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TRANSCRIPT
3ER)
BB-3.1.5-4-202
PART IV
TN-AP-68- 369
contract NAS8-4016schedule]I,
vehiclesystemsintegration
SATURNAS-205/CSM-101
POSTFLIGHTTRAJECTORY
AO,V,S,ON_ CHRYSLERSPACE
CORPORATION
_.0. _ie:_ " ,,%"1
IIi
TH-AP-68-369
SATURN AS-2OS/CSM-IOI POSTFLIGHT TRAJECTORY
DECD4BER !968
AEROSPACE PHYSICS BRANCH
CHRYSLER CORPORATION SPACE DIVISION
PREPARED BY:
THE TRAJECTORY RECONSTRUCTION UNIT
J_W_ Nichols, Supervisor_aJectory Reconstruction Unit
APPROVED:
O. K. JoneS, Nanaging EngineerPostflight Evaluation Group
der, _nagerFl_ght Mechanics Section
R. H. Ross, Chief Engineer
Aerospace Physics Branch
FOR_ORD
This report presents the postflight trajectory of the Saturn AS-205/
CSM-IO1 vehicle from guidance referencerelease to S-IVB/CSM-IO1 separation.
Included in the report is an analysis of the powered flight trajectory,
orbital flight trajectory, orbital effects of the S-IVB propellant dump
safing experiment, and the ballistic £re_flight to impact of the expended
S-IB stage.
The trajectory determination and documentation were performed by the
Aerospace Physics Branch of Chrysler Corporation Space Division in compliance
with the work scope of con%tact NASS-_Q16, Schedule II, Supplemented Agree-
ment MSFC-1, Amendment 105, Paragraph I1.2, BB Item 3.1.5-&-202, Part IV.
Acknowledgements are made to the personnel of Marshall Space Flight
Center, R-AERO-FFT, for their assistance and cooperation, and to the Dynamics
Programming Unit of CCSD Computer Services for their invaluable assistance.
-i-
TABLEOFCONTENTS
Foreword............................ ............. ................ .....
Table of Contents .....................................................
List of Illustrations .................leeeoeeee_eOo6Of_J_meooBIOaoOeooOoeeeoeeJeeoeeeo.
List of Tables ........................ .................................
Sunmary ..................,,,..,,..,leoeeolooellooeOeOemw_,e,olm,loeeeeeeoeele,,.eolee. J
1.0 Introduction .................... ,,, ..............................
2.0 Coordinate Systems and Launch Parameters .........................
g ..........3.0 Powered Fli ht Trajectory Analysis ...............................
3.1 Data Sources ..............................................
3.1.1 PAFB Tracking Station (O.18) .........................
3.1.2 Cape Tracking Station (1.16) .........................
3.1.3 Merritt Island Tracking Station (19.18) ..............
3.1.h Grand Bahama Tracking Station (3.18) .................
3.1.5 Grand Turk Tracking Station (7.18) ...................
3.1.6 Bermuda Tracking Station (67.18) .....................
3.1.7 Bermuda Tracking Station (67.16) .....................
3.2 Trajectory Composition (Powered Flight) .....................
3.3 Powered Flight Trajectory ...................................
3._ Error Analysis ..................................................
Orbital Trajectory Analysis ...................._,0 ,eeooeeo,_,o,,,,,,,,ee,,,,eooe,,B.oo,,
PAGE
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7
9
ii
i.l Orbital Trajectory ......... ................................. ii
A.2 Orbital Data Sources ........................................ ii
4.3 Trajectory Analysis .................. ' 12
A.4 Orbital S-IVB Safing Experiment ............................. 13
5.0 Expended S-IB and S-IVB Stage Free Flight Trajectories ........... 14
- ii-
TABLE OF CONTENTS (CONT,D.)
PAGE
6.0 Government Furnished Data ....................................... 15
References and Distribution .......................................... 119
Appendix A ........................................................... A-I
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FIGURE
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5
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8
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1_,
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16
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LIST OF ILLUSTRATIONS
TITLE
Trajectory Coordinate Syste_ ..............................
Available Tracking Data (Powered Flight) ...................
Vehicle Ground Track and Tracking Stations .................
Antenna Location and Vehicle Center of Gravity .............
Measured Parameter Tracking Comparison (Azimuth) ...........
Measured Parameter Tracking Comparison (Elevation) .........
Measured Parameter Tracking Comparison (Range) .............
Altitude• ,,,,,,,,,,-e,lJeg_Tllee_elee,,,eJeoeeeiIeo e,e io, ,
Surface Range. ........... ... ..............................
Total Inertial Acceleration_ ..............................
Earth-Fixed Velocity and_vation Above Local Horizontal
Space-Fixed Velocity and Flight Path Angle ................
Mach Number and Dynamic Pressure ..........................
Estimated Uncertainty of_eference Trajectory (PoweredFlight) ....................................................
Orbital Ground Track (Two Revolutions) .....................
Accleration Due to LOX Dump ...............................
Orbital Altitude ...........................................
Orbital Space-Fixed Velbcity ...............................
PAGE
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TABLE
I
II
III
IV
V
VI
VII
VIII
IX
X
XI
XII
XIII
XIV
XV
XVI
XVII
XVIil
XIX
LIST OF TABLES
TITLE PAGE
Tracking Data Sources Available During Powered Flight ...... 34
Times of Events .......................................... 35
Significant Trajectory Parameters .......................... 36
Cutoff Conditions .......................................... 37
S-IB/S-IVB Separation Conditions ........................... 38
S-IVB/CSM-IOI Insertion and Separation Conditions .......... 39
Available Orbital Tracking Data ............................ 40
Orbital Tracking Utilization Summary ....................... 41
Orbital Elements at Significant Times ...................... 42
Effects on Orbit of S-IVB Safing Experiment ................ 43
Earth-Fixed Plumbline Positions, Velocities and
Accelerations (Metric Units) ............................... _4
Space-Fixed Ephemeris Positions, Velocities andAccelerations (Metric Units) ............................... 56
Geographic Coordinates (Metric Units) ...................... 68
Earth-Fixed Plumbline PasStions, Velocities and
Accelerations (English Units) .............................. 80
Space-Fixed Ephemeris Positions, Velocities and
Accelerations (English Units) .............................. 92
Geographic Coordinates (English Units) ..................... 104
S-IB Stage Free Flight Trajectory (Metric Units) ........... 116
S-IB Stage Free Flight Trajectory (English Units) .......... ll?
Government Furnished Documentation ......................... i18
SUMMARY
The manned Apollo Saturn Vehicle, AS-2OS/CSM-IO1, was launched from
Cape Kennedy, Florida, at iO:O2:&5 A.M, EST, October Ii, 1968. The primary
mission was to flight test the manned Apollo Spacecraft. The actual flight
trajectory was very close to the predicted nominal. This report presents
the AS-2OS/CSM-IOI postflight trajectory from guidance reference release
to S-IVB/CSM-IOI separation, and includes a discussion of the orbital
effects due to the S-IVB safing experiment. The trajectory is presented
in the earth-fixed plumbline, space-fixed ephemeris, and geographic coor-
dinate systems. Time histories of trajectory parameters are given, in tabular
form, at; 1.0 sec intervals from guidance reference release to S-IB/S-IVB
separation, 5.0 sec intervals from S-IB/S-IVB separation to orbital insertion,
and 50.0 sec intervals from insertion to S-IVB/CSM-IOI separation. Also in-
cluded is a tabulation at lO.O sec intervals of the expended S-IB stage
ballistic free flight trajectory to impact.
The traJectory was established from radar tracking data, telemetered
guidance data from the ST-12& M guidanceplatform, and measured meteorolo-
gical data. At S-IVB/C_-IOI separation (iO502.& sec), the vehicle space-
fixed velocity was lower than predicted nominal by 7.6 m/s (2A.9 ft/s). The
altitude, at this point, was 6.6 km (3.6 nm) higher than nominal and the
flight path angle was 0.02 deg lower than nominal.
-1-
I.OIN__
The mannedSaturn IB vehicle, AS-2OS/C_M-ioI,was launched from KSC
at IO:O2:L5 A.M. ESTon October ii, 1968. The launch azimuth from pad 3_
was I00 deg east of north. After approximately iO sec of vertical rise,
the vehicle began a roll maneuverto the flight azimuth of 72 dog east of
north. Also at iO sec, the downrange pitch maneuverwas started. The
S-IVB stage and the Apollo 7 spacecraft with three Astronauts aboard were
placed into an elliptical earth orbit for flight test of the mannedApollo
configuration. A safing experiment (propellantdump)was conducted with the
S-IVB stage during the first revolution and prior to S-IVB/CSM-IOIsepara-
tion. The S-IVB stage was separated from the mannedspacecraft well into
the second revolution as the vehicle approachedHawaii.
This report presents the postflight mass-point reference trajectory,
and associated information, from guidance reference release (-&.972 sec)
to S-IVB/CSM-IO1separation (10502._ sec). All times are referenced to
the established RangeZero of iO:02:15 A.M. EST,unless otherwise specified.
Comparisonof this trajectory with the nominal is given for somespecific
parameters as indications of vehicle performance. Reference 1 provides
documentation of the predicted nominal trajectory. Also presented in this
report are details of available tracking data, the data utilization, an
error analysis, the orbital determination, the orbital effects of the S-IVB
safing experiment, and the expendedS-IB stage ballistic free flight to
impact. Accompanlngthe discussion are figures and tables of the trajectory
data in both the metric and English units of measure.
-2-
2.0 COORDINATE SYST_S AND LAUNCH PARAMETERS
The translational motion of the Vehicle's center of gravity is tab-
ulated in three coordinate systems: earth-fixed plumbline, space-fixed
ephemeris, and geographic. These coordinate systems conform to the "Project
Apollo Coordinate System Standards" and are defined in Appendix A and gra-
phically illustrated in Figure 1. The earth-fixed plumbline coordinate
system has its origin located at the launch site on the reference earth
model. In the earth-fixed system, the vehicle's center of gravity has an
initial displacement of 3&.7 m (ll3.8ft) above the reference ellipsoid.
The representative model for theearth and its gravitational field
is the Fischer Ellipsoid of 1960. Alllatitude and longitude coordinates
are defined with respect to this elli_oid.
The geographic coordinates and gravity data for launch pad 34 at
Cape Kennedy are:
Geodetic Latitude
Longitude
Acceleration of
Gravity
Elevation above the reference ellipsoid are:
Base of Launch Pedes_a!
C. G. at First Motion
Azimuth alignments are: .....
Launch Azimuth
Flight Azimuth
ST-12AM Platform
Azimuth ___
28. 521963 deg
80_ 5611Ai deg
9.818 m/sec 2 (32.21 ft/sec 2)
5.7 m (18.7 ft)
34.7 m (113.8 ft)
I00 deg E of N
72 deg E of N
72 deg E of N
-31
3.0 POWERED FLIGHT TRAJECTORY ANALYSIS
3.1 Data Sources
Tracking data from seven radar tracking stations and telemetered
guidance data were available from first motion through insertion (S-IVB
CO + lO sec). The coverage of each tracking station is itemized in Table
I and shown in Figure 2. The vehicle ground track relative to each tracking
station is shown in Figure 3. The r@dar antenna location and the vehicle's
center of gravity versus time are shown in Figure &. The measured parameter
data from each of the seven radar tracking sites are compared with the refer-
ence postflight trajectory in Figures 5 through 7-
3.1.1 PAFB Tracking Station (O.18)
Patrick Air Force Base radar produced data from 20 to 593 sec. The
quality of these data were much higher than that received on the previous
flight. The range data were much smoother and its maximum deviations were
less than 10 m (33 ft) through the entire track. The angle data were also
good with the magnitude of the m_ximum deviations being less than 0.03 deg.
3. i.2 Cape Trackin_ Station (I.16 )
Cape Kennedy radar produced data from O to 603 sec with a 59 sec gap
from 500 to 559 sec. These data matched the reference trajectory very closely
with the exception of the initial I00 sec and final A4 sec of track where the
largest angle and range deviations occurred. After the first I00 sec and
prior to the gap, the deviations settled to an 8 m (26 ft) bias in range and
the angle deviations were less than 0.O1 deg. After the gap these data were
rough and exhibited large deviations from the reference trajectory.
-&-
3.1.3 Merritt Island Tracking Station (19.18)
Merritt Island radar produced its usual good quality data with coverage
from ii to 606 sec. With the exception 0f large deviations early in the
flight, the angle data agreed very wel!with the reference trajectory. The
range was in close agreement with the reference trajectory, containing de-
viations of less than iO m (33 ft) until the last IOO sec of track where
the deviations tailed off to a maximum of approximately 20 m (66 ft).
3.I.A Grand Bahama Tracking Station (3.18)
Grand Bahama radar produced a good set of tracking data from 96 to
58& sec. These data were very similar to that produced on the last flight.
The azimuth and elevation were in clos9 agreement with the reference tra-
Jectory, containing a bias of slightly less than 0.02 deg in elevation. The
range data reveals excellent agreement with the reference trajectory, con-
taining deviations of less than 15 m (&9 ft) through the entire track.
3.1.5 Grand Turk Tracking Station (7.18)
Grand Turk radar produced data from 211 to 685 sec. The azimuth data
received from Grand Turk were in excellent agreement with the reference tra-
Jectory, containing deviations of less than O.O1 deg throughout track. The
elevation data were completely unusable and deviations were too large to be
included in the measured parameter comparisons. The range data, although
having large deviations from the refer_ce trajectory at the beginning and
ending of track, had dsviations of less than i0 m (33 ft) for the major
portion of track ...........
-5-
Bermuda (FPQ-6) radar produced data from O to 689 sec although the
data were not usable until 250 sec. The measured parameter deviations
of this set of data exhibited the same characteristic deviations as on
the previous flight. The azimuth data were in good agreement with the
reference trajectory with maximum deviations being less than 0.03 dog.
Deviations in elevation data were less than 0.03 deg with the exception
of the first 50 sec of usable data. The range data were smooth and re-
vealed maximum deviations of _5 m (148 ft).
3.1.7 Bermuda Track'_ Station
Bermuda (FPS-16) radar produced data from 0 to 689 sec. The angles
and range measurements all exhibited very large deviations with respect to
the reference trajectory. The azimuth data were the better of the three
measurements. The range deviations were too large to be presented on the
measured parameter comparisons with deviations up to A20 m (1378 ft). Al-
though the parameter deviations were large they did appear to contain the
characteristics of a station location error, as observed on the previous
IB flight.
3.2 _a_ Cr_sition (.Powered Flight)
Tracking data from C-band radars, covering the major portion of powered
flight, were available for establishing the postflight trajectory. Teleme-
tered guidance information and measured meteorological data were also received
and utilized in the postflight trajectory determination.
The observed mass-point trajectory; often referred to as the postflight
trajectory, the reference postflight trajectory, or the best estimate tra-
Jectory, was established by a composite fit of the radar tracking data.
-6-
The composite fit or best estimate trajectory is established through
the utilization of a computer program called GATE. This program uses
telemetered guidance velocity data as the generating parameter to compute
a trajectory which will best fit the tracking data, yet retain the smooth-
ness of the guidance data. The guldance data can vary only in accordance
with an e_ghteen term error model and the variances assigned to each error
coefficient. The error coefficients are determined using the Kalman linear
filtering technique and applied t0_he telemetered guidance data to produce
the final smooth and continuous trajectory. The GATE program also incor-
porates a ten term tracker error model through which the residuals between
the tracking system and the reference postflight trajectory may be resolved.
However, only the guidance error m_del was used to fit the data for this
flight. See Reference 2 for further details of the GATE program.
3.3 Pow_ered F!_ht Tra._ectory
A comparison of actual and nominal times at some significant flight
events is presented in Table II. Altitude and surface range are graphi-
cally illustrated in Figures 8 and 9, respectively, for the entire powered
flight. Figure lO is an illustration of the total inertial acceleration
profiles for the S-IB and S-!VB stages. The magnitude of the total earth-
fixed velocity vector and the associated elevation angle, positive above
the local horizontal, are shown _ Figure Ii. The magnitude of the space-
fixed velocity vector and the angle between this vector and the local hori-
zontal plane are shown in Figure 12. The Mach number and dynamic pressure
parameters are shown during the S-!B powered flight in Figure 13.
_7-
ORIGINAL PAGE IS
OF POOR QUALITY
The meteorologically associated trajectory parameters were calculated
using measured meteorological data for the day of launch. The measured
data were furnished to an altitude of 9Okm (A9 nm). Above this altitude
the U. S. Standard Reference Atmosphere was used.
Various trajectory parameters, such as altitude, surface range, and
velocity, are given at some significant flight event times in Table III.
The apex and impact of the discarded S-IB stage are also included in Table
III. Several trajectory parameters are compared with nominal at engine
cutoff events for the S-IB and S-IVB stages in Table IV. Trajectory parameters,
for the purpose of performance evaluation, are compared to nominal in Table
V for the S-IB/S-IVB separation event and in Table VI for the S-IVB/C_._-IOI
insertion and separation events. The vehicle flight evaluation report,
Reference 3, provides details of vehicle subsystems performance. Tables
VII through X present orbital trajectory information which is discussed
in Section A.O below.
The actual postflight trajectory, from guidance reference release
to S-IVB/CSM-101 separation is tabulated in both metric and English units
of measure in Tables _I through XVI. These tables present the trajectory
in the earth-fixed plumbline, space-fixed ephemeris, and geographic coor-
dinate systems. The data are tabulated at l.O sec increments from guidance
reference release to S-IB/S-IVB separation, continuing at 5.0 sec increments
to insertion, and at 50.0 sec increments from insertion to S-IVB/C_-IO1
separation.~.
= _ _8 m
The actual trajectory was very close to the predicted nominal, as
reflected in the previously mentioned tables where comparisons are made.
The velocity gain due to thrust decay between OECO and S-IB/S-IVB separa-
tion amounted to L.I m/s t(13.5 ft/s) which was 2.0 m/s (6.7 ft/s) less
than predicted. The velocity gain after S-IVB CO, due to thrust decay,
amounted to 6._ m/s (21.0 ft/s) which was 1.2 m/s (3.9 ft/s) greater than
predicted.
3.A Err___orAnal_
The best estimate of the reference postflight trajectory during the
powered flight is the results of a composite fit of C-band radar data received
from seven Eastern Test Range tracking stations. During the major portion
of first stage powered flight, good coverage was provided by Merritt Island,
Cape Kennedy, and Patrick Air Force Base radars. These data were the main
data used in the GATE program to establish this portion of the powered flight
trajectory. The remaining portion of the powered flight trajectory was
established as a composite fit of all available radar tracking data.
The reference trajectory was smoothed, differentiated, and transformed
from the point of track (radar antenna location) to the vehicle's center of
gravity to provide a positional time history of the center of gravity rather
than the point of track.
The measured parameter comparisons (Figures 5 through 7) reveal the
trends of the radar data with respect to the reference trajector_j. The dis-
persion of these data and their analyses give an indication of the quality
of the reference trajectory. Most 6_the range and angle deviations of the
radars appear to be biased or show systematic trends that could be represented
-9-
by a realistic error model. The maximum range deviation shown in Figure 7,
is 50 m (164 f_) which occurs in the Grand Turk data at the beginning of
track. Four tracking systems; Merrltt Island, Patrick Air Force Base,
Cape Kennedy, and Grand Bahama, all produced range data with deviations
clustered within 520 m (i66 ft) of the reference trajectory for their
entire period of track. The angle deviations showed very good agreement
with the reference trajectory between lOO and 500 sec of the flight.
An estimate of the total uncertainty of the powered flight trajectory
is presented in Figure 1A. At S-IB outboard engines cutoff, the position
uncertainty is about 30 m (98 ft) in the XE and ZE components and about 50 m
(164 ft) in the YE component. The corresponding velocity uncertainty is
about 0.3 m/s (1.O ft/s) in DXE and DZE, and about 0.5 m/s (1.6 ft/s) in
DYE. At S-IVB CO the uncertainties have increased to about I00 m (328 ft)
in the XE and ZE components, and about 150 m (A92 ft) in the YE component.
Re velocity uncertainties at S-IFB CO have increased to 0.5 m/s (1.6 ft/s)
in the DXE and DEE components, and 1.0 m/s (3.3 ft/s) in the DYE component.
-10-
4.0 ORBITAL TRAJ_TORY ANALYSIS
£.i Orbital Trajectory
The AS-205 S-IVB/C_4-1OI vehicle was inserted into orbit at 15 hrs
13 min i1.76 sec U.T. (626.76 sec Range Time). Figure 15 is a ground
projection plot showing the first two orbital revolutions. The orbital
insertion parameters for AS-205 were determined by a least squares differ-
ential correction procedure using C-Band radar orbital tracking data over
the first two revolutions and by the insertion point established by the
best estimate powered flight trajectory.
The primary objective of the AS-205 flight was to provide tests of the
manned Apollo 7 spacecraft. Also, an orbital safing experiment (LOX dump)
of the S-IVB stage was planned during the first revolution. The orbital
safing experiment was conducted beginning at 5668.96 see and ending at
6389.96 sec. The S-IVB/CSM-101 separation occurred over Hawaii in the
second revolution at 10502._ sec.
4.2 Orbital Data Sources
Orbital tracking of the AS-205 vehicle was conducted by the NASA Space
Tracking and Data Acquisition Network (STADAN). This network provided the
C-Band radar data used in determination of the AS-205 orbital trajectory.
A sun_nary of the stations furnishing data for use in determining the S-IVB
orbital trajectory is presented in Table VII. These data cover portions
of the first two revolutions of flight.
The two stations at Bermuda (FPS-16 and FPQ-6) and the Carnarvon tracking
station furnished tracking data in the first revolution prior to the orbital
safing experiment. The tracking stations at California, White Sands, Merritt
-ii-
Island and Patrick furnished tracking data during the first revolution
while the orbital safing experiment was being conducted. Data for the
second revolution werefurnished by the tracking stations at Bermuda (FPS-16
and FPQ-6), Carnarvon and Pretoria prior to S-IVB/CSM-101 separation and
California, Hawaii, Merritt Island and Patrick following the separation.
A.3 Trajectory Analysis
The Orbital Correction Program (OCP) was used to provide solutions for
the insertion conditions and orbital trajectory, utilizing orbital tracking
data and representative orbital acceleration models. Solutions were made
using various combinations of all orbital tracking data received. However,
the most reasonable solutions were made using data from Bermuda (FPS-16),
Carnarvon, California and Merritt Tsland during the first revolution and
Carnarvon and California during the second revolution. From themost reason-
able solution, Table VIII provides a tabulation of the number of observations
and the root mean square (_IS) of the residuals associated with each measured
parameter.
Telemetered guidance accelerometer data were furnished to represent the
actual orbiting vehicle acceleration. These data were utilized in the orbital
solutions to give a more realistic fit of the orbital tracking data.
Considering the most reasonable OCP solutions and the agreement between
the orbital and powered flight solutions, the estimated uncertainty of the
insertion position and velocity components are no greater than quoted at
S-IVB CO in Section 3.A, above.
-12-
The orbital trajectory, from insertion to S-IVB/CSM-IOIseparation,
was obtained from the OCPusing orbital tracking data and telemetered
guidance accelerations. The orbital parameters at insertion and S-IVB/
CSM-IOIseparation were taken from the orbital trajectory and are pre-
sented in Table IX.
_._ Orbital S-IVB Safing Experiment
The scheduled S-IVB orbital safing experiment (LOX dump) was initiated
at 5668.96 sec and terminated at 6389.96 sec. Orbital tracking data from
the tracking stations at California, Rite Sands, Merritt Island and Patrick
and telemetered acceleration data were available to help construct the orbital
trajectory through the period of the safing experiment. The telemetered
acceleration magnitude profile, during the safing experiment, is shown in
Figure 16.
In addition to the actual S-IVB/G_H-IOI orbital trajectory, a theoretical tra-
Jectory was initiated at the beginning of the safing experiment and integrated
through S-IVB/CSM-IOI separation assuming nominal drag forces and no dump
forces. The orbital parameters at the end of the safing experiment from this
theoretical trajectory are compared to the parameters computed from the actual
S-IVB/C._I-IOI orbital trajectory. This comparison, which reveals the effect
of the LOX dump on the S-IVB/C_-IOI orbit, is presented in Table X. The effects of
the safing experiment on the orbiti_ S-IVB/CSM-IOI altitude and space-fixed
velocity profiles are shown in Figures 17 and 18, respectively. The solid
line in these figures represent the actual S-IVB/C_-IOI orbital trajectory.
The dashed line represents the theoretical trajectory which would have
occurred with no propellant dumping.
-13-
5.0 I_P_DED S-IB AND S-IVB STAGE FREE FLIGHT TRAJECTORIES
Three theoretical free flight trajectories were computed for the
discarded S-IB stage using initial conditions at S-IB/S-IVB separation.
The trajectories were integrated from separation to impact using actual
retro-rocket performance and actual outboard engine decay data.
Trajectories were calculated assuming nominal drag coefficlents
for three types of S-IB stage free flight conditions. These three con-
ditions for the expended S-IB stage are: (I) stabilized at zero deg angle
of attack, (2) a tumbling body, and (3) stabilized at 90 deg angle of attack.
This provides the following S-IB stage impact locations.
Drag Conditions
0 deg Angle of Attack
Tumbling Body
90 deg Angle of Attack
Impact Range
501.32 km (270.69 nm)
490.78 km (265.00 nm)
483.76 Km (261.21 nm)
Impact Time
h95.0 sec
560.2 sec
604.3 sec
Radar tracking data were not available to confirm the results obtained.
However, on previous flights the tumbling drag case was proven to be close
to the actual tracking data. For this reason, the theoretical free-flight
trajectory utilizing the tumbling drag coefficient data is considered the
actual trajectory of the expended S-IB stage. This ballistic free flight
trajectory is presented in tabular form in Table XVII (metric units) and
Table XVIII (English units). The ground track and impact are also shown
in Figure 3.
The S-IVB expended stage remained in earth orbit, following S-IVB/CSM-IOI
separation, for approximately 7 days. Due to the lack of tracking data during
the final revolutions, the S-IVB free flight re-entry trajectory was not computed.
-iA-
6.0 GOVERN_tENT FUq%NISHED DATA
The Government furnished data used to establish the postflight tra-
Jectory of the AS-205 vehicle are tabulated in Table XIX.
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-25 -
I HI T_ I I
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2AOOO_
20000.
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F
Elevation Angle
Insertion (deg)
S-IVB CO
s Elevation Angle /
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(:_,0
Elevation Angle
(deg)
2OOO
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!I00
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60
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Figure 11. Earth-Fixed Velocitymmm[l
and Elevation Above Local Horizontal
-26-
Space-Fixed Velocity
(ftIs) (m/s)
8000,
24O0O
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(deg)
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Figure 12', Space-Fixed Velocity and Flight Path Angle
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TABLE I
TRACKING DATA SOURCES AVAILABLE DURING _D FLIGHT
Data_So,,_rce
Patrick (0.18) Radar (FPQ-6)
_m (1.16) Ra_r (PP_)
Merritt Island (19.18) Radar (TPQ-18)
Grand Bahaea O.18)Radar (TPQ-18)
Grand Turk (7.18) Radar (TPQ-18)
_rmuaa (67.18) Radar (F_-6)
Bermuaa (67.16) Radar (FPS-_)
20 - 593
0.- A99
559 - 603
11 - 606
96 - 58&
211 - 685
0 - 689
0 - 689
TABLE II
TIMES OF _V_NTS
Fan e Time in sec
Events _ _ Act-Nora
Guidance Reference Release - &.972 .....
First Motion O.17 O.17 O.O0
L. O. Signal (Umb. Disc) 0.36 0.37 -O.O1
Mach One 62.15 61.55 0.60
Maximum Dynamic Pressure 75.5 75.0 0.5
IECO IAO. 65 1AO. 28 0.37
OECO IA_ .32 iA3.28 I.O&
S-IB/S-IVB Separation (Signal) IAS. 59 IA&. 58 i.Ol
Guidance Initiation (IGM) 169.76 168.A2 1.3h
S-IVB CO 616.76 614.80 1.96
Orbit Ins ertion 626.76 62&. 80 1.96
S-IVB/CSM-IO1 Separation 10502.& 10&95.17 7.23
Note: Actual times are referenced to Range Zero (i0:O2:h5 A.M. EST). Nominal
times were obtained from Reference 1 and adjusted to the actual 0.17 secfirst motion time.
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TABLE V
S-IB/S-IVB SEPARATION CC_DITIONS
Parameters
Range Time
Altitude
Units
8ec
km
nm
Separation Signal
Actual Namina_ Act-Nam
145.59 144.58 1.01
61.8& 61.91
33.39 33 .&3
Range km 62.15 61.82 0.33
nm 33.56 33.38 0.18
Space-Fixed Velocity m/s 2320.3 2326.1
ft/s 7612. _ 763 i.5
Cross Range km
nm
0.14 - 0.O3 0.170.08 - 0.02 0.i0
Flight Path Angle deg 26.32 26.60 - 0.28
Heading Angle deg 72.35 72.23 0.12
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TABLE VII
AVAILABLE ORBITAL TRACKING DATA
Station Type of Radar
Revolution
1 2
Bermuda
Bermuda
California
Carnarvon
Hawaii
Merritt Island
Patrick
Pretoria
White Sands
FPS-16
FPQ-6
FPS-16
FPQ-6
FPS-16
TPQ-18
FPQ-6
MPS-25
FPS-16M
X X
X X
X X
X X
X
X X
X X
X
X
-&O-
TABLEVIII
ORBITALTRACKINGUTILIZATIONSUMMARY
Station ......
Bermuda(FPS-16)(Rev. l)
Time of Track Data Valid
(Range Time in Sec) Type Observations; " .... n,
Begin 633 AZ 29
End 807 EL 28
RA _9
R_ Errorof Residuals
0.006 deg '_
0.013 deg
5 m (16 ft)
Carnarvon
(Rev. i)
Begin 3207 AZ 50
End 3627 EL 50
RA 52
0.003 deg
0.008 deg
6 m (20 _)
California
(Eev. I)
Merritt Island
(Rev. i)
Begin 5379 AZ A7
End 5667 EL A5
RA A7
Begin 58&2 AZ
End 6255 EL 67
RA 68
0.018 deg
0.017 deg
8 m (26 ft)
7
O.OiA deK
18 m (59 ft)
, Carnarvon
(Rev. 2)
Begin 8907 AZ 7&
End 9357 EL 7&
RA 7&
0.008 deg
0.025 deg
21 m (69 ft)
California
(Rev. 2)
Begin 11139 AZ &6
End ll&21 EL A5
RA &6
0.027 deg
0.01] deg
15 m (iA8 ft)
-AI-
ORIGINAL PAGE IS
OF POOR QUALITY
TABLE IX
ORBITAL ELEMENTS AT SIGNIFICAWr TIMES
PARAMETERS UNITS INSERTION S-IVB/CSM-IOI SEPARATION
Time
Space-Fixed Velocity
(Range Time in
(m/s)
(ft/s)
Sec. ) 626.76 1O5O2.4
7788.6 7772.3
25552.g 25499._
Flight Path Angle
Aititude
(deg)
(_)
(=)
0.005 - 0.30:,
I
228.1 246.8:
123.2 133.3
Apogee(kin) 282.13 315.23
(rim) 152.34 170.21
Perigee(km) 222.29 227.82(rim) 120.03 123.01
Period
Eccentricity
(min) 89.55 89.9_
0.0045 0.0066
Inclination (deg) 31.608 31. 640
-42-
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APPENDIX A
DEFINITIONS _ SYMBOLS
XE, YE, ZE
DXE, DYE, DZE
DDXE, DDYE, DDZE
XSP, YSP, ZSP
DXSP, DYSP, DZSP
DDXSP, DDYSP, DDZSP
E. C. DIST
LONG
G.C. LAT
Definitions
Position, velocity and acceleration componentsin the Earth-F_d Cartesian Coordinate System.
The origin of this system is the projection of
the center of gravity of the complete vehicle atfirst motion onto the Fischer Ellipsoid of 1960.
The Y-Z plane is tangent to the reference ellipsoid
at the origin of the coordinate system. The
positive Z-axis is oriented in the flight azimuth
direction, 72 deg E of N. The X-axis is normal
to the Y-Z plane and is positive above the origin.The Y-axis is _ to the X-Z plane and is in
a right hand _lation to the x-Z axes with the
positive direction 162 deg E of N. The originof this earth,fixed system rotates with an angular
velocity identical to that of the earth. Theearth-fixed coordinate system is shown in Figure l.
Position, velocity and acceleration components inthe Space-Fixed Ephemeris Coordinate System. The
orlgin of this:_stem is located at the geocentriccenter of the _ea-_h. The Z-axis points north
along the earth's axis of rotation (through thenorth pole). The X-Y plane is coincident with the
equatorial plane. The X-axis points through thevernal equinox_ The reference equinox and equatorare the mean equinox and equator of date for the
epoch of midnight or zero hours on the day oflaunch. The Y_xis is normal to the X-Z plane
and in a right hand relation to the X-, Z-axes.The direction of the coordinate axes remain fixed
in space although the origin continues to movewith the center of the earth. The space-fixed
ephemeris coo__nate system is shown in Figure l.
Position of vehicle in the Geographic Coordinate
_. Position in this system is defined by theradius vector from the vehicle to the geocentric
center of the e_th (E.C.DIST)_ geocentric latitude(G.C. LAT) and lo_itude (LONG). Geocentric latitude
is the angle between the radius vector of the sub-
vehicle point and the equatorial plane, positive north
of the equator ............Longitude is the angle between the
projection of the radius vector into the equatorialplane and the Greenwich meridian, measured positiveeast of the Greenwich meridian.
A-I
DEFINITIO_ (F SYMBOLS (CONT'D)
S_bols
E.F. VEL
VEL-AZ
VEL-ELEV
S.F. VEL
FLT-PATH
HEAD
LAT
MACH
DTN PRES
ALTITUDE
RANGE
DEC
D,fla%
Earth-fixed velocity of the vehicle in theCoordinate System. Velocity in this system is givenin terms of azimuth (VEL-AZ), elevation (VEL-ELEV),
and magnitude of the velocity vector (E.F.VEL). Azimuth
is the angle between the projection of the velocityvector into the local horizontal plane and the north
direction in this plane. Elevation is the angle between
the velocity vector and the local horizontal plane. Thelocal horizontal plane is defined as the plane perpen-
dicular to the radius vector from the vehicle to the
geocentric center of the earth. The geographic coordi-
nate system is sho_ in Figure I.
Space-fixed velocity of vehicle in the GeographicCoordinate System. Velocity is given in terms offlight,path angle (FLT-PATH), heading angle (HEAD),
and magnitude of the velocity vector (S.F.VEL).
The flight-path angle is the angle between the
space fixed velocity vector and the plane normalto the radius vector from the vehicle to the
geocentric center of the earth, measured positive
u_ward from this plane. The heading angle is
measured positive clockwise from north to the pro-
Jection of the space-fixed velocity vector in the
plane normal to the radius vector.
Geodetic latitude of vehicle.
Mach number.
Dynamic Pressure.
Distance from the reference ellipsoid to the center of
gravity of the vehicle measured along the radius vectorfrom the vehicle to the geocentric center of the earth.
Surface range measured along a spherical earth from
the launch site to the subvehicle point. The subvehicle
point is defined as the intersection of the reference
ellipsoid and the reference ellipsoid normal passingthrough the vehicle.
The Declination angle is the angle between the radiusvector from the center of the earth to the vehicle
and the equatorial plane, positive north of the
equator.
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-]28-
REFeReNCES
i.
e
.
Solmon, Gordon W., Operational Trajectory Data Report, "AS-2OS/CSM-IO1
launch Vehicle Operational Trajectory, Revision I", dated September i0,1968, NASA George C. Marshall S_ce Flight Center, Huntsville, Alabama.
Hill, R.E. and Rich, N.E., "Man_l For The GATE Program", TM 5h/30-150,
LMSC/HREC A78h527, dated September 1967.
Saturn Flight EValuation Working Group, "Results of the Fifth Saturn IB
launch Vehicle Test Flight AS-205", to be published by the Saturn IBFlight EValuation Working Group.
DISTRIBUTION
Mr. Germany I-I/IB-E (i)Mr. Mann I-I/IB-E (1)
Mr. Sisson I-I/IB-E • (i)
F_r.Jackson R-AERO-P (176 plus i reproducible)