unit was manufacturedby McDonnell and environmentally qualification-tested
with its cartridges at CTI. The cartridges were manufactured by CTI
the' same as those utilized with 1/8 in.
the diameter. cable cutter guillotine
EDR assembly to various environments, the devices w
After subjecting the
installed ona load test fixture and fired to verify proper operation.
assemblies were fired aftera limit load of 4250 lb was applied to the latch
and then released, and five were fired as this limit load was be
Two units without cartridges were static-tested by applying a load in excess
of the5770 lb ultimate load until the shear pins failed. The latch re
cles from five assemblies without cartridges were torqued 100 in. to
lb and
held for200 hr. The torque was verified once daily to insure that the
receptacles had not loosened. Tiro of these assemblies then were mounted o
the load test fixture and subjected to more cycles of loads from
1500than
zero to4250 lb to zero on the latch. A l l tests were successful.
A . Threefirings with
lo@ output charge.
B. Three firings with
ll5$ output charge.
1 3 6 output charge.
C. Three firings with
248
I-
249
R & R section assembly then was impacted approximately
extended, and the 20
times with the docking cone simulating various docking conditions.
Mission Anomalies
-
(See Table27)
Pyrotechnic Qualification Test Summary
Mission Evaluation
MISSION PLANNING
INTRODUCTION
DlPAM SHAPED CHARGE BLIS- CHANGED FLSC FROM DIPAM TO RDX. SPACE-
TERED. CRAFT 2 UTILIZED DlPAM FLSC.
I ___
TUBE CUTTER FAILED TO INITI- REDESIGNED TUBE CUTTER, ADDED A DETO-
ATE. NATOR AND REMOVED ONE EXPLOSIVE INTER-
C O N N E C T . S P A C E C R A F T 2 U T I L I Z E D ASSY
WITH TWO INTERCONNECTS.
TUBECUTTERINTERCONNECT INCREASED ACCEPTER CHARGE IN EXPLOSIVE
FAILED TO PROPAGATE. I N T E R C O N N E C T (40 T O 5 5 mg).
ONE DETONATOR BLOCKBLEW ADDED SOLID BLAST SHIELD BETWEEN DETO-
FLSC FROMUNDEROTHERDET N A T O R B L O C K S A N D A D D E D TWO S T I F F E N E R S
BLOCK AT DOUBLE DET BLOCK AT END OF SHAPED CHARGE.
AREA.
THESINGLE BRIDGEWIRE D E T O - ANEW L O T O F DETONATORS WERE FABRI-
VERIFICATION NATOR FAILED TO INITIATE FLSC CATED INCORPORATING "TARE" WEIGHED
BOOSTER OF TEST STRIP. CHARGE BUILD-UP.
~ ~ ." ~-
(8) M C D O N N E L L THE ASSEMBLY FAILED TO WITH- THE TANG LOCK RETAINER WAS REPOSITIONED
TEST (VIB) S T A N D A N A X I A L L O A D OF 1500 TO COVER MORE OF THE TANGS, PREVENTING
RENDEZVOUS LB FORFIVE MINUTES DURING THEM FROM CAMMING OUT FROM UNDER THE
E V A L POD REL RANDOM SPECTRUM. R E T A I N E RP R E M A T U R E L Y .
ASSY
T A B L E 28 PYROTECHNIC FAILURE SUMMARY (Continued)
r
AND UP.
-~ ""
253
predict mode which provided re-entry mode initialization nearly indepen
of the ground. This program utilized12,150 of the12,288 available instruc-
tions and was at that time planned to on be Spacecraft
flown 3 and up. A
February 1964 NASA directive changed the guidance logic of the re-entry
to a constant bank angle logic rather than the proportional bank angl
constant roll rate logic commonalltoprevious math flows. This, and other
changes, became Math Flow Five, and”ath Flow Four was terminated. Math
Five saturated the computer memory and was cancelled a McDonnell/NASA
at
management meeting approximately three days after being defined.
At thesame meeting, it was decided to fly slightly modified version
Math Flow Three on Spacecraft 3 and 4 and to definea new program, Math Flow
Six, effective Spacecraft 5 and up. The modified versions of Math Flow Thre
which were flown on Spacecraft 3 and 4, were titled Math Flow Three I Mod
and
Mod 11, respectively.
Analysis
Simulations were utilized extensively in defining and evaluating th
different computer modes of the Gemini operational programs. These simula
tions generally fall into the following categories:
A. Early Simulations- used to evaluate equations and served
as a basis
for configuringa given computer mode.
-
B. Man-in-the-loop Simulation to define input/output requirements,
procedures, and display format.
-
C. Refined Digital Simulationsto determine performance characteristics
and to perform error analysis.
testsat
The post-acceptance testing included spacecraft systems (SST)
St. Louis and launch pad tests at Cape Kennedy, and were essentially the s
except that testing for booster guidance compatibility with that of the sp
pad. The tests established the proper
craft was only conducted at the launch
operation of the computer and the operational program in the total syste
I B M during
configuration. These tests were similar to the acceptance tests at
computer and operational program selloff.
The operational program errors which were detected during post-acceptanc
31.
testing are summarized in Table
I 4ONE 3-62 4-63 BACK-UP GUIDANCE ANI ACCEPTEOGROUNO ACCEPTEDRAOAR DATA GUIDANCE AND NAVIGA-
NAVIGATION DURING GENERATED AV'S VIA TO SOLVE C-W EQUA- TION INITIATE AT 4OOk
FIRST AND SECOND OCS/MDIU:TRANS- TIONS TO DETERMINE A! USINGGROUND PRE-
STAGE BOOSTER OPERA FORMEDTO SPACE- TO RENDEZVOUS IN 270° DICTEO INITIAL CONOI-
TION; ORBIT INSERTION CRAFT A X I S AN0 OIS- OF ORBIT TRAVEL; IN- TlONS AT 400LWITH
ADJUST ROUTINE (IVAR1 PLAYS ONIVI'S;MONI- TERMEOIATE CORREC- COMPENSATION FOROF1
TORED THRUSTING TlONS AT 60' INTERVAL! NOMINAL RETRO ROCKE
WITH THE LAST AT 30" OPERATION; PROPOR-
TIONAL BANK ANGLE
WITH CONSTANT ROLL
RATE LOGIC
-
4ONE 2-63 6-63 AOOEO MINOR CHANGES MINORCHANGES NAVIGATION INITIATED
ASCENT-ABORT RE- AT RETROFIRE USING
ENTRY GROUND O R ON-BOARD
GENERATED INITIAL
CONDITIONS;PROGRAM-
ME0 ATMOSPHERE AP-
PROXIMATION TO 400k
"
4ONE 8-63 6-64 MINORCHANGES IVI ZEROING LOOP BY- IVI ZEROING LOOP BY- MANUAL INITIATE VIA
PASSED AFTER 50 SEC PASSED AFTER 50 SEC START COMP BUTTON;
OCS LOCKOUT A T 128
SEC BEFORE RETROFlRl
4ONE
-
6-64 6-64 IMPROVED IVAR
"
6-64 11-64 SAME A S MF3 WITH IM- SAME A S MF3 SAMEAS MF3 SAME AS MF3
PROVED SWITCHOVER
- FADE-INEQUATION
"
-8-64 12-64
6-65
"
IMPROVED IVAR
"
"
1I
"
C O M P U T E R O P E F ? ALTIONAL M O D E S
~~ -
ORBIT PREDICTION RETRO TIME PREDICT RELATIVE MOTION ORBIT DETERMINATION TOUCHDOWN PREDICT
~ ~". -~~
AVIGATION THROUGH PREDICTED SPACECRA NITIALIZED THE RE- N/A N/A N/A
,ANEUVERS UPDATING EPHEMERIS USING INTRY-MODE BY
#ROUNDOR ON-BOARD GROUND OR ON-BOAR0 IETERMINING TIME TO
ENERATEO INITIAL GENERATED INITIAL ZETROFIRE TO LAND AT
ONDlTlONS CONDITIONS AUTOMATIC Ib SELECTED SITE; SITE
DISPLAY OF PREDICT11I N s;ELECTION VIA MDIU;
TIME, LATITUDE, EAR1 'H LJSED ON-BOARD OR
LONGITUDE AT FIXED IN- (;ROUND-GENERATED
TERVALS OF PREDIC- NITIAL CONDITIONS
TION TIME ___ -.
DELETE0
N /A
IELETED
-~ __-N/A
N/A
N/A
N /A
N/A
UI.
i
N /A N /A N /A N/A N/A SAME A 5 MF4
N /A N/A N /A N /A N /A N/A
1
~~
SAMEAS MF2 WITH OP- DETERMINEDFUTURE N /A DETERMINED THE TWO IMPROVED THE ON- SAMEAS MF4 WITH
;IONS TOUSE IVI WITH AN0 PAST SPACECRAF IMPULSIVE AV'S RE- BOARD GENERATED RETROGRADE AV'S AN0
:WD/AFTTHRUSTERS; EPHEMERIS BASE0 UP1 QUIRE0 TO TRANSFER STATE VECTOR BY PRO- L/O INSERTABLE VIA
011 I V I FWO/AFT AT- MDlU INSERTED SOLU- BASED UPON MDlU IN- CESSING STAR-HORIZON OCS; GROUND O R ON-
IENUATION TlON TIME; OPTION TO SERTABLE INITIAL AND VERTICAL MEASURE- BOARD GENERATED
DETERMINE TARGET FINAL RELATIVE STATE MENTS INITIAL CONDITIONS
VEHICLE OR SPACE- VECTORS
CRAFT RELATIVE TO
TARGET VEHICLE;
INITIAL CONDITIONS
FROMGROUNDORON-
BOAR0 SOURCES;OPT1
TO SIMULATE SPACE-
CRAFT MANEUVERS
IMPULSIVELY
"
~- __"
130. 350 5, 40, 130. 350 56, 130.350 350 4.14, 2 9 2 . 350. 363. 307 130.148, 325, 350
" " .. -
MISSION OBJECTIVES
1
1
DEFINE MATH FLOW
REQUIREMENTS TO SATISFY
MISSION OBJECTIVES
r- FORMULATE
EQUATIONS
SIMULATION OF
REVISE EQUATIONS
EQUATIONS (IBM 7094)
A
NOT ADEQUATE
+ PERFORMANCE
ANALYSES
ADEQUATE
YES
DEFINE
DISPLAY REQUIREMENTS
ADDITIONAL
NO
EQUATIONS
REQUIRED
A
MAN-IN-THE-LOOP
SIMULATION
I i
REVISE
DISPLAYS
NOT ADEQUATE
CREW AND/OR ENGINEERING
EVALUATION
1- ADEQUATE
I
1
OPERATIONAL MAN-IN-
SIMULATIONS I THE-LOOP
MODE I
"
259
TABLE 31 PROGRAMERRORS DETECTED DURINGPOST ACCEPTANCE TESTING
, . . -
M A T HF L O W ERROR DETECTED LEVEL OF TESTING
"i'
6 PLATFORM MISALIGNMENT CAUSING INITIAL
POSITIONERROR
LIFTOFF TIME SYNCRONIZATION ERROR
PROBABILITY OF MISSING DAS FRAME AT SECO
ERROR IN SECO TIME DUE T O S E P A R A T I O N OF MVS
ACCELEROMETER AND CLOCK SUBROUTINES
The target orbit altitude also affects the launch window. Since the
altitude specifies the period of the orbit, it determines the points i
plane window where the in-plane phasing is equal to the desired The value.
range of acceptable phasing values determines the phasing windows or "p
within the launch window as shown in 48 . A desirable situation would
Fig.
be to achieve a zero phasing error at the same time that the out-of-plan
displacement is zero on several consecutive days. While this can be achi
so o
the required altitudes are either lw that lifetime constraints are vio-
lated orso high that the launch vehicle capabilities are exceeded.
An
altitude of 161 nautical miles was finally chosen since it aprovides
phasing
I N T E R V A L OF SMALL
OUT-OF-PLANE DISPLACEMENT
.
I NORTH POLE
LAUNCH SITE
LATITUDE
ORBIT PATH
EQUATOR
8 12
16
”
‘ %!~”+4
G E T L O R = 24:lO 1
FIRST DAY ,GENA CATCH-UP NECESSARY
(1O:lo AM E S T ) A - ~
M = l 41I 8 12 16 1
I
I
I
1I
1
I
1
I
1
I
1
I
Z
3
4:
-I
-
D A Y (8:52 AM EST)
9 1216
I-
L
4:
K
D
TH
CATCH-UP
A IYR D (8:48 AM EST) ,i’ AGENA
NECESSARY
U M - 1 A ‘168 12 M = l 4 168 12
w
I I I I
U
4:
FOURTH DAY
’ .w///////I-
GETLOR.= 94~53
CATCH-UP AGENA -
(8:53NECESSARY
AM EST)
!
M=l 4 8 1216
0 10
20
30 40 50 60 70 80 90 100
110
120
130
140
150
T I M E S C A L E I N P L A N E WINDOW - MIN
262
the Spacecraft4 mission wherea plan was developed for rendezvous maneuvers
and station keeping with the spent second stage of the launch vehicle. The
plan for Spacecraft 5 was a rendezvous witha rendezvous evaluation pod (REP)
which carried aloft with the spacecraft and eJected in orbit. This pod
included a radar transponder and flashing lights to a allow complete checkout
of the onboard. rendezvous system. While all these exercises were not com-
pleted, they were valuable in that they provided flight experience and po
out problem areas.I n the case of Spacecraft 5 , the rendezvous evaluation pod
exercise was cancelled because of an electricsl power problem, but another
exercise, referred to as the phantom rendezvous, was planned and executed i
real time. This exercise duplicated the maneuvers planned for the midcourse
phase of the first Agena rendezvous mission and thus verified the accuracy
which could be expected during this phase.
The Spacecraft6 crew completed the first rendezvous 15 December
on 19-65,
with Spacecraft7. While this exercise did not include a docking, it was
successful and proceeded almost precisely as planned. On the following
mission, the Spacecraft 8 crew was able to successfully rendezvous and dock
with an Agena Target Vehicle. Rendezvous also was performed successfully on
Spacecraft 9 through 12 missions. I n addition, several of these missions
included more than one rendezvous so that ten rendezvous exercises in all
were completed.
The closed-loop re-entry guidance planning began with guidance system
2 mission. On the Spacecraft3
qualification on the unmanned Spacecraft
flight, the closed-loop re-entry procedures were evaluated a planandwas
4. When a computer failure
devised for utilizing the procedures on Spacecraft
on Spacecraft4 prevented this, the plan was rescheduled for the Spacecraft5
mission. However, the ground complex transmittedan incorrect initialization
5, once again delaying the demonstration.
of the re-entry mode on Spacecraft
Finally, the Spacecraft6 crew achieveda closed-loop re-entry. Following
7 through 12 for a
this, closed-loop re-entries were performed on Spacecraft
total of seven successful exercises.
a logical progression of missions, planning for
In addition to developing
each mission involves consideration of such constraining factors as launch
windows, systems requirements, crew procedural requirements, necessary con-
ditions for in-flight experiments and extravehicular activity, and re-entry
location. Because of their great importance, the crew procedural requirements
will be discussed in detail.
The four main procedural requirements are as follows:
A. Sufficient time for the crew to complete the necessary crew procedures
B. Approach trajectories which are reasonably insensitive to insertion
dispersions and errors in catchup maneuvers.
C. Lighting conditions which are compatible with back-up procedures.
D. Low terminal approach velocities and line-of-sight angular rates.
Allowing time for crew procedures affected several Gemini missions. For
11 first orbit rendezvous was planned
example, the Spacecraft so that terminal
phase initiation occurred near first spacecraft apogee.of One
the primary
factors in delaying terminal phase initiation until this point was t
required for crew procedures.
an important part in the early
The second procedural requirement played
a plan which could effect
rendezvous planning. It was desired to develop a
near nominal terminal approach trajectory in spite of insertion dispe
spacecraft equipment degradation or ground tracking and computation erro
This desire stemmed naturally from the need to develop terminal phas
cedures which could be employeda guidance
if component failed. After three
approaches were studied, the coelliptical approach trajectory was selec
This approach has been utilized on all of the Gemini primary rende
11.
exercises except that of Spacecraft
The need for lighting conditions which are compatible with back-up
cedures has affected all of the rendezvous missions. The desired lightin
situation for primary rendezvous, shown in 49, is that the crew be able
Fig.
to see the following:
This lighting situation allows the crew to see the target througho
rendezvous operations and makes possible inertial line-of-sight angle me
ments in the eventof a platform failure. Lighting conditions are
a factor
in selecting the terminal phase initiation point, the central angle
transfer, and the terminal approach angle. The desirable lighting conditio
for rendezvous witha passive target is very different from that for ren
vous withan active target. Since the passive target is not visible in
darkness, the rendezvous is conducted in daylight.
In addition, terminal
phase initiation does not occur until near the midpoint of daylight. Ea
initiations place the sunline too near the line-of-sight to the target
shown in Fig.50) obscuring the target, while later initiations do not all
adequate daylight to complete the rendezvous.
The final requirement imposed by the need for workable onboard pr
is that the trajectory selected ahave
low terminal approach vel’ocity and
line-of-sight angular rate. This requirement was important in the selectio
of the trajectory parameters in both the coelliptical and first orbit
vous plans. The 130 degree transfer utilized
on several missions was chosen
primarily because of the low line-of-sight angular rate near intercept. F
Spacecraft 11, a major reason for the selection of the biased apogee p
a more direct approach was that the direct approach resulted
a high closing
in
velocity.
The manner in which these constraints were involved in the traject
planning was illustrated by the evolution of the first Gemini rendezvous
a few concepts
The first step in this evolution was the selection of for
achieving the desired objectives. As shown in 5Fig.
1, three different
264
PRIOR TO TERMINAL PHASE INITIATION
INITIATION
VISIBLE
(TARGET
TERMINAL
PHASE IN REFLECTED
SUNLIGHT.)
(TARGET LIGHTS VISIBLE.)
\
FIRST VERNIER C
STARS SUN
SECON D VERNIER
T-AGENATARGETVEHICLE
S -GEMINISPACECRAFT
STARS
1.
T -AGENA TARGETVEHICLE
S - GEMINI SPACECRAFT
FIGURE 50 DESIRED LIGHTING SITUATION FORPASSIVE RENDEZVOUS
concepts were selected. The first of these was the tangential plan which
employed tangential approach of the spacecraft to the target vehicle
four orbits of ground commanded catchup maneuvers. The closed-loop guidan
system was used in this plan only to remove trajectory dispersions si
midcourse maneuvers nominally placed the spacecraft on an intercept tra-
jectory. The second plan has a similar catchup sequence except that the
final midcourse maneuver establisheda coellip%ical approach trajectory. The
closed-loop guidance system is then used to establisha collision course. A
third plan featured rendezvous at first spacecraft apogee. With this plan,
the Spacecraft would nominally be insertedon a collision course with the
target and the closed-loop system would be used to correct insertion
dispersion.
BRAKING
AND LINE-OF-SIGHT
TERMINAL PHASE INITIATION
X (HORIZONTAL DISPLACEMENT)
"_ - ~~~~~ . _ ~ ~ _ _ _ _.. ~~
COELLIPTICAL MANEUVER
PHASEADJUST
MANEUVER
U
4
-I
n
2 OUT-OF-PLANE
n MANEUVER
-I
4
-
U
I- ADJUST HEIGHT INSERTION
!x
W MANEUVER
L
>.
BRAKING
AND
/-CONTROL
LINE-OF-SIGHT
I/ ~
X (HORIZONTAL DISPLACEMENT)
- ...~.~ ________
~~~ ~
TERMINAL PHASE
INITIATION
u
I-
a
W
L
268
the eqanded real-time simulation capability of hybrid systems was already
recognized at that time, this design note also describes the planning to
achieve a hybrid capability.
After less thana year of development effort, the re-entry hybrid
simulation was being used for evaluation of guidance concepts. Major problem
areas encountered during this time were digital program checkout and utili
tion of advanced digital-analog interface equipment. Other hybrid simulations
which became operational during1964 are summarized in Table
32. While the
simulations originally were intended for guidance evaluation studies, they
became a useful tool for familiarizing flight crews with the required pro-
cedures.
A decision that McDonnell contribute directly to procedures development
and crew training initiated additional simulation development. Simulation
hardware and programs were developeda parallel
in effort. Major hardware
improvements included: a new digital computer with expanded capability, an
additional analog computer,an improved star-horizon display,
an improved
reaction jet simulator, new Agena target models, and flight-qualified crew
stations displays. The crew station is shown in Fig.52. Simulation
developments are outlined in Table32.
-
Re-entry Simulation. Although this simulation was developed for
engineering evaluations prior to the procedures d.evelopment period, only mi
changes were required to simulate specific spacecraft responses. The simula-
tion madea significant contribution to the re-entry procedure development and
8, at which time re-entry training
crew indoctrination until after Spacecraft
was transferred to the Gemini mission simulator.
- 6
Rendezvous Simulation. The hybrid simulation for evaluating Spacecraft
rendezvous procedures was initiated by developing an all-digital program on
the UNIVAC 1218 computer usinga simulated guidance computer programmed with
Math FlowSix. To achieve hybrid operation,E A1an231 analog computer was
programmed with the spacecraft dynamics and control systems an adage
and
conversion unit allowed the necessary transfer of To provide for
data.
man-in-the-loop, a fixed base crew station was built a closed
and circuit
television window display was incorporated.
The simulation was completely reprogrammed for Spacecraft8 utilizing the
CDC32OO digital computer. The greater speed and capacity of3200 the
allowed
digital simulationof the platform and computation of display drive equations.
This reduced the analog program by one-half but required additional digital to
analog trunking capability. The trunking capability was accomplished by
adding eight new conversion units and developing a multiplexing capability.
Also, the math flow program was updated to Math Flow Seven V to bemodule
accurate f o r Spacecraft 8 simulation. An addition to the analog program wasa
simulated sextant display which was used in the back-up procedures. This
display was continuously improved during the rest of the program.
For Spacecraft10, the mathflaw was again updated to Math Flow Seven
module I11 and a new star display was incorporated a using
spherical star
TABLE 32 GEMINI HYBRID SIMULATIONS
I NAME
SEENOTE(1)
T A R T E DC O M P L E T E 1 PURPOSE SIMULATED ELEMENTS
I
1. R E - E N T R Y a) 3-25-64 7-12-64 TO STUDY RE-ENTRY FLIGHT ENVIRONMENT (6 D O F ) ,
CONDITIONS WITH MANUAL MATH FLOW 3: RE-ENTRY
CONTROL. GUIDANCE, PARTIAL ACME.
I
3. INSERTION
VELO- a) EVALUATE IVAR CAPABILITY ENVIRONMENT (6 DOF).
CITY ADJUST AND FAMILIARIZE MATH FLOW 3 AND 6:
ROUTINE(IVAR) ASTRONAUTS. ASCENT AND CATCH-UP,
P A R T I A L ACME.
I b) 6-21-65
6-22-65 ASTRONAUT TRAINING SAME
4. ASCENT 12-30--64 2- 6-65 TO EVALUATE GEMINI ENVIRONMENT (6 D O F ) M A T H
ASCENT BACK-UP CAPABILITY FLOW 3r ASCENT, RADIO
GUIDANCE, PRIME A N D
SECONDARY AUTOPILOT,
BOOSTER ENGINES, AND
MALFUNCTION DETECTOR.
I
DOCKED CATCHUP GUIDANCE. COM-
BINED GEMINI-AGENA
DYNAMICS, ACME. AGENA
PRIMARYPROPULSION,EN-
CODERCOMMANDSYSTEM.
AGENA ASC ADDED FOR
S P A C E C R A F T 11.
8. NAVIGATION 12-27-65 TOUCHDOWNPREDICT
(TOUCHDOWN 0 ) GUIDANCE.
' PREDICT)
(ORBIT
NAV.
AND b) 5-16-66 ENVIRONMENT (6 DOF, PLAT),
PREDICT. MATH FLOW 7 1 ORBIT PREDICT
AND NAVIGATION.
NOTES: ( I ) DATES DO NOT ALWAYS REPRESENT CONTINUOUS OPERATION; (2) EXPANDED FROM I6 TO 24 D/A CHANNELS
TABLE 32 GEMINI 'HYBRIDSIMULATIONS (Continued)
I
I
SAME
SAME AND STAR
DISPLAY.
PROVIDED ASTRONAUT
FAMILIARIZATION.
II ANALOG:
SAME
EA1
EA1 DOS
231
SAME
FOR INITIALIZATION.
FOR SPACECRAFT 6.
DIGITALI UNIVAC 1218 CREW STATION II SEE GDN 289
EA1DDS
CONVERT; ADAGE 770
ANALOG: EA1 231
272
field model. The new star display greatly increased the operating range
and accuracy of the star display.
Spacecraft 11, the IVAR portion of module
I1 and an auxiliary tape
memory (A") program were added to the simulated math flow. This, along with
a simulation beginning
applicable changes in the environment program, provided
at SECO and continuing through rendezvous in the first orbit.
-
Wneuver-While-Docked Simulation,This simulation evolved from portions
of the- rendezvous simulation and included extensive revisions to incorporat
desired Agena systems, such as primary propulsion and remote command logic
While minor changes were made a flight-to-flight
on basis to maintain the
desired configuration, only one major change was made. This was the extensio
of the Agena control system to include high order and nonlinear control
effects for Spacecraft11.
-
Navigation Simulation. The navigation simulation was composed of
several related onboard guidance modes. The first to be developed was
touchdown predict, which at that time a portion
was of Math Flow Seven. This
first simulation was developed to drive crew station displays only.
Other environment and navigation program sinulations, orbit navigation
and orbit predict, were developed concurrent with Math Flow Seven. When
module 6 of Math Flow Seven was defined, orbit determination and the necessa
realistic star display were added to a make
complete simulation. Finally,
4) was integrated with module
touchdown predict (module 6 to support the
onboard re-entry initialization procedures studies,
274
Spacecraft 10 primary rendezvous includeda procedure for computer and
sextant usage to demonstrate an onboard navigation capability. The flight
crew was required to calculate the midcourse maneuvers necessary to prod
the desired orbit conditionsW Iatby using the orbit prediction and deter-
mination modesof module VIof the.Gemini onboard computer. These maneuvers
were the same as thoseon used the Spacecraft6 mission with the exception of
the apogee height adjust at first perigee which was replaced by an ins
velocity adjust routine (IVAR)correction at insertion.
The procedures began making
by the insertion velocity adjust routine
(IVAR) correction to downrange and vertical velocity after which VI wasmodule
loaded and the orbit detennination mode was selected and started with th
ascent navigated insertion state vector. In the first darkness period, the
altitude of the observed horizon was calibrated by taking sextant measur
to the selected star, and plotting the resulting computed measurement resi-
duals on a flight chart. After the calibration, the remaining darkness was
used to gather data for the computer by sextant sightings and by
two taking
inputting a dummy measurement. Following the first darkness period activity,
the orbit predict modeof module VI was started with the ascent vector and
used with flight charts to obtain solutions to the midcourse maneuvers. The
second darkness period was used to complete the data table of the orbit
determination mode. Two additional sextant measurements were made,a and
second duxny measurement was input, thus filling the data table with the
required six measurements. After processing the data contained in the six
measurements, the computer produced an updated vector which attempted to
eliminate any IGS errors contained in the ascent vector. Using the orbit
predict mode once again, this updated vector was used with the flight ch
to obtaina second set of onboard solutions to the midcourse maneuvers. With
the ground solutions to these maneuvers as the basis of cmparison, the
onboard maneuvers were evaluated to determine whether they were within pr
flight established bounds. The selected maneuvers then were performed in the
normal manner. An addition onboard capability similar to that planned for
Spacecraft 12 was provided for calculating the circularization maneuver in
which radar range data was used a flight
with chart to obtaina solution.
Spacecraft 11 rendezvous in the first orbit contained two maneuvers
prior to the tenninal phase, a radial insertion correction and an out-of-
plane maneuver. Both maneuvers were calculated on board. Because of the
interrelationship between these midcourse maneuvers and "PI maneuver
the a
discussion of the fomer will be reserved for a subsequent section on the
terminal phase.
Spacecraft 12 primary rendezvous was similar to that of Spacecraft9
except for the onboard computation of the coelliptic maneuver at second apogee
and out-of-plane corrections during the terminal phase. The coelliptic
maneuver was calculated from radar range measurements and onboard flight
charts. The charts converted the radar measurements ainto trajectory fix,
and supplied theA V to be applied at the ground determined oftime second
apogee to provide a coelliptic orbit witha nominal differential altitude
of ten nautical miles. Out-of-plane corrections were calculated from platform
yaw gimbal angles measured with the target in the center of the reticl
275
range measurements and onboard flight charts. The actual change in the
gimbal angle overa specified interval was compared with the required cha
for the appropriate angular travel to rendezvous. The results of this
A V to be applied.
parison were used in the charts to obtain the out-of-plane
-
B. Terminal Phase ManeuverThe terminal phase of Spacecraft 6 primary
rendezvous containeda 130 degree transfer maneuver occurring nominally one
-minute after entering darkness. The closed-loop guidance system was con-
sidered the primary method to accomplish rendezvous; however, back-up g
procedures and flight charts wemidevelopedin the event ofeq~pment guidance
failure. The terminal phase initiation (TPI)lpaneuver began with the initia-
tion cue which was chosen to be the elevation angle of the line-of-s
the target. This cue provides a convenient pointing reference during thrust
application and permits radar lock-on during the closed-loop maneuver. Th
closed-loop "PI solution was monitored with a back-up solution computed using
the line-of-sight elevation angle radar and range and the chart in 53. Fig.
This chart provided a line-of-sight maneuver based on the nominal forwardAV
plus a correction which was proportional to the deviation in the range
measurements from the nominal.A maneuver normal to the line-of-sight which
was directly proportional to both the angular variation fram the nominal and
the radar range was provided.
Following theTPI maneuver the command pilot remained boresighted o
the target while the computer collected radar data necessary for the
vernier closed-loop solution. After a period of optional platform alignment,
the pilotread radar range and elevation angle measurements f'rom the computer
and calculated the back-up solution for the closed-loop vernier correct
using a chart similar to T PI maneuver chart. This chart was similar to
the
the TPI maneuver chart and provided velocity corrections along n o m 1 and
to
the line-of-sight. The IVI's displayed the closed-loop vernier correction at
a point in the trajectory where 8i.8 degrees central angle travel of the
target remained until intercept. Upon completion of. the thrusting, the first
vernier was complete and an identical cycle was repeated for the secon
closed-loop vernier correction which occurred 33.6 at
degrees central angle
to go to rendezvous. Four back-up solutions were computed following TPI the
maneuver to detect a trajectory error as soon as possible. The second and
fourth back-up vernier corrections provided a check on the two closed-loop
vernier corrections. Following the last vernier correction the command pilo
observed any motion of the target with respect to the celestial backgr
and nulled the line-of-sight motion. The pilot monitored range and range
information from the computer to determine .trajectory characteristics
give position reports. Braking thrust was applied a as function of range with
initiation at15,000 ft, braking to four f p s at 3000 ft, andto one-half f p s
at 100 ft. Since a radar failure precluded the use of range information, a
braking schedule as a function of time was followed until visual growth of
the target was detected.
In the event ofa radar failure, range and range rate information
TPIThe
were not available for terminal phase back-up solutions. initiation
cue was elevation angle as in the closed-loop case. However, the spacecr
was controlled to
a specified attitude and when the target drifted through
GEMINI VI RENDEZVOUS FLIGHT CHARTS
INITIAL THRUST CALCULATION
\TGTA7
-
5.1 - -=-x
.
2 =-
INITIATE BALL: 27.5
FWD:
AFT:
LAT FAILURE:
/ M
:E
T
I:
'sa
"
+
:-
1:40
RCO
..
x27 -
ARa
INITIATE RANGE: 32.96 NM
u P:
PWN:
LT:
RT:
P R = 41.00 t
+ 2.50
RANGE
RATE
CORRECTION
06: 00 Insertion
Insertion Velocity Adjust Routine (IVAR)
Radial Correction
49: 00 TPI
Back-up Vernier Computations
1:18: 00 Intercept
. . -- .. -. .. .
T
~~~
FAILURE
NONE
TPI
CUE
WGLE(MDIU)
ALONG LOS
CLOSED-LOOP
TPI MANEUVER DATA
NORMAL TO LO5
CLOSED-LOOP
f VERNIERCORRECTION DATA
A L OLNNOO
CLOSED-LOOP
G5RLM
TOA
O5L
CLOSED-LOOP
PLATFORl RANGE(MDIU) RANGE(MDIU) RANGE(MDlU),ANGLE(STARS) RANGE(MDIU) RANGE(MDIU) ANGLE(STARS)
COMPUTE1 ANGLE(BALL) NOMINAL RANGE(NOM.),ANGLE(STARS) RANGE RATE RANGE(NOM.),ANGLE(STARS)
METER
RADAR ANGLE NOMINAL RANGE(NOM.),ANGLE(MDIU) NONE RANGE(NOM.),ANGLE(MDIU)
(CU MODE)
~~ ~" ~~
_- ~ .~
. .
NONE CLOSED-LOOP CLOSED-LOOP
~~
r(ON E
PLATFORk i A M E AS 8 5AME AS 6 ;AM€ AS 9 SAME AS 6 SAME AS 9
COMPUTER
RADAR
. .~
YON E
PLATFORM ; M E AS 8 i A M E AS 6 i A M E AS 9
COMPUTER
RADAR
280
TABLE 33 PROCEDURESUMMARY FOR THE TERMINAL PHASE
OF THE GEMINIPRIMARYRENDEZVOUS (Continued)
2 ANGLE(STARS),RANGE(METER)
4 ANGLE(STARS),RANGE(METER)
4 ANGLE(STARS),RANGE(METER)
4 ANGLE(STARS),TIME(GET CLOCK)
" "
"
2 ANGLE(STARS),RANGE(METER) 1. M O R EA C C U R A T EC H A R T
4 ANGLE(STARS),RANGE(METER) 2. C U R V E S U S E 0 T O R E P L A C E
TABLES.
4 ANGLE(STARS),RANGE(METER) 3. S E X T A N T A V A I L A B L E F O R
ANGLE CUE FOR PLAT FORM
A ANGLE(STARS),RANGE(SEXTANT)
FAILURE USE AND RANGE
D E T E R M I N A T I O NF O R
BRAKING(RADAR FAILURE).
4. L A R G E RR A N G EO FD I S P E R -
SIONS COVERED.
1. W I D E RR A N G EO FV A R I A B L E S
ON CHARTS.
SAME AS 0 2. P I T C H A N G L E IS D E T E R M I N E D
F R O M B A L L I N S T E A D OF
RETICLE FOR COMPUTER
FAILURE.
3. C H A R T F O R L O S R A T E
NULLINGADDED.
A. C H A R TF O RR A N G ER A T E
DETERMINATIONUSING
SEXTANT ADDED.
5. C H A R TA D D E DT OC O M P E N -
SATE FOR OFF NOMINAL
- ~
~~ . ~
PITCH
1. B E T T E RP L A T F O R MA L I G N .
MENT PROCEDURE
SAME AS 8
2. I N E R T I A L F L I G H T D I R E C T O R
INDICATOR AVAILABLE FOR
LOS RATE NULLING
2
4 SAME AS 0 1. M O N I T O R I N G C A P A B I L I T Y A D D E D
FOR OUT-OF-PLANE CORREC-
4
TION FOR TPI AN0 VERNIERS,
4 ALSO, BACK UP OUT-OF-PLANE
CAPABILITIES ADDED FOR
RADAR FAILURE CASE.
2. B E T T E RP L A T F O R MA L I G N M E N T
AS A R E S U L T O F D E C R E A S E D
D A T EC O L L E C T I O NI N T E R V A L
281
Y
Ai ca P FAIL (FPS)
e,, - DEG.
80
60
'16
dB -e14
40
=Ae
20
0.
0 20 40 60 80 ,100
e
284
AV, - FT./SEC.
30 28
26
24
-4
-5
-6
-7
-a
-- -9
5
4:
z -10
I
4:
a -11
>
-1 2
-1 3
IV: 1
-1 4
+8VY.
-1 5 = AVy
-1
~
.-c
-90 -80 -70 -40
-50
-60 -30 -20 -10 0 10 20 30 40 50 60 70 80 90
- FT./SEC.
AVx
FIGURE 56 A V Y , A V X
285
YRA
-16 -10 -4
-
Spacecraft 9 No major problems w e r e encountered with the closed-loop
rendezvous system o r w i t h the back-up calculation requirements for the TPI
and vernier corrections. Very small line-of-sight rstes were observedduring
the terminal rendezvous indicating efficient trajectory corrections were
applied.
t-1
GEMINI
MISSION
CLOSED-LOOP
SOLUTION BACK-UP
SOLUTION
GROUND
SOLUTION
- . - -
1
~ ~~
31 FWD
4 UP
32 FWD
2 UP I 32 FWD
2 UP
r- I vlll 26 FWD
3 DWN
33 FWD
O*
32 FWD
2 DWN
r "-1.
~~
~
XI1
_
140 FWD
27 DWN
_ ~
18 FWD**
140 FWD
22 DWN
22 FWD
I 140 FWD
17 DWN
23FWD
1
1
*ADJUSTED FOR ERRONEOUS RADAR ANGLE DATA OBSERVED DURING THE GEMINI Vlll FLIGHT.
**RECONSTRUCTED FROM POST FLIGHT DATA.
referenced FDI needles delayed early line-of-sight nulling. Both in-plane and
out-of-plane line-of-sight rates built-up such that thrust was insufficient
stop the rates. Continuous thrust application resultedan in
approach to the
target, but with excessive propellant consumption.
-
Spacecraft 11 Was inserted as targeted and an insertion correction,
consisting of a 41 f p s horizontal in-planeWAR maneuver anda five f p s
radial maneuver computed onboard, placed the position of relative apogee18.9
nautical miles behind and 8.6 nautical miles below the target. "his was very
near the desired point of 15 nautical miles behind the target10 and miles
below it. The "PI computations were accurate as demonstrated by the onboard
calculation of relative apogee, based on elevation angle measwrements, whic
was 19.3 and 8.0 nautical miles behind and below the target. The required
TPI thrust as calculated onboard using the flight chart was close to the
closed-loop solutionas shown in Table 34. The first vernier correction was
displayed and applied normally; however, prior to display of the second
closed-loop vernier, the radar referenced FDI needles did not agree with
It has been deter-
v i s u a l boresighting and the back-up solution was applied.
mined thatan intermittent rattar transponder failure resulted in erroneous
angle data during the last vernier correction and hence the back-up
taken by the crew was justified. Line-of-sight rate nulling usinga stellar
inertial reference was employed and range and range ratedata were available
during the braking maneuver.
-
Spacecraft 12 A radar transponder failure on this mission result
in the use of back-up rendezvous procedures. The onboard computed solut
for TPI was very close to the ground computed value as shown 34. in Ta
Four back-up intermediate corrections were applied instead of the usual
closed-loop corrections. The velocity change requirements for these correc-
tions was low (total of 1about
0 f p s ) and the propellant required for brakin
was moderate. This rendezvous verified the accuracy and dependability
expected from the back-up procedures; however, this occurred after almo
perfect prerendezvous maneuvers.
Rerendezvous.- more than
Several of the Gemini missions have included
one rendezvous. A passive rerendezvousfmm an equiperiod orbit was planned
for Spacecraft8 but not completed because aofspacecraft anomaly. This
same rerendezvous was achieved by Spacecraft9 and, in addition,a rerendez-
vous from above was conducted afrom coelliptical approach. The Spacecraft 10
mission featureda rendezvous with the Agena 8 Target Vehicle following the
initial rendezvous with the Agena10 Target Vehicle. As on the primary
rendezvous, the approach was coelliptical, but the terminal transfer like wa
that of the Spacecraft 9 passive rendezvous. The Spacecraft11 mission
included a rerendezvous froma "stable orbit" (i.e., zero differential
altitude anda constant trailing displacement before initiation). A more
refined version of this rendezvous was planned for 12 Spacecraft
but was not
included in the final mission objectives. The following paragraphs briefly
describe the flight charts used in each of these rerendezvous operatio
relate significant data obtained during the engineering evaluation and
training sessions held at the McDonnell hybrid simulation facility.
-
A. Passive Rendezvous As mentioned previously, three varieties of the
passive rendezvous were performed. The first of these was rendezvous from
equiperiod orbit and is described here. The other two, referred to as "
rendezvous and "stable orbit" rendezvous are described in subsequent sec
The separation for the equiperiod passive rendezvous was initiated when
spacecraft madea 20 ms upward radial velocity change. This maneuver was
executed ten min before sunset and resulted nominally in an orbit w
relative altitude variations +2.8
of nautical miles and a maximum horizontal
separation of11.4 nautical miles. About one-half orbit after the separatio
maneuver, a nominally zero horizontal adjust maneuver was applied on based
observation of the timeat which the target vehicle appeared to be on the
spacecraft local horizontal. Sunrise nominally occurred abouttwo min after
this correction, and a short time later the spacecraft was rolled heads
to shield the spacecraft windows from sun.theThe crew then was prepared to
determine theP I maneuver.
288
I
The time and magnitude of the TPI maneuver were determined from the
time increment between superposition of t h e t a r g e t and horizon for sextant
s e t t i n g s of 43 and 47 degrees as s h a m i n Fig. 58.
GETTPl
. I .
. . 1:12:51
0
~. ~ ~- ""
- -
B. Dual Rendezvous The second passive rendezvous performed was the
Spacecraft 10 Agena 8 dual rendezvous. Followinga rendezvous with Agena 10,
a series of docked configuration maneuvers was made to gross establish
phasing
a series of undocked Gemini maneuvers was made for fine
and following this,
phasing. The result of all these maneuvers wasa coelliptical approach witha
differential altitudeof seven nautical miles aand phasing such thata line-
of-sight elevation angle 33 ofdegrees was reached r(atmin after sunrise.
A 16 min platform alignment began at sunrise and following this alignme
the spacecraft was rolled headsd m to shield the windows from sun.the The
crew then was prepared to determine TPI maneuver.
the
Another procedure that proved useful for the dual rendezvousw a s the
use of the braking chart. This chart providedan estimate of the m n g e rate
at a range of two nauticalmiles, the time fromTPI to a range of two nautical
miles, and the terminal. approach angle. This
infomation was based on the
line-of-sight elevation angle at the second pre-!PI measurement. The charts
used for braking and line-of-sight control
for the equiperiod passive rendez-
yous were not employed here since the terminal approach velocity so high was
that sextant measurements were ineffectual.
From 6 to 10 June 1966, 54 runs were made during the crew training
session. The training resulted in an increase in the TPI-to-sunset minimum
time from 25 to 28 min. This allowed more time for braking and line-of-sight
control before entering darkness was and the result of a number of fly-bys
caused by early darkness entry. A summary of Spacecraft 10 dual rendezvous
evaluation and crew training is contained C design note390.
G & in
AR
0
AR '
FROM Ah PLOT A
(F P
40 30 20 10 0 1840 1:ZO
- 1:00 "
r40
.-
800 120
AVAH ( F PS) BURN TIME (MIN:SEC)
from
A summary of evaluation and crew training for the rendezvous
above is in& C design note376.
contained G
-
D. Stable Orbit Rendezvous The Spacecraft12 passive rerendezvous was
a stable orbit rendezvous chazacterized by a zerodifferentia altitude and
a constant trailing displacement prior to TPI of 15 nautical miles. A nominal
TPI maneuver of 5.5 f p s aft and2.9 f’ps down produced a transfer traJectory
with intercept in330 degrees of target central angle travel. Five nominally
zero vernier corrections were planned at selected central angles to go to
rendezvous. The vernier correction components normal to the line-of-sight
were based on the deviationof measured elevation angles from nominal angles
determined as a function of the actual relative position at PI. The vernier
293
correction component along the line-of-sight for the first vernier wa
computed from the elevation angle, nominal range,an empirical
and relation-
ship. The line-of-sight vernier component was omitted for the second and
third corrections due to the lack of range data, but, this componen
-
Data Evaluation The onlydata available for evaluating the gravity
gradient operation are the spacecraft inertial platform gimbal angles
.
(e, $ 0 ) Only two of these three Euler angles are of interest 8.
(pitchj and $ (yaw). These determine the orientation of the spacecraft
here -
longitudinal axis and should, therefore, give some indication of the or
.
tion of the tether (or more precisely, the line between the centers-o
of the two vehicles)The (O,O,O) position corresponds to the spacecraft
longitudinal axis oriented
so as to be in both the local horizontal and
orbital planes with the spacecraft small end forward and the crew
upright. 8. is measured first and is positive when the spacecraft is pi
up. \cI is then applied about the spacecraft
yaw axis and isto the crew's
. (270 degrees,
right. The nominal gravity gradient orientation is therefore
zero degrees,9)
SDDN 31 details the histories 8- of
and $ f r o m the time the Agena
ACS
was bar was purposely blown
shutdam till the Gemini docking thus terminatin
the tether operation.
294
Following the Agena ACS shutdown, the spacecraft is seen to flip over
from the horizontal forward-facing position to the downward pointing posit
in a period of about ten min. Neither this flip nor the one occurring at
50:30 was obvious to the crew, apparently because of the associated rolling
motion. Following the first spacecraft flip, a period of regular oscillatory
motion occurs a atfrequency readily identifiedfrom mDN 31with the space-
craft moment-of-inertia and tether elasticity interaction. The second
spacecraft; flip is seen to be coincident a fuel
withcell purge which may have
been a contributing factor. Despite the occasional erratic motion of the
spacecraft, the crew stated that at no time after ACS shutdown
Agena did the
tether makean angle as great 90asdegrees to the local vertical, i.e., the'
total tethered system remained stabilized. The dashed line faired through
the data indicates this so. was The librational motion of the total system
about the local vertical is approximated by this line. It shows the system
to be executing a counterclockwise coning motion when viewed from above. The
pitch and yaw periods are on the order of one hour as expected with yaw
somewhat shorter than pitch due to centrifugal force effects shortening th
yaw period.
Conclusion - From crew observation interpretation
of spacecraft
angular motions, it is concluded that the tethered system was stabilized abo
2-1/2 hr (l-2/3 orbits). The motions
a period of about
the local vertical for
observed were in general agreement the prediction ofSDDN 31. A com-
with
prehensive evaluation of the Gemini XII-Agena tethered vehicle operation is
given in Structural Dynamics Design32.Note
295
guidance i n i t i a t i o n , which occurred at approximately 300,000 ft, the back-up
bank angle was maintained.. This was done t o avoid having t o switch from the
computer comrmsnded bank a n g l e t o t h e back-up bank angle at guidance i n i t i a t i o n
when further information on the operational status of the cmputer was avail-
able.
E l e c t r i c a l power was provided from the main bus f o r t h e GFAE photo event
indicator.
297
ITABLE 35 DOD/NASA EXPERIMENTS -.
.NASA - G E M I N IMISSIONS
*
MISSION NUMBER
EXPERIMENT TITLE
1:
* A L S O ON T D A 4 ( A T D A )
of t h e rendezvous evaluation pod (REP). I n addition, the spacecraft was t o
perform station keeping within 60 f t of t h e REP and t o make an in-plane
maneuver around the R E P t o permit an all-aspect viewing. Subsequently, the
spacecraft was t o be maneuvered 500 f t a f t f o r photographs with the 1400 mm
lens.
The tape recorder, used t o record spectrometer and canmutated data, was
located i n t h e l e f t skid-well.
The IR spectrometer consisted of two separate detectors utilizing’a
common o p t i c a l system t o pruvide spectral radiance measurements of t a r g e t s
and earth background t o t h e t a p e r e c o r d e r and the telemetry transmitter.
299
, .. . -.
The experiment equipment consisted of two ion sensors and two extendible
booms. The booms were used t o elevate the ion sensors above the spacecraft
t o measure v a r i a t i o n s o f t h e i o n flow.
The AMU provided the astronaut with automatic attitude control and sta-
b i l i z a t i o n i n three axes, and manual t r a n s l a t i o n i n two axes. Side transla-
t i o n could be accomplished by a combination of a r o l l o r yaw maneuver and
t r a n s l a t i o n i n one of t h e a v a i l a b l e modes. The astronaut controlled the AMU
manually through the knobs located on t h e sidearm controllers. Controller
knob movement was direction oriented.
303
t o be combined i n t o a single output. The diplexer contained two passive f i l -
t e r c i r c u i t s t o p r e v e n t feedback between t h e w
t o transmitter outputs. Frau
t h e d i p l e x e r t h e s i g n a l s were fed through coaxial cables t o t h e d i p o l e
antenna, from which they were radiated with a v e r t i c a l p o l a r i z a t i o n .
304
The monitor electronics and equipnent control unit was also mountedon a (3%
coldplate in the right side landing gear well.
The knee t e t h e r was stowed i n t h e cabin and taken out at EVA. During
the experiment, t h e tether was a t t a c h e d t o t h e a s t r o n a u t ' s knees and t o t h e
adapter handrail.
305
The equipment i n t e r f a c e with the spacecraft consisted of mounting provi-
sions for the cardiovascular reflex conditioner unit between t h e e j e c t i o n
seats at t h e large pressure bulkhead, and a manual ON/OFF control mountedon
t h e water management panel.
To obtain this data, a quantity of ll2 GFAE 75 cc urine sample bags was
provided. Starage provisions in t h e cabin constituted t h e experimentequip-
ment interface.
307
EXPERlMEwT M-8 (IN-FLIGHT E X E C J ! R O E N C E P H )
c
.A
The goal of this experiment was t o o b t a i n p r e c i s e and objective informa-
tion regarding the number, duration, and depth of an astronaut's sleep periods
during f l i g h t . T h i s informatton i s v i t a l i n d e v i s i n g f u t u r e work-rest cycles
and i n determining t o w h a t e x t e n t p i l o t performance would be affected by
diminished alertness.
The objective of Experiment MSC-2 was t o measure the proton and electron
i n t e n s i t i e s o u t s i d e t h e spacecraft and t o i n v e s t i g a t e t h e radiation dose
received by t h e crew during the mission. A long-range goal of this experi-
ment was t o discover how c l o s e l y t h e measured dose agreed with a predetermined
calculation, to permit more accurate predictions of the r a d i a t i o n t o which
astronauts may be exposed on space missions.
309
area, with the spectrometer face looking aft and covered by t h e adapter ther-
ma3 curtain. The i n t e r n a l r a d i a t i o n dose was monitored with operational film-
badge packages i n t h e crew's underclothing. The electronics unit data were
transmitted on e i g h t b i l e v e l and six high-level TM channels of the spacecraft
PCM telemetry system i n the adapter section. A power ON/OFF control switch
(labeled SFT-MAG) was located on the instrument console (Agena Control
section) in the spacecraft cabin. The pilot recorded the experiment ON/OFF
times on t h e Gemini voice recorder. Spacecraft power operated t h i s experiment.
The objective of the MSC-6 experiment was t o check the calculational tech-
niquesused t o compute the spacecraft external radiation. The data obtained
were also used t o update and f i l l v o i d s i n t h e knowledge of t h i s environment
as it a f f e c t s manned earth orbital missions. The beta spectrometer was used
i n conjunction with t h e Bremsstrahlung spectrometer (Experiment MSC-7) and t h e
tri-axis f l u - g a t e magnetometer (Experiment MSC-3). This equipment provided t h e
added a b i l i t i e s t o determine t h e direction and amplitude of electrons imping-
ing upon the spacecraft and t o discover the extent of x-ray radiation.
The objective of the MSC-7 experiment was t o measure the secondary gamma
rays produced i n t h e materials of t h e G e m i n i Spacecraft by trapped electrons
while t h e spacecraft was passing through the South Atlantic magnetic anomaly
regions. While such rays do not now appear t o be biologically significant, a
problem may develop in future long-duration missions, when astronauts might
be required to subsist for considerable periods in high trapped-electron flux
environments.For this reason, a time-differentiated measurement of these
rays over a large section of the spacecraft was deemed desirable.
313
Previous experience on t h e Mercury program had shown conclusively that these
experiments could be performed at altitudes above 90 kilometers without air-
glow contamination.
Some of the questions which this experiment was intended t o resolve were:
A. W ha
t is the minimum angle from t h e sun at which the zodiacal light
could be studied without twilight interference?
B. Is t h e gegenschein t o be found i n t h e anti-sun position, or w i l l it
r a t h e r be found t o have a westerly displacement?
C. Does the airglow layer extend beyond t h e "normal" 90 kilometer range?
D. W ht i s t h e i n t e n s i t y d i s t r i b u t i o n of t h e z o d i a c a l l i g h t and of the
a
Milky Way i n various orientations - such as the region of the sky near Cygnus?
The experiment packages were mounted one on each hatch of the re-entry
module.Power f o r temperature control and telemetry was provided by t h e
s p a c e c r a f t e l e c t r i c a l system.
The primary objectives of the S-10 experiment were t o study the micro-
meteorite content of t h e upper ionosphere and of t h e near-earth space environ-
ment, and t o determine w h a t e f f e c t t h i s environment has upon biological micro-
organisms. These objectives were t o be accomplished by exposing various
samplesof polished metal, glass, p l a s t i c , and meteorite material to t h e
p a r t i c l e f l u x o f t h e upperatmosphere. It was hoped that t h i s procedure would
yield d,ata aboutimpact craters, meteor erosion rates, and the deterioration
of optically ground and polished surfaces.
319
EXPEEUMENT S-13 (WASTRONOMICAL CAMERA)
The goals of the s-26 experiment were (1)t o determine the extent of the
atmospheric disturbance producedby an orbiting Gemini Spacecraft, and ( 2 ) t o
achieve a more ccmplete understanding of t h e structure of the ion flux
resulting from the spacecraft's passage. To a r r i v e a t these objectives, the
accomplishment of the following steps was necessary:
m m m s-29
(PHOI'OGFUPHIC SmTDY OF EARTH - MOON L4 AND L5 LIBRATION REGIONS)
The objective of this experiment was a photographic investigation of the
regions of the L4 and L l i b r a t i o n p o i n t s o f t h e earth-moon system. T h i s
2
investigation was i n t e n ed t o s e t t l e the question of t h e existence of clouds
of particulate matter which may be o r b i t i n g t h e earth i n these regions. The
l i b r a t i o n p o i n t s , which l i e i n t h e o r b i t a l p a t h of t h e moon, 6
0° ahead of and
600 behind t h e moon, define an area of stable equilibrium in which centrifugal
forces balance gravitational forces. These points have therefore beenpro-
posed as sites f o r earth o r b i t a l s t a t i o n s which, once in orbit, .could be
maintained i n that condition indefinitely. The existence of particula;te
clouds i n these regions, whether derived from interplanetary matter or! from
material sloughed off by t h e moon, would go far t o demonstrate the r e l a t i v e
quiescence of t h e area and hence t h e f e a s i b i l i t y o f t h e proposed space s t a t i o n
location.
The ,experiment was t o start upon the next orbital pass a f t e r t h e D-15
experiment, thereby eliminating equipment warm-up time and conserving space-
c r a f t power. The command p i l o t was t o orient the spacecraft so t h a t t h e
t a r g e t was centered in the f i e l d of view from t h e cabin window. Before and
during camera actuation, the astronauts were t o describe the scene on t h e
voice tape recorder, noting the star f i e l d andany dim l i g h t phenomena v i s i -
ble. After eachexposuresequence, t h e command p i l o t was t o r e o r i e n t the
spacecraft t o t h e next target.
L
The experiment required a Maurer 70 mm camera, a n i n t e r f e r e n c e f i l t e r ,
one f i l m pack containing high speed black-and-white f i l m , and two p a i r s o f
goggles f o r t h e f l i g h t crew.Stowage provisions for the experiment equipment
were made in the spacecraft cabin.
TARGET.. .DOCKING
- ~ .
"" .
ADAPTER AND ~.
AU-ED TARGET DOCKING ADAPTER
General
Adapter. -
The adapter shell i s bolted t o t h e Agena forward a u x i l i a r y
rack. During t h e launch, a clamshell-type aerodynamic ascent shroud i s
mounted on a r i n g at t h e forward face of the adapter shell. T h i s shroud i s
jettisoned before orbit insertion. The shell section of the adapter contains
the following components:
DockingCone. -
The docking structure, a double-skinned, r i n g and r i b
stiffened truncated cone, serves as a structural bridge between t h e Gemini
nose hardpoints and the hardpoints in the adapter shell. The dockingcone
contains the following components:
A. Mooring latch.
B. Umbilical plug.
C. Three f i t t i n g s which a t t a c h t h e shock attenuation system.
D. Electrostatic discharge device.
323
EX1
324
" . .
DOCKING ADAPTER
- DOCKING CON E
INDEXING BAR
RENDEZVOUS AND
RECOVERY (R8R)
SPACECRAFT
TRANSPONDER
MOORING LATCH
LATCH HOOK
325
and 0.05 8 / c p s from 500 t o 2000 cps. This was based on data from t h e Mercury
program and trajectory information for the Atlas/Agena (Ref McDonnell Report
8616, Appendix A), with a conservative assumption that t h e Agena configuration
would be comparable t o Mercury i n developing buffeting pressures. By compari-
son, t h e Gemini launch spectrum i s 8.8 g' s RMS.
Docking i s accomplished by s l i d i n g t h e f i x e d l a t c h r e c e p t a c l e s on t h e
G e m i n i R & R section past three spring loaded latch hooks inside t h e TDA cone.
When a l l t h r e e l a t c h e s are engaged the automatic rigidizing sequence i s
i n i t i a t e d by the closure of three limit switches, one a t each latch point.
Rigidizing i s achieved by applying tension to three over-center linkages
driven by t h e mooring drive system. (The l a t t e r i s anelectromechanical
device, consisting of an electric motor driving through a series of gearboxes
and flexible shafts). Rotation of the over-center links compresses t h e
dampers and preloads t h e spacecraft-docking cone combination against t h e hard-
points in the cylindrical section, thus achieving structural continuity between
the spacecraft and the target vehicle.
LATCH RECEPTACLE
UMBILICAL
RECEPTACLE- I \\ GEMINI SPACECRAFT
ASSEMBLY
LEVER 4\
TARGET DOCKING
AFAPTER
PLUG
LELECTRICAL
CONTACT ARMS
( 9 REQ'D)
Unrigidize Sequence. -
To back up the unrigidizing sequence by hardline
o r UHF command, an OFF-UNDOCK switch i s mounted on t h e spacecraft center
instrument panel. The UNDOCK position applies power through the Gemini/TM
umbilical and one of t h e rendezvous umbilicals t o i n t e r r u p t r i g i d i z e power
and supply power t o the unrigidize side of t h e mooring drive motor. Power t o
the mooring drive motor i s cut off when two o f t h e three limit switches sense
that the unrigidizing has been accomplished.
Unlatching Sequence. - The unlatching sequence begins with the unrigi-
d i z e sequence. Power is simultaneously applied t o the unrigidize winding of
t h e mooring drive motor and t o t h e r e t r a c t winding of t h e l a t c h a c t u a t o r .
The actuator mechanism r e t r a c t s t h e three latches by means of a system of
spring cartridges, bellcranks, and a run-around cable. The s l i p c l u t c h i n
t h e l a t > h a c t u a t o r s l i p s until t h e load i n t h e l a t c h e s i s relieved by suffi-
c i e n t movement of the unrigidizing system. After full r e t r a c t i o n of the
l a t c h e s , t h e c l u t c h w i l l continue t o s l i p u n t i l one of t h e two spacecraft free
limit switches i s returned t o t h e unactuated position. A t this time, power
i s removed from t h e l a t c h a c t u a t o r r e t r a c t winding and a p p l i e d t o t h e extend
winding. In addition, all sequential relays are reset f o r a d d i t i o n a l docking
maneuvers. Parer i s removed from t h e extend winding of the latch actuator
when an external limit switch senses that the actuator i s extended and t h e
l a t c h e s are reset. Fig. 63 i l l u s t r a t e s the l a t c h hook r e t r a c t e d and extended
configurations.
STRUCTURE
329
TABLE 36 STRUCTURAL DEVELOPMENT 8, QUALIFICATION TESTS
~ .___ ~~ "" - ~.
052-044.05 1/4 SCALE GEMINI DYNAMIC MOORING TO VERIFY DOCKING IMPACT DYNAMICS
(TDA 8 SIC) DEVELOPMENTMODELTEST
___
052-044.06 DYNAMIC RESPONSE OF GEMINI VERIFY THE MODAL RESPONSES OF THE GEMINVAGENA
(TDA 8 S/C) SPACECRAFT IN THE MOORED CON- SPACECRAFT, GATHER EQUIPMENT RESPONSE DATA,
FIGURATION AND VERIFY THE STABILITY OF THE RlGlDlZlNG LINK-
AGE AGAINST INADVERTENT RELEASE
"~~ - .
052-044.07 LATCHING, MOORING AND LATCH VERIFY THE OPERATIONAL FATIGUE LIFE OF THE TDA
(TDA) RELEASE SYSTEM FUNCTIONAL AND MECHANISM SYSTEM
L I F E TEST, TDA " ~~ .~
052-044.08 DEVELOPMENTOFTDADAMPERS DEVELOP THE METERING ORIFICE TO DESIGN REQUIRE-
(TDA) MENTS
. ~ -. ~
052-052.16 DOCKING CONE IMPACT TEST VERIFY TYPE OF STRUCTURAL DESIGN OF CONE SUR-
(TDA) FACE ANDSUBSTRUCTURE TO SATISFACTORILY RESIST
LOCAL IMPACT LOADS - . . - .~
052-05240 DEFLECTION TEST OF TARGET DETERMINE DEFLECTION CHARACTERISTICS OF THE
(TDA) DOCKING ADAPTER DOCKING CONE 52-34004 DOCKING CONE
"
052-052.47 STIFFNESS TEST OF TDA STRUC- VERIFY STIFFNESS OF COMPOSITE TDA WITH AND WITH"
(TDA 8 SIC) TURAL ASSEMBLY OUT PRELOAD
"_ . ~. " ~
052-058.34 DYNAMIC RESPONSE OF TDA DAMP- OBTAIN LOADS DATA IN DAMPERS AND DAMPING CON-
(TDA) ERS ST,ANTS CORRESPONDING TO VIBRATION FREQUENCIES
- .-- - .-
052-058.44 VIBRATION TEST - TARGET DOCK-
ING ADAPTER (TDA NO.2)
CHECK ACTUAL EQUIPMENT VIBRATION RESPONSE AND
(TDA) APPLY ACCEPTANCE LEVEL RANDOM VIBRATION
" ~
052-044.18 QUALIFICATION TEST OF RE-DE- r o QUALIFY THE RE-DESIGNED LATCH RELEASE ACTU-
(TDA) SIGNED TDA LATCH RELEASE AC- \TOR FOR SPACE USAGE
TUATOR
___-___
. - ~
052-044.20 FUNCTIONAL EVALUATION TESTS ro EVALUATE THE DOCKING FUNCTION< OF THE TDA -
(TDA 8, S/C) OF MODIFIED TDA - R 8 R i 8 R FOR REVISED RlGlDlZE AND UNRlGlDlZED SEQUEN.
r l A L MODIFICATIONS
WORK REQUEST QUALIFICATION TEST OF TALLEY ro QUALIFY THEMOORING DRIVE SYSTEMOF THE TDA
7677.01 CORP. MODEL 938T100 MOORING 'OR SPACE USAGE
DRIVE SYSTEM (52-34700)
"
WORK..REQUEST QUALIFICATION TEST OF TALLEY ro QUALIFY THE LATCH RELEASE ACTUATOR OF THE-
7677.02 CORP. MODEL 934T100 LATCH RE- TDA FOR SPACE USAGE
LEASE ACTUATOR (52-34702)
-____. ...
052-052.27 ULTIMATE STRENGTH STATIC TEST ro QUALIFY STRUCTURE OF GEMINI AND
CRITICAL
OF GEMINI-AGENA MANEUVERING 4GENA (TDA) UNDER ULTIMATE LOADS FOR ORBITAL
AANEUVERING .
330
Also t h e l a t c h release actuator would not operate at 659 unless 28 v o l t s
were applied. Failure analysis on the actuator indicated satisfactory opera-
t i o n t o -70 but not below. The motor brake was found t o be at fault by
successful operation of the actuator a t -8oO~with the brake removed. A b e e
development program, conducted by failure analysis on the actuator, evolved
the present flight configuration. The first f i x was t o remove Drilube from
t h e brake spline and give the brake a metal-to-metal f r i c t i o n s u r f a c e i n
place of the cork-to-meta friction surface. The final corrective action was
t o remove t h e brake and reset the clutch load to permit slippage each normal
cycle
331
TDA Communication System
A . DOCK Light (green) indicates that the docking cone i s i n the unrigi-
dized position and t h e latches are r e s e t .
B. RIGID Light (green) indicates that t h e docking cone i s r i g i d i z e d t o
the adapter .
C. PWR Light (green) indicates that t h e Agena e l e c t r i c a l power i s suffi-
c i e n t t o p e r f o m all operations.
D. MAIN Light, showing red with t h e main engine f i r i n g , i n d i c a t e s t h a t
the turbine has exceeded t h e overspeed limits, t h e hydraulic pressure too
low, o r t h e d i f f e r e n t i a l p r e s s u r e between t h e f u e l and oxidizer tanks (f’uel
above oxidizer) i s low. When t h e main engine i s not firing, it indicates
that t h e d i f f e r e n t i a l p r e s s u r e between t h e f u e l and oxidizer tanks ( f u e l
above oxidizer) i s improper.
E. MAIN Light, showing green, indicates that the hydraulic, main f u e l ,
and oxidizer tank pressures are satisfactory.
F. ARMED Light (amber) indicates that the engine command c i r c u i t s are
closed and either t h e main o r secondary engines may be f i r e d by command.
G. SEC H I Light (green) indicates that both Agena nitrogen spheres have
enough pressure for a specified U n i t I1 (200 l b ) f i r i n g and that both propel-
lant tank gas manifolds have a specified pressure.
H. SEC LO Light indicates that sufficient pressure remains i n both Agena
nitrogen spheres for a specified Unit I (16 l b ) f i r i n g and that pressure also
e x i s t s i n both propellant tank gas manifolds.
I. A T T Light indicates that t h e Agena a t t i t u d e control system i s active.
J. MainTime Indicator shows by min and sec t h e (F’PS) engine burn time
remaining i n t h e Agena primary propulsion system.
K. Secondary Time Indicator shows by min and sec t h e burn time remaining
i n t h e secondary propulsion system (SPS). The clock runs at two speeds,
depending upon whether t h e Unit I (16 l b , SPS LO) engines or the Unit I1
(200 l b , SPS H I ) engines are burning.
L. A t t i t u d e Gas Indicator is a synchro clock which r e g i s t e r s the per-
centage of pressure remaining i n t h e Agena a t t i t u d e c o n t r o l system gas
sphere.
332
TRANSPONDER
DIPOLE ANTENNA
TRANSPONDER SPIRAL
ANTENNA ANTENNA
\\
\
ACC RESET 4TT
I
I
/ " I \ '.\ \-
LINKENCODER
333
E l e c t r o s t a t i c Discharge Device
A discharge device i s mounted on the leading edge of t h e TDA docking cone
t o n e u t r a l i z e t h e e l e c t r o s t a t i c p o t e n t i a l between t h e spacecraft and t h e
target vehicle before final docking. On t h e Gemini IX and X missions (TDA 5
and TDA IA), a monitor was used t o measure t h i s p o t e n t i a l between t h e vehi-
cles during docking; this data was transmitted t o ground s t a t i o n s by t h e
Agena telemetry system. Flight data revealed t h e e l e c t r o s t a t i c p o t e n t i a l t o
be minimal; therefore t h e discharge device was deleted f o r t h e Gemini X I and
Gemini XI1 missions.
Velcro Patches
On Gemini V I 1 1 and l a t e r missions, three Velcro patches were mountedon
t h e a d a p t e r s t r u c t u r e i n l i n e w i t h t h e t o p a c q u i s i t i o n l i g h t t o provide EVA
handholds .
Fxperiments
During t h e Gemini program, two experiments were mounted on the TDA, t h e
.
Agena micrometeorite collector (S-10) and the G e m i n i ion wake measurement
(s-26)
S-10 Experiment. -
The S-10 experiment i s mounted on the TW for the
G e m i n i VI11 through the Gemini X missions and f o r Gemini X I 1 (TDA IA, 3, 5 and
7A, and on 'IDA 4 f o r the A m ) . This experiment i s described i n EXPERIMENT
S-10 (AGENA MICROMETEORITE COr;r;EcTOR>, page 318.
s-26 Experiment. -
The s-26 experiment is mounted on the inside of the
adapter structure on the G e m i n i X and the G e m i n i X I missions (TIN IA, and 6).
This experiment i s described in MPERIMENT s-26 (GEMINI I O N WAKE MEASUREMEXC),
page 320.
Special Instrumentation
Temperature Sensors. -
A l l TDA missions had four temperature sensor skin-
mounted around the circumference of t h e TDA. TheGemini V I (TDA 2 ) and t h e
Gemini V I I I (TDA 3) missions had three additional sensors mounted on t h e TDA.
On these l a t t e r missions, the three additional sensors were mounted i n l i n e
w i t h one of t h e other four sensors to measure launch temperature.
Accelerometers. - To measure acceleration during docking t h e Gemini V I
(TDA 2 ) and t h e Gemini V I 1 1 (TDA 3 ) missions had three accelerometer/amplifier
units, one t o measure longitudinal acceleration and two t o measure l a t e r a l
acceleration.
334
cone
C
.B.. Four t e t h e r attachment rings were added t o t h e l i p of t h e docking
335
Gemini M Mission. -
TDA 5, used on t h e Gemini IX mission, performed
specified up through the anomaly on t h e Atlas vehicle.
as
Gemini X Mission.
specified.
- TIlA IA, used on t h e Gemini X mission, performed as
Gemini X I 1 Mission. -
TDA 7A, used on t h e Gemini X I 1 mission,performed
noma-ij transponder transmitter anomaly on TIZA 6 reoccurred
on TDA 7A. T h i s a n o d y i s described i n Spacecraft 12, page 92,.
General
Launch Shroud. -
The launch shroud f o r t h e ATDA i s t h e same as that used
on t h e GeminiAgena Target (GAT) Vehicle, except f o r minor modifications t o
accommodate the slightly different launch trajectory. The shroud is j e t t i -
soned two sec prior t o separation from the booster.
336
FIGURE 65 ATDA GENERAL ARRANGEMENT
-3. ”
RUNNING ! I, I llYC I
4 241.52 c
CONVERTER
DC/DC PCM PROGRAMMER OXIDIZER TANK
15 AH
POWER INVERT
ATTITUDE
CONTROL
ELECTRONICS
\v /-C-BAND
POWER DIVIDER
DIPLEXER
COMMAND -CONTROL AND
CONTROL MONITORING PANEL
PANEL
v&ky
\ACCESS DOOR
DC:S RELAY MODULES (3)
DCS RECEIVER/
DECODER RATE GYRO PACKAGES
ACCESS DOOR
ATTITUDE CONTROL ELECTRONICS
ATDA SYSTEM CONTROL
UHFANTENNA PANEL
F]
..:<:.::.. :~?.'.:.~
.Z?.,>.: ?. , .~:$.
., r
,.:.
.:,.
.>" .VI; CONTROL PANELS AND ACCESS DOORS INSTALLED EQUIPMENT
FIGURE 67 AUGMENTEDTARGETDOCKINGADAPTEREQUIPMENT
Separation System
Running Lights. -
Six r u n n i n g l i g h t assemblies, two red, two green,and
two amber, are mounted on t h e ATM equipment s e c t i o n t o approximate the
configuration used on t h e GAT vehicle.
T a r g e t S t a b i l i z a t i o n System
340
(REF. 42-36024 FOR INFO)
EQUIPMENT MODULE
BOOSTER ADAPTER
ADAPTER
Telemetry System. -
The ATDA telemetry system consists of two T/M t r a n s -
mitters operating with two diplexers, three coaxial switches and three
antennas t o accomplishreal-time T/M transmission t o ground s t a t i o n s . The
components i n t h e T/M system are energized by commands from the digital.
cammand system (DCS).
-
S t r u c t u r a l Q u a l i f i c a t i o n Tests. TRO52-080.09 (SST vibration t e s t of
t h e s i m p l i f i e d t a r g e t v e h i c l e (ATDA) ) was run t o demonstrate the capability
of the ATDA to function properly during and after a normal launch vibration
test.
Antenna Patterns. -
Antenna patterns were run a t St. Louis on t h e ATDA
VHF antennas using a one-third scale mock-up. Patterns were a l s o run at
CapeKennedyon t h e C-band antenna,using a full scale mock-up. Testing
showed all antenna patterns t o be satisfactory for the mission.
342
ATDA Mission Performance Sunrmary