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3 1788 00009 5789
YEBIC-LE W-l
By
Nick. JUe:inscltmdt
WeaDOi?s
An instrumented singJ.e stage CaJ.Gb 'rest vehicle (Wal)
was fired 'to explore the p1'OblemzJ i,n aeZ'Odynamics, propul.sion, and
progNmming whiea'l pertain to ai'i'CZ'aft launched satC9llites and to
confiD4 the design of the compone.'lts up to and :!ncluding the point
of the trajectory when the horizon sensors operated. Many 'tests of
cCll1POnents similar to 'those used in W-l weN perfomed during the
development s and prior to the firing of' N-l. Tne analysis of the
18 sec of teletvay data re<:e1ved from TV...l' indica.tes thai: a major-
ity of ths cOIIpOnant8 operated but no direct Wor-
mation on trajectory was obtained.
InforMSl report for \1M this Station. be tl'aM..
mittedo off..station only as G encloBure to official. correspondence
in 'iiJh1eh the purpose of the aansmiti=aJ. is made cJ.ear.
So If A V A LORDNA N C T S 'E
c;hi.na Lake,
21 Peb:ro.&ry 1961 '
UNClASSIFIED

UNClASSIFIED
-
.
=-:11 ....
Fo'1'ewol'd _ _ . 0 .. III .. .. 3
In"tr'O<iuction fit 0 _ 0 .. _ 4
Teste and Development of Components to"
!'C'1 Firing 41 ".". .. .. 4
.PJ:aoblem 0" ._ 4 8
Description of !V-l Vehicle . 9
of Launch and Firing Conditi.ci1s at R!R 10
Analysis of Data . Q e 11
a-ry 12
Appendixes:
A. Report of W-l caleb F:lring
B. V1b1'ation Report
C. AeTOdyMmio Headong
D. TeJ.Metering'lest Vehicle Dynamics Studies
!his docuaent: can'taiM Woftl&tion affecting the national dennse
of the UIl1ted S1:ates wi'thin the .JJlHI\i.ng of the Espionage Lawa.
Title J.B
t
U.S.C., 793 and 794. 'lhe transra1ssion or "Os
revelatiOn of its in aq1 manner 'to an person
:La prohibited by law. "
Repl'Oduct:iOll of this docmaent in anyfcm1l by otiaer 'than "va]. aet:i.v-
tues is not au1:horized except by apeciaJ.. apPJlOval of this S'ta1:1on
IE ..._
UNClASSIFIED

In trying to dealOnstrate the capability of the HotS designed
ail'craft launched astronautics vehicle (Caleb) to place it payJ.oad
into orbit, the fabrication of a live first stage
vehicle W""l was accomplished at the U. S. Naval Ordnance Tes1:
Station as authorized by the Bureau of Naval. Weapons Task Assign-
ment, 610942/20012/01060 Serial. 024593 of 21 Jan 1960, and aon-
i:1nued on WEPTP.sK )to. RTSV of 19 Aug 1960
c. K. DYE
Head, S7istems INnch
G. P. CLEARY
Head, Ait>-tO..Simface WeaR9Ds Division
3
-
11le NO'fS BY II (caleb) vehicle is bq;i;\1g developed to provide
the capability of US:Uig' either . fix0d or carrier based cdr-
craft to launch an i.nexpensiva satellite. (10 t:9 35 13> class)
erhe !{G!S EV II ven1cle is a fooI'=stage vehicle \\1liighi:ng
approximate1-}' StOGG 1b wit:h an overall len'1th of 199 inches and
a diameter of 24 inches. The TY"'';l :.is an iiistl'Umen1:ed
s;ingle...stage vehicle 'il'lith approy,J,mately 'the same d:inuimsions.
,This ii'ePOIt't describes the tests conducted. on the components
dU!'ing the design of 1:h@ 'IN-)' caJ.ab veldcle and the telemetry re,..,
sults of 'l\1...J. firing.
100) a;
PRIOR 'N-l. F:m.DJG
(roD 500 24<=>IN.. Fmsr-STAGE

No. of
.tH:1$!
2
.1
1
1
J.
Test tions
Ambient , pressure Static Firing
Temp. CycJ,eci Ambient: Pressure Static
Firing
Vibrated, Temp. CycJ.ed in Ale Flyaround
Piring .
AmbifJi"l1: Temp. ft (s1mJla:ted) at
'lullahoma Test Cell
Ambient'lemp. 30,000 1: at
China La..lte Propulsion Lab
Ambient 30,000 ft: (s1mula:ted) at:
'lulJ.ahoma
Performance
ax
Ci
Nozzle exit'
cone falled
Plastic exit'
cone
satisfac'torily
Q ejected at fir
i1
lg causing excessive igrAition delay
b FaUUX'-::! of nozzle ex:t:c cone 33 sea of wming.


P Max. at ignition
P avg.
F avg.
tb
'lotal impulse
Ign.i.tion
Loaded Weight:
Specific impulse
590 psi
SS2 psi
8500 1b
492,000 lb/sec
0.. 540
2231 lb
1920 lb (20....1 slivers after
:buming)
256 lb...sec/lb
!he first stage boos'tez> for 'IV-J. waaX""rayed; the chamber was
hydrostatically tested to 950 psi; the fortoJard and after lug \tJelds
to the chamber and all cham."bel" welds were X-rayed. illo defae1:s were
detected. . .
first: airframe (:1nstrtmented td:th strain gages) was
stat1cal.ly with 3,600 lb of .lead shot s:imulating an inertial
load of a 3. !iLomeni: at: the support ring of the first
stage boosteX" was 000 Ha1'g'in of safety was o. Sl or S1%
than load. .
A similar static teart l!laS performed on the second S'tage air-
fl'aJne with a SOQ"'lb load producing a 10,000 in/a momen1: on the
supporting ring of the first: stage !he margin of
is 0.83. .
One fin assembled to the booster chamber and torsion boxes
wa.s statically loaded wi'th 2,800 lb. '!he margin of safety is 1.1.
A l.cad of 22,SOO .lb was placad on the second stage
bo9stel' support: !!:!ng of 'the :U,ret stage awframe. !atill on
tlus rmg is 600 lb. s:i.mW.ates a 38"i1!.load dUl'ing fiz"e't stage
booster Durning (anticipated abm.1t '1 g). 'Jfue margin
of safety is 2.8.
111
UNClASSIFIED
5

-.
On.s J.t.,;g t:o a roockup
booster.'" C:l1amhsl"' a:<:1.d to destz<Ectj.on. ccem.--red at
,,';he \v01d between i:he'"lug (mQ. at a t:otal. load c:f: 31.000 lb.
of s&fety was 8.0.
GroUllQ vibration tests conducted. on a
vehicle to body and and e.lastic
de.mp:i..?1g- c.'hCl:&-aci;e:rist:ics. Prel:iF.li.m3.ry. allo.lyses illdicc-rte that .the'l'e
i:u."e no on the c.:i.-cCf''af-;; and
no aeroclas'tic instah::Uities ax>e .:}itpected thre:.111ghou'a: t'1'l.i! i'1.1:tia.l
trajectc1.'Y" A final on t:l'ae ro1.d da'ta assessm.en.t
prepa:-:-sd by HcDonrLe:U Aircl"ed?t Comp8.ny..
T'tJO nose cones have been 3uDjsc-i:OO in t:he radiant hec\'t;ing
faei.1ity to a p'E'Ogk'amm.ed he,;l"ting cycle the calculated
tempe1."ature 'tl,r.ne histoX'y of a sate.llite vehicl.e. The
measured maximum extez-nal on the hemisphere of t:he
210se t'l1'CJ.$ 2BOQoP. temperat",re on an emp'l-y payload
contaiI."1ex- was 200
o
P. :LeSt'&"U11lentation in the nose cone of W ...]'
tl'Jas it.'"1Sula:tad th two :taY01"S of spun fibe1;g.laS$ and aluminum
D'iJ.z"i..t1g 'the ccmponen't testia'1.g phase 5b: horizon trigger systems
tQ<:;L"a i:es'l;;ed :tn fom:> liPAG X'Oc,.\:.e'ts fired. to apP:r'Oximately 160.000 it
ire:f;.'! thG P4D aiI'cJ.-"af't., Five of the six horizon triggers operated
actorlly
test condit:ions were: High C+16SOF) and J.o\'J
(",,40
0
p) t:eh'1pel"at:t:tre hnnd.di't'j (801& at: 1S
0
Fj, vibration (10 <to 2000
cps), -tempcl."atv.rt:lshock (16S
0
P and e40
0
P), accelerati.on to 30 go,
( .. 005 rom Eg) 9 shock (GillOck SO .[ fo' 22 milliseconds). m
j?!'Ogz'Bmming syste.m companent;s of the present design passedt'hese
'i.:ests except the pl';ig". ':fue puJJ.p.1:ug failed the
vibl"ation test but 'i-17at!l flown in two du.mmy vehicle separation tests
and fPJll(rc:.toned successfully 'The laboratQry vibration test is con""
sider::..."d extreme comprared to actual. flight vibration conditions," .
Tt'JO f:J:rst s't,=age moto!'s were sta:tic firedwit''h. W...l Pl'Ogi'amming cit:'....
cuit .
The prog-ca,'nming sysi:ei1l. checkout consist:ed of manually
pv..J..ling the pull and firing fil.... st .B.f,d secm1d stagre booster
s(p.xLos,

6

'lwo a.,,"lt"en:nas lll.z-e mctmt:ea 011 th.@ second st:age
ture:;. ful." the 248.. 6 -;:r&'1s"l11ittel'" and 03."' 'the 258. S tl"artSl:dttel'.
'tests wer."i!'; successfully c:onduc-t:ed, on 'ehe ground and i.n fJ.y-
arm.:m.d tests a.t :tJOX-S, a flya.al"ound test the 248. 6
in a dUWU'!lj v01'dcle was also conducted sl1ccesE;fully over essentially
't..i1e act'..la1 coU!'se at P!ilR ti"..at was follQIi'1ed delivel"Y of W...J....
]:1 complete systems of the ,V...1 teJ..e;r.etxoy package 1'\1itb.
senso:t;'s azr..d actual tlJising a.nd antennas was com-
!,ll@ted on the ground.
An antenr:a pelt'cex'n test
na on the val-dele..
was conducted by N!'lC to detemine anten""
The beacons tlUled by NMC
R. F,. ignition conducted on 1>iLK I and MK II sqt1ibs
"dth. foot le1.'ids x<tIDl1ing thl''Ough a 9""1/2 it conduit..
The that neit'l-ter i;]Le MK II or the m.ore sensitive Rm I
were ignited tid:th a .1.80 tl.fo.tt trm'1smittsr operating in the range
of 220 me 'to 400 me in aithes "c.lle s'hoz;ted v,nshol"ted cQndition4
.ftlK :0: 5<.n.d.b was llsed in Tl1...1.. .

Two dUlTJn'lj t'lere su{:cesafullyseparated from tlwF4D airs

on the Q..2 range at l;IO:ffl.. The delivery maneuver is outlined as
fOlJ.Ot1i3 :

900 ips
11.500 fot
r!
no fps
7

f{,; <1,;:'l.(1
r:(}t:
0: :t:-te s
tlie S
were
:In ..t:l1e J"",.at1;(itr
t;(.! ..
Onel
the propell{\l..sl'l: II
of c"hC$)ibOiC" by
s' :the t,l:a.s f:;'tJJll a
of ilD-O:lrC 25 fM::Clt IDass
1
:2 o.r! t11crt
l)}f cIa3t'l8.fJa t;{.3 t i:e
t1."C i ...g2::dt;:'\Ofii, \,ZiL3

PRD"i\lSf.l
-J;l'.(, of 'th@ II aircraft latmched sat:ellite vehi...
the fol.:towi1'ig
1. the SpS..l.1Tl:,.ng tl'ail at h.igh to give
';;h:;;, P3:'DL,'(;};:' \117; til,:;::; :i,:;,;):L0:'d.oraship requ.:ired for the initi.al

2. Is t'? resona..'1ce problem that possibly
:in vel'd.cl(2; 0]:' 1nstabUity?
3- 't
:ili1.ci t..


i>stween the sensor telescope
of the r..';es.::s'i:'.\ (if cooponents requires the foi.J.O</J:J..ng

:'1. of nose cone, a..tW. fin
..
4. 'VQ:U;:age fz',!:,;s ,;;;o;.}$j:;:>am:ming system t:i.'!!el.'S t horizon

,..
-.
An .live first stag,g vehicl.e, fi..,l, ''las f:h."'ed to
the problems \'p the i.gn:i:tion signaJ. to the second
stage oocs'tet'. package :ror 'tJte vehicle was
in the position nomuly occup:te6. by ;:he second stage
:t'hs ins'i:rumentoovehicle wej.ght, CG al1d of i.ne:t">tia wez>e
apPI'<mima:i:ely 't..l1at of the prototype vehicle.' The IN...J. vehicle was
a single s'cage vehicle 3,,021 J.bs \l1ii\::.\1. &'1 overa.ll
of inches, a tra:nsvGrs,1! moment of inel"tiiil. of 1 'J) 205 slug 1::
2
,
a loaded. c. g.. at:. ste;;:j,on 118 a.qd a. fin. can't c;;,ngle of approxi:-n.ately
10 9 w., The tt'iggexos the first stage
of as fc)..:J.eMS:
triggel' Ang:le wit:h respect to Augle with respect to
ccm:tQrline of missile . horizontal. centerline
i$.r.:!o't: . Qi;:;IlIi .... ... "............. v":a .. U'Il!'
.2po 48':
56" Slopes dotm 49' 3S
n
12 11
salt
20
n
Slopes down 3' 39"
16 1.6 25' 41" Slopes 19'
lOi'

24 24 22
1
24" Slopes down 46" 41"
Calculated 'IV-J. parl':ic..\e trajectory and impact info:mnation as=
suming' a i:ol,erance of +1
0
' and a J.aunch azimuth 'tolerance
of 2.. 5
0
is as follows:'
Later-a! dispersion
velocity
302 n. mi
284,000 ft CafteX' 163 sec)
325 sec
+ 15 mi
-+ 15 n5 mi.
1,620 fps
2J.,C)fJO ft
9
in the l:ivr,e f:1J::,st stage j.i'1st:rumeni:ed
tee'i: vehicle (,V<;<l) t:o obtain. info!'rl.a:tion on the vehicle concept and
-. design as shoi:'m in folloT,>;:!ng The locati.on of these sen'"
SOl'S is shcr:.v"n on Figure J.
l>1agnetic aspec't Son,50X'
Accelerometers (four)
Photoelectric cell
Vehic.le Ol.ttitude
Lift and angle
of at-taclt
Angle of a:ttaclt
VehicJ.e attitude, trail rate
Vehicle roll rate
stage booster pressUI>e
.1$1: stage booster "thrust
1st stage booster drag
.vibration spectrum
Nose cone airframe. and fin
, . .
Aerodynamic loads on f:in
fryste:1l operation
the frn/FitI systel1l consisted of 22 subcarrier cMmiels
Qf 1\.ro of i:hese channels were cOlImiUta1:ed. EJ.even of
the ooeJU"'lels t-ller-e on 'the 248.6 mc fZ'equency and 'the re-
maitldsr we1;."S h'al'lsm;i;t'ted en 253.5 me.. &lela transmitter was amplified
'to 10 watts ov.I"q1".l1: the use of ReF.. a1irplifiers. The D-1 ra.....
ceiving stations were locCi:te.rl as sho'<'1n on P'igUX'e 2 and received tele=
signal.s for 18 ssr.;or..ds launch. .
DISOOSSlml OF LAUNCH
2U:W CONDInONS A'l
CALE"tJ 'Ne.l \'.1as air li'.\u"tQhet1. an Ft'..D on 28 Jv.ly
1960 at 0526 PDT. Tli.e pilot a 29: puU"'up on a ctwse of
r"'" .
MYCmm
s
ll513" 10
-.
110
0
magnet:te.. of
alt:;ti:tlde 100,. ve.locity 665 ft;/ooc and. di.N'trd,on of motion 65..
The of LCD!t W. W. West, tile project; p,ilO:i;:. is given in
Appendix A.
Figuz-e 3 is an event indicating events that oe-
emred d'UL'ing fligtri:. Data were received from 'the following sensors;
motor pressU!'e11 'O'snsaUCe1", drag aecelerometel" bJO differential
pressw;s viw&tion accelerometer photo eJ.ect:ric ce1..1.s,
a'tZ'ain gages, 0112' accele:i:'ome'tel's, fO\U"
hOl"';lzOl1. '\:rigger telescopes e.r.d PI"'.:>grcwaing ciI't.'1.'l..:i:t vol.tag-as 'lhe
f.olloTtJing sensore wezos i:n,opal"ative: ram. air
pressln'e 1:'adar b-aacon, and JIl.agnetie aspect sensor..
The oressID."e 'liS time curves of bot.h 'IV-l and the CALEB motor
fi:t'ed a1: Tullahoma facility aX'e shown on. FiguN 4. The larger
in presstWe of 'the 'rJ-l motor towards 'the end of bu.mi.ng
is at present not: expla;L,-w.lv..e. Since da:'ta were not received from
the a cuwe Pigm."'e 5, wa.s deduced
from the TV"'l motor pI'essure cml'Vs.
An analysis, of the da'ta from the vibration accel.erom-
e1:e:;> is given in AppendixB. t:ile results indicated that the
tion schedule set up for CALEB eouid be relaxed.
The first stage was by channel "B" 4., 7S sec after
lam'lc..'h. If channel t'tB" not fired the :it ...,ould have been
fired by c:harm.e.l "Afl l't 4.9 sec. Ign:i:tion de-lay of the was .195
sac. Battery '... fo'l' beth channel "A" and fiE" was 19 + .5 volt
tEu:>oughO"'clt: the record. According 'to the data received t.1'le
functioned propeZily as long as telem.etry signals
received..
11111251...
..
All four horizon trigger telescopes detected a i-n light
intensity 'tlhich was probably scattered light or refracted
. ai: 49.1 sec after ;Launch. Pulses 'that were CQ,il1patible with the roll
rate sensor were from the telescope mounted at an angle of
240 with the vehicle longitudinal axis..
The rastLltsof the data received from. the 14 the1."mOcouples
explfJ,iMd in c.
Tne stra:.t.., gage data received indicated a maximum stress of
56,000 psi a few sec after launch which is appreciably l.ess than
the designed 150.000 psi tensile s . At 49 sec after
launch tne subcarrier oscillators went to ban edge indicating a
failure in the strain gages prooobly due to the temp9Nture.
DRAG, ACCELERctmTER, DIFPERmiTIAL PRESSURE, PHaro ELBCBIC CELL AND
ACCELERCftEfER
'!he results that "'!ere obtained from the above transducers are
01tplained in Appendix D.
The telemetry data tha:t were received for approximately seventy
nine sac indicated. that the missile was successi"Ully launched and
fired. The first stage motOl' OpaMtad normal.ly for SO seQ then the
motor pressure rose to a mQximwa of 1050 psi at 35 sec. program.....
iUaig systGoA cpere:tcd sa:t:!.sfact:or:Uy d.uring 'this 'time. vibration
da.i:;a Nceived were well within the predicted values. The maximwe
str-ass recorded with strain gages loca.ted on the fin was approx;im.:..te-
ly .l/3 of the design va.lue. The tempera't:iAreS recorded on the vehicle
.lesl.'\ tl1aI1 Tile rllax:i.m.Uia &"011 rate \'Jas 9.1 :'1>50 Because
of inoperative transdUCel"S no direct and velocity mea.B'lU'e-
could be made8 Due to the conical yaw motion of the missUe
(explained in Appendi'n D) the horizon sensor technique would not have
functioned correctly in this flight.
ilifF 75 ,
12
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;.:
,
t;

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.
" \.
.\ ,." .
Strain Guage.
o .Boards -
,1.\. '
.' "
.: ..
, .....
". ,
/
"
. '1,:
\..\
't: .
. '\.
, ,
'. \"
lUIlpJ.J.J. JoeI' ouaru
:-----,rrele.scop, \
. l .../
i, .,
,
I .'
!.
Programming Gircuit
Power Supply and ,Programming Circuit .
.\1' :fortt:elemeritry ..') "
SECTION! . . First stag,e Motor
Pressure .'rransducer
O-12QOPSIG
',./>." 'I,
i,
. ,: \ '( :."r
.. .
. ') ire
".-:' .
. "
. .! ,
:tate lnd1cator
,!","
.
:,i .
"., .'. ' "," " . " . "., \ ',,' .\'.
: ... ' . ....' , '. .'. .... ",' .:. '. :\
... ,' ". . ,,"'.. ' , '
mL. .:d, ee.'rMom:b(3trerA.ro '-.-' <', .,'
v -.I. -#-.lQG. tAhgleof Attack)
aoceleration ":,, 2. 'rw6' :po;" AQcelerometers "" .,"
'2G''<nrag .3.,
BeAcon ",-, ',' '4. . .. . .
1. Telemetry Componepts'
.l,
108 Circuit
'.
'f'
,
. y\
Ill, l \.
\
\.
I'; I,.
: '."
.. ' ', :\!
SECTION'A'":7A .'
. ;
3rdStage Motor 2rid' stage MohoI' Area.. '1--.-.,.;-'=.
Areal. 0-150 .' :
1. Magnet.ic Aspect aoceleration , 2. Tw6 .
Accelerometer' 26 Drag 3. 4 IiQ.zo:n TriggeJ
BeAcon 4. Roll'l'ft.tite Indioa
j
4. Telemetry Components 5. Circuitt';
Payload Area
1. Pressure Trans-
ducer
(a) 2:t2PSID
(b) 1 0-25PSIA
2. Accelerometer
(a) TWot. 5G
(b) 135G Tri-Arial
3. Thermocouples
,..' '," .

Pressure
TV-l LOCATION OF COMPONENTS
'r'I" _
,
. ..

:urto f.hm1.ig-h:l'"
. Syno)
I
!

1

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i
t-
l__L.-.l.-,_,.L__Li----L-L-.--J.... ' .. j __ __
g
o

d
K :WCi
",,10
14
5 0 ;5 10 ,15 20 25 :30 35
:;..0
55 60 65 70 75 SO
T:i-.1Ri1
{ Q ?" -(I \if> ).

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18?OG5/t'J1-:thbac or 2
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1. AUS'!'.3t,
:HO'l'B :illV II IF
..1, CAm.'\} FIRING
oGlASSIFltD
U01 s. AIR FACILI.TY
ch1na !ake, Cal1:f'omia
ICDR W.. West, USN (Code l82o.. 5)
To: __ . Head, Suz'fa.cet1ea.pons Division (Code 4(3)
Via.: (1) i Officer" Navsl Air (Cede 18)
(2) Officer (Code lit.)
Sub": NOTS 1!N II Report on 28 TV..1 CA.Ur8; tiring of
1. Ground of GTOWld handling ot aircraft .. ac-
cCllllPl1shed with"'"he exception ot the aircraft starting
procedure. The ground crew WCM 1J.?struct&d to start ;,.rot. first, F4D 856
(Chase e.n4 f'ina.lly3 pol-i-D 145 (DeUve17 Aircraft). Because this
procedure was nat the F.. (Photographic Aircraft) vas delayed
aDd did not accomplish its miu:tem" It 1s recommended that a Naval Of't:1cer
frc:m the Naval. Air Facility di.rect this .operation to insure the ccaplete
success of TV-2 and. Yr-1,,,
2. EJ:1ght
AIRCRAFT .. The f'oJ.lcNiDg ie the cmf':lguratim ar F4D J.30145:
Basic Wei8bt With Pilot 16.335
ProJect Insiiruments 265
Fuel am Oil 5,986
Ti/
m
13,024
AIRCRAFr DEUVmY WEIGHT ". At 060 seccm.ds aircreft :fuel should be
2,800 ibs, hwmT, !ue tctieJA)'S from the coutrolJ.er. fUel indicated 1,800
Jhs. Under the Pl"ofile 'condition at 2 CPs, the of attack change d,ue..
to dif'f'erences 1n vas .25 degrees.. It '-8 that on 'N...2
and vpul that :2,'1200 lbs fuel load be used at -60 seccmd8 and 'that the
after delivery be at pt" MngU" AlsC),? tbat the LA:Bs setting be .
by 02 degrees presenit u,gle .
TV-l t8ke...off' ws made using runway 21 a:t NAF, Ch:1mt. rake..
A m11ita""'ry "te.ke...oU l.ras attempted 111 arder to save fUel, bt.swever$ after""
'Was required a't 6,000 ft pos1tic:m in order to effect a safe take-off'.
COP!'
UNClASSIFIED
'!'he afterburner take-off' cost 200 lbs of fUel, more than is required in
executing a. take-off. It is recamnended that an a.fterburner
take-off be made on future launches"
PROFILE .. Climb out ws made 00 a. 235 MGlI at 280 KIAS.. It took
13 iidiiUEes to climb to it and 70 na,\..vtical miles (B9.kerafield).
Badio con:tac"t 'WaS made with Erskine B Control" howeverI 'they could not
ge't a radar plat on 745. 856 Chase Plane) 'turned on IFF equipent
and was picked up 00 radar by Erskine B at same position. At ..15 minutes
Erskine 5 called. for radio check, they were unable to read aircraft 'trans...
m1ssions; however; their was normal. At -10 minutes Erskine 5
J was able to plot F4D 745 (Delivery Aireraft) and after a number of ident1...
fication turns directed 745 to the flight line.. These turns caused approxi..
mate4' 15 minutes delP.y in launch time and 1,000 !be of fuel. It is re-
canmended "t;bat the controller and equipment be completely checked out well
in advance of the next shot..
lsI reDR W. W. vJES'r
Copy to:
l820
14
4021
4023
4023 (N.. Kleinschmidt
con
2

VIBR1'lll:ION rJ2PORT

(T.H
B-.1 ])". Ii'" J'ch&.nscn

u c L A s s I F I E D
i '
Uo S.. UAVlI.TJ OllONAUCE TEST STATION
China flake, California
Technical Note 4023-5
VIBRATIon RillPORT ON C A r ~ E B TIi:J-IEaI8TRY VEHICLE..l
Anti-submarine \veapons l3ra.nch
Surface \'1eapons Division
\'Jeapons Developneu-t Department
14 September 1960
Prepared
This is an informal report and is transmitted for
information only.. It is not an official report of
~ h e Naval Ordn8..L""lce Test Station and must not be used
as a basis for actiono
u N c L s s r Ii' I E D
Teclmical Note 402)-,5
TABLg OF CONTEnTS
page
I Introduction 0 0 0 0 0 0 o 0 00 0 0'0 0 01
II Pre-lau.."Ilch Information 0 o 0 .. , " 1
III LOvI Frequency Analysis."." "" . 0 " DO " 2
Itf High Frequency . ~ a l y s l s . o D o o5
V S'Ul1lIl1ury0 .... " " " " Q " 0 " D 0 ..... " 10
I Introduction
. .
Technical Note 4023-,
The follovling r.eport is primarily an analysis of
limited information' received fror.l Telemetry Vehicle-lo.
The information was limited in the sense that higher
frequency data, and data over a lon.ger- period of time
would have been desirableo The information has been
useful to the extent that a more realistic vibration
test schedule has evo1vedfr6m the analysisa
A brief mention of conditions bafore launch and
effects noted in telemetry ground tests has been m a d e ~
statements and conclusions within the report have been
based on vibration data4' A more complete picture will
be avuilablea'Hhen a comparison is made \'1ith other
TV...1 reports.:>.
II Pre-launch Information
Vibration information from a model 2223 Endeve0
tri-axial, piezoelectric accelerometer was ~ e d to
three separate Fl1/FHsub carrier oscillators trans-
ra.ltting data from 2 cps to 2100 cps on 22 KC, 40 KC,
and 70 KC channelso. A pre-launch calibration signal
was planned but not obtained due to the minus five
minute hold in count d01m v.rh1ch lasted about ten
t1inuteso Peak to peak G values have been used in
assessment of data due to the lack of a calibration
signalo
Technical liote 4023"',
An orientation of the axes and location of: the
tri-axial accelerometer 1s shovT.n in lq The
will be referred to as X, Y, and Z throughout the
report.,.
II!
Low frequency information was read directly from
the Vandenburg oscillograph The recording
speed was one inch per second, allowing visual in-
..
spection of frequencies up to 10 cpso. A predominent
frequency or 201 cps with an amplitude of IG was
observed on the longitudinal (2) before lU1ll1Ch
end for 60 seconds after launcho There was no change
in frequency or amplitude during three phases of
flight; 1-Ihile attached to the aircraft, rive seconds
of free flight, and under rocket power, indicating
that a frequency nodulation caused by some component.
2
Technical Hote 4023-5
of the electronic system could be responsible for the
constant 201 cpso* Approximately 8 seconds after
launch the same frequency of 2,,1 cps appears on the
X and Y axis \1ith the amp11tude building up to a
value of 2G8 S before loss or signal", These vnlues
(201 cycles and 2G
t
s) indicate a. ten inch peak to
displacement of the accelerometero It 1s difficult
to visualize a motion which would cause periodic dis-
p'lacenont of similar aagnitude on all three at
the Salj'1e time; as previously mentioned, it appears
that the low frequency data has been The
solid lines of Figo 2 show the variation of ot1plitudes
of the 201 cps frequency mentioned abovco. It may be
seen that at 14 seconds and 19 seconds arter release
all tl1ree experienced a disturbance" The vari-
ation in G level at 14 seconds could be correlated
with phenomona of acceleration through mach 10 The
slightly larger disturbance which occurred at 19
seconds ufter release has not been accounted foro.
Sixty seconds after launch an 8a cps vibrntion
\'1i th an ampIitude of lG appears on the Y al'ld Z axis
and remains constant tUltil loss of signal at 90 secondso
* Previous groUl1d tests of the telemetry system showed
an expected 60 eycle background on the 22 KC channel,
and 300 cycle background on the 22 KC tK) KC and 70 KC
channels, but n indication of lower frequency modulation
was distinguishablsQ
3
"0 X 10 TO THE CM,
i<EUFFEL. & SS.!::R CO.
359-14G

,
.,
....
Technical fiote 4023"-,
This motion corresponds ,nth the spin rate of the vehicle
and it should not appear on the longitudinal axis. The
appearance of the-' 8. 5 cps has been oredited to inter-
ference introduced by the revolving antenna and a '''eak:
signaL. *
A special attempt to obtain information of the
frequencies between 10 cps and 40 cps has been made at
the telemetry building, but due to limitations in
"lOrl(ing \'1i th Fl-VFU nagnetic tape, the results have
been unsuccessful.
IV High Frequency Analysis
The higher frequency information (40 cps to 2100
cps) 'I.-las obtained by playing a nagnetic tape through
discriminators into a Druel and Kjaer Vibration
Spectrometer.. By using different filters on this
machine, a n1.lJD.ber of frequencies vlere examined to
determine ma.ximum G levels.. The envelope curves of
Fig. 3 show that the G levels increased with increase
in frequencyo the curves do not indicate
severe Vibration, it is reasonable to assune that a
wider frequency range might have resonance
problomso The maximum frequency response was 660 cps
on -ehe 22 KG charmel, 1200 cps on the 40 XC channel,.
* Signal strength during this period from 20
microvolts at 60 seconds to 2 microvolts at 90 secondso
5
Figo 30 Envelope curve of the max1mum G levels over the indica.ted frequency range.
FREQUENCY IN CYCLES PER SECOND
a.Yld 2100 cps on the 70 KC channel. 0 Forty per-cent of
all missile failures ace caused directly or indtrectly
by in-flight vi bratiOl1 and nany of these failures are
duo to points in a renge from 2 KC to 10 KCa*
This particular ranGe \o7US not coveredo-
Smaples of records made on the DruGl and Kjacr
spectrOtlCter are shm-Jn tn Figsc 4 and 50' Records of
the X axis have been used for illustration. as this axis,
(70 KC the highest frequency resyonse"
It should be noted that records of the Y and Z axes
'\:Jere Similar" The individual frequency records of
Fig" 4 311m-1 that vibration increased after motor burn...
out" Aerodynamic forces acting on the structure could
have caused the increasing Vibration; 11m'Jever, the
spectrum of Fig" does not indicate that vibration
increased to a degree '.-lhich l-!Ould cause structural
failure,,**
DD.t.a receivod from T\r ...l has been cmnparecl uitl1
test schedules in FigQ 60 It is clear that vibration
durIng flight lJaS much less severe than vibration
in envirol1nental testing" In vici:! of this a less
*
See "l:aGazine of Standards!!, I-iarch, 1960
** A l.oop VIaS cut from the tal)e to illustrate
the spectrUIJl at 81 seconds after launchQ Ea:d..nUB G levels
were observed at this
7
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.
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KEUFFEL .EssER CO., N. Y. NO. 3!1.t2:7Q,
LOKRrithmle. 7 X 2.2
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IT., Kleinse11ni,dt:
\.-I} 8[1
Al Pratt
Don

OF NOTS,,,T!-l
(TN 4061..63)
By ifel"ren lCo Sm:!:'eJh
Branch
N c L A s 5 I F I E D
u. S. NAVAL ORDNANCE TEST STATION
China Lake, California
Weapons Development Department
Aeromechanics Division
Technical Note: 4061-63
AERODYNAMIC HEATING
OF NOTS-TV..,1
by
Warren K. Smith
Analysis Branch
25 October 1960
~ ,
'-<-
Warren K. Smith
This is an informal report and is transmitted for information only.
It is not an official report of the Naval Ordnance Test Station and
must not be used as a basis lor action.
u N c L A 5 s I F I E D
TNg 4061 .. 63
AERODYNAMIC HEATING OF NOTSTV-l
INTRODUCTION
The protection of the Caleb Missile from damage due to
aerodynamic heating required extensive calculations based on
aerodynamic theory and unsteady-state heat flowo Since the struc
o
ture of the missile consisted of complicated shapes, it was neeess ...
ary to conduct radiant heating tests to simulate the predicted surface
temperature program and measure the internal temperaturea vs.
time. Although these tests, reported in TN 4061-51 and TN 4061-58.
in general confirmed the heat flow calculations. they did not provide
confirming evidence for calculated thermal driving forces, n a m e l y ~
the recovery temperatures and heat transfer coefficients at various
locations and times 0 These are best confirmed. by an in.strumented
flight test.
The first flight test of an instrumem';ed Caleb missile, NOTS-
TV-1. was accomplished on Z8 July 1960. In this test. involving the
firing of only the first stage, 14 thermocouples were installed in var-
ious locations by Code 4061. Data were telemetered and received at
Vandenberg Air Force Base and reduced to graphical presentation at
NOTS. Unfortunately. the planned trajectory was not achieved. There-
fore. the calculations bad to be repeated by Douglas Aircraft Company
(undel contract) for the trajectory actually achieved. so that a com-
parison could be made between predicted and measured temperatures.
The new trajectory is given in Figure 1. However, since accurate
tracking of the missile in flight failed, this trajectory is a best fit of
other data. such as motor pressure, burning time. and a horizon scan
signal.
PROCEDURE AND TECHNIQUES
Figure Z shows the approximate locations of the 14. No. 30
gaugeo chromel-alum.el and i.ron-constantan thermoc:ouples in the
missile. Thermocouple No. 1 was insta.lled 1 inch from the pressure
___ J
TNg 4061-63
probe at the stagnation point. The fiberglass insulated. dual
wires were brought from the inside of the nose cone through a
small hole and bent to allow the junction to lay in a shallow groove.
The spot-welded junction was cemented flush with the: surface by
means of Sauereisen cement. Thermocouple No. Z was made by
spot-welding the two wires individually to the inside of the stain-
less steel shell adjacent to No. 1 couple. No. 3 and 4 were in-
stalled at 45 on the hemisphere in the same manner as No. 1
and Z. respectively. Thermocouple No.5 was crimped to the
aluminum payload can. Thermocouples No. 6 and 7 were spot-
welded to the outside and inside surfaces. respectively. of the
spacemetal shroud at the forward portion of the second stage.
while 8 and 9 were similarly located at the rear of the shroud.
Thermocouples 10, 11, and lZ were spot-welded to the inside of
the epacemetal wing panel about 1 foot apart near mid panel. No.
13 was cemented into the plastic leading edge of the wing about 1/16
inch below the surface
t
while No. 14 was 1/4 inch below the surface
and 1 inch behind No. 13. Thermocouples No. 10 to 14 were iron-
constantan because chromel-alwnel wire was not available at Pt.
Mugu at the time of installation and fabrication of the wing panels.
Because no heated l'eference junction, ice bath
v
or ther-
mistor circuit was practical in this missile
e
a well-insulated steel
block serving as a heat sink was used as a reference junction l o ~
cation. The reference junction of each thermocouple was inserted
in a eeperate small hole in the steel block. An oven test, Technical
Note 4061-41 e established that a maximum of 6F change in reference
junction temperature would occur in 30 minutes flight time for an
environment change of about lZOF0 One thermocouple in the ref-
erence junction block was used as a hot junction to determine the
block temperature a moment before take-off of the airplane. The
reference junction for this m.easurement was an external ice-water
bath
v
and the measuring instrument was an Land N portable P o , ~
tentiometer.
RESULTS
The oscillograph record from Vandenberg was measured
and replotted on the graphs of Figures 3 to 7, inclusive
g
as tem..
perature vs. time curves. On these graphs are also plotted the
z
TNg 4061 .. 63
results of the recalculation of predicted temperatures on the
basis of the achieved trajectory.
Referring to Fig. 3, it win be observed that there is a
great discrepancy between predicted and measured outside sur-
face temperatures at the stagnation point, whereas the i n a i d ~ tem-
peratures agree quite well. Delamination hardly seems to be a
proper explanation for the discrepancy, for in such an event the
temperature of a delaminated or detached thermocouple would be
expected to be even higher than the calculated value, rather than
lower. The presence of a pressure probe at the exact stagnation
point and the offset location of the thermocouple may be of some
influence in this situation.. Another possibility is that the ther-
mocouple wires were "shorted" somewhere in the hole through
the plastic, thus measuring temperature at some greater distance
below the outer surfaceo The rounded-off peak in the measured
data further substantiates this suggestion.
At 45 from the stagnation point on the hemisphel'e of the
nose c o n e ~ :E'igure 4, fairly good agreement was obtained. The
inside temperatures agreed almost exactly, and the outside meas-
ured temperature was only Z50F. (140/0) short of that predicted.
It is of further interest to note that the temperature reached a peak
at almost exactly 49 seconds, identical with the velocity curve in
Figure 1, thus confirming the reconstructed trajectory.
Figure 5 indicates that the measured temperatures were
well below the calculated temperatures. As would be expected,
the aft location had the lowest outside surface maximum tempera-
ture. However the inside surfaces showed an opposite trendo It
may be that the change in angle or taper of this section is responsible
for the less severe temperatures.
The curves of Figure 6 are not consistent with the calcu-
lations. The data seems to indicate a bad connection which suddenly
established contact at the SO-second mark. However, the temper-
atures indicated by the thermocouple 1/4 inch under the surface of
3
,
,
TN: 4061-63
the leading edge are completely out of line with what was pre-
dicted. Therefore, these curves had best be
Temperatures on the inside surface of the Spacemetal
wing panels 175 to 275F lower at maJdmurn than. pre-
dieted, but the similarity in shape of curves is encouraging.
Th.ermocouple No. 10 suddenly departed radically from the close
agreement with No. 11 and 12 at 49 seconds, the end of burning.
The thermocouple attached to the payload can did not show
a significant increase of temperature at any therefore, this
data was not plotted.
CONCLUSIONS
It is unfortunate that accurate trajectory data were fA.ot
obtained. If one could say for certain that the trajectory is correct,
then the consistently higher calculated temperatures could be said
to be due to overly pessimistic assumptions in the calculationso
However, as matters now stand, it is possible that the environ-
ment was simply less severe than calculated. In any event, it
seeInS clear that the design should be adequate when based on
these calculations.
Dis tribution:
402
40Z3 (Nick Kleinschmidt)
406 (Z)
4061
45Z6
5516 (Simon)
5557 (Hunnel and Mackay) (Z)
./.$"O
FI G-lJ 11:. I.
(A LC() LATE.D
TN: 4 D 6 1 ~ 6 3
T.eAJC TOR.Y,
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TN: 4061-63
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ON IVose CDNE.
FIGI./Ie 4. TEHPl!I?ATUlt.eSAT 45
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TN: 4061-63
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TN: 4061
FI6-I.I;:e s: TEHPEKATVfi:.ES ON Sf'ACEHETAL
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TN: 4061-63
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.3 1788
al
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By A0 V0
D'y11an'Q.CS Branch