1f

ESD-.":-67-520, Vol. II

A/RIA SYSTEM
"CATEGORY II FINAL f,:ST REPORT

l Reproduced From
July [967 Best Available Copy

AEROSPACE INSTRUMENTATION PROG RAM OFFICE

ELECTRONIC SYSTEMS DIVISION
AIR FORCE SYSTEMS COMMAND
UNITED STATES AIR FORCE
L. G. Hanscom Field, Bedford, Massochusetts

This document has been

approved for public release and
sale; its distribution is
unlimited.

(Prepared under Contract No. AF 19(628)-4888 by Douglas Aircraft

Modification Division, 2000 N. Memorial Drive, Tulsa, Okla. 74115.)
-

LEGAL NOTICE

When U.S. Government drawings, specifications or other data are used for any
purpose other than a definitely related government procuremeni operation, the
government thereby incurs no responsibility nor any obligation whatsoever; and
the fact that the government may have formulated, furnished, or in any way sup-
plied the said drawing•s, specifications, or other data is not to be regarded by
implication or otherwise as in any manner licensing the holder or any other person
or conveying any rights or permission to manufacture, use, or sell any patented
invention that may in any way be related thereto.

OMHE NOTICES
0

Do not return this copy. Ret1-in oi destroy.

_I
 ESD-TR-67-520, Vol, II

A/RIA SYSTEM
CATEGORY 11FINAL TEST REPORT

July 1967

AEROSPACE INSTRUMENTATION PROGRAM OFFICE

ELECTRONIC SYSTEMS DIVISION
AIR FORCE SYSTEMS COMMAND
UNITED STATES AIR FORCE
"L.G. Hanscom Field, Bedford, Massachusetts
Ole

"This document has Veen

"approved for public release and
--- tsalel its distribution Is
Sunlimited. ._

(Prepared under Contract No. AF 19(628)-4888 by Dvuglas Aircraft

Modification Division, 2000 N. Memorial Drive, Tulsa, Okla. 74115.)
 APPENDIX 1

I WiftSYSTEM DESCRWPTION
 TABLE OF CONTENTS

Page

General . 1-3

Aircraft Modification Subsystem ...................... 1-3

Structural System . 1-3

Electcrical Power System ........... . . . . ... I-7
_ Air Conditioning and Pressurization System .............. .... 1-7
Navigation/ Communications Systemrt. ...................... I-7
Support Systems ..................................... 1-7

':=PMEE Subsystemo.I
PME.usytin.......................................1- ............... -9

Voice and Telemetry Subsystem ......................... 1-10

Timing Subsystem ...............................
HF Communications Subsystem ................... 1-19
Master Control Console ........ ....................... 1-23
_ o A/RIA Test Instrumentation ........ ..................... 1-23
4 PMEE Operations Area ........ ....................... 1-25

Configuration Changes ...................................... 1-25

:LIST
7 OF ILLITSThATIONG

Figure Title Page

I-I External Configuration ......... ........................ 1-4
1-2 Interior Arrangement .......... ... ..... ... ... ... ..... 1-5
1-3 Nose Radome and Forward Antenna Instalaton.. .......... 1-6
1-4 Trailing-Wire Antenna Subsystem ........................ I-8
SI-5 Integrated System Block Diagram ........................ 1-11
A 1-6 Voice and Telemetry Block Diagram ...... ................ I-12
1-7 Illustration of Antenna Gimbal ........ .................... 1-13
11-8 Timing Subsystem Block Diagram ......................... 1-17
1-9 HF Subsystem Block Diagram ........ .................... 1-20
1-10 Master Control Console Block Diagram. ............... 1-24
I-I1 PMEE Configuration Layout. ..................... 1-26

LIST OF TABLES

1-1 PMEE Crew Functions ........ ........................ 1-27

1-2
 APPENDIX I

SYSTEM DESCRIPTION

GENERAL

The A/RIA System was designed under the basic concept of modifying an
inventory aircraft - in this case the C-135A - by installing sufficient radio,
voice and data communications equipment to enable the orbiting Apollo
space vehicles to maintain two-way communications with the world-wide
space vehicle control network operated by NASA and the Air Force. Such
an installation required the addition of a sensitive directional antenna Rys-
tem, and several omnidirectional antennas, to insure two-way voice corn-
munications, data reception from the spacecraft, and data retransmission
to established ground stations. The general configuration of the aircraft is
illustrated in Figure I-I. The installation of the primne mission electronics
equipment (PMEE) required significant modifications to the interior of the
aircraft, plus extensive modifications to the original electrical and air con-
ditioning subsystems. The major subsystems of. the PMEE (and aircraft
modification) will be described in the succeeding paragraphs.
AIRCRAFT MODIFICATION SUBSYSTEM

The modification of the basic C-135A to the EC-135N A/RlA aircraft con-
sisted of extensive modifications to the cabin area to accommodate the
PMEE and the operating crew. The general configuration of the interior
of the aircraft showing equipment and crew positions, and installation of
the nose-mounted UHF/VHF tracking antenna, is presented in Figure I-Z.

Structural System

Installation of the PMEE required modification and local strengthening o!

the floor, plus the addition of provisions to provide upper cabinet attach
points. Additionally, support provisions were added for the cabling and
cooling ducts associated with electrical power and cooling of the PMEE.
To support the operating crew, two rest areas were added: a forward rest
area, located just aft of the flight crew compartment, and an aft rest area
at the rear of the cabin. Personal equipment and storage provisions were
installed at various positions throughout the cabin .trea.

The nose area modification consisted of major re-work to the bulkhead at

Station 178 to provide support and attach provisions for the UHF/VHF track-
ing antenna and associated radome. Fairing structure was added aft of
Station 178 to minimize aerodynamic effects of the modified nose. Figure
1-3 illustrates the installation of the tracking antenna and fairing struct'ice.
t
Other minor structural modifications were required for the addition of the
HZ wing-tip and trai-ling-wire antennas, addition of data dump antennas,
relocation of the existing C- 135A navigation and communications antennas,
static reference port, and pitot tubes. Those aircraft designated to include
the ALOTS subsystem required some stiengthening of the cargo door frame
and structure to accommodate the cargo-door-mounted ALOTS pod.

1-3

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1-6
 Electrical Power Systerr.

The electrical power generation capability was increased to meet the

"additional loadimposed by the PMEE. Existing generators were removed
and replaced with 40-KVA brushless generators on all four engines to pro-
vide a 160-KVA, four-channel, automatic paralleling system to meet the
requirements of the basic aircraft and PMEE subsystems - and the A1,OTS,
for those aircraft so configured. The brushless generators were chosen
for the system to improve the reliability and maintainability of the system,
Sand to minimize the possibility of electi ornagnetic interference.

Air Conditioning and Pressurization System

The existing air conditioning system was augmented with a forced-air

circuit to provide for the increased cooling requirements imposed by the
PMEE. This circuit consists of a skin heat exchanger, supply and return
ducting, and two electric motor-driven fans. In addition, a mixing valve is
A included to provide heated air to the PMEE cabinet system to prevent over-
cooling of the equipmcnt.

The basic C-135A air conditioning system was unaltered, except for mod-
ification of the overhead ducts to provide conditioned air to the PMEE
operators and the new rest areas, and relocation of the pressurization
At. static reference source.

Navigation/Communications Systems

Installation of the tracking antenna, radome, and the PMEE necessitated

the relocation of the antennas of the SCR-718 Radio Altimeter, AN/ARN-Z1
No TACAN No. 2, AN/ARN-67 Glideslhpe, and AN/APN-59 Search Radar.

The complement of antennas was expanded to accommodate the communica-

tions requirements of the A/RIA System. The spacecraft-to-A/RIA data
and voice relay link is accomplished by the large nose-monounted UHF/VHF
"rw steerable antenna. This antenna has automatic tracking capability to in-
sure continuous voice communications. To handle the A/RIA-to-giound
voice relay link, an HF trailing-wire antenna was installed (see Figure 1-4).
Z Two HF wing-probe antennas were insballed to improve the system reliabil-
ity; in addition, the vertical fin probe is tied into the PMEE and to the pilot's
HF system. Two data dump antennas were also added to provide A/RIA-to-
ground transfer of recorded telemetry data relayed from space vehicles.

The basic C-135A intercommunications system was extensively modified to

provide selective and "party-line" communications among the PMEE
operators. In addition, radio communications and emergency call pro-
visions are supplied to the new intercom system positions. During normal
-_ operations, tie-in of the PMEE operator positions with the flight crew
positions can be established only through the A/RIA Mission Coordinator
position.

Support Systems

The basic C- 135A lighting system has been modified to provide the necessary
"illumination at
the various PMEE operator positions and rest areas. Other

1-7
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I- equipment modifications include extensi'on of the oxygen system to all
positions, modification of the emergency alarm system, and installation
of a rain-repellent system with the kit provided by the Air Force, in
I accordance with Technical Order 1C-135-644. The oxygen system onthe
production of EC-135N aircraft has been converted from the existing LOX
system to a GOX system, to facilitate remote area aervicing,

PMEE SUBSYSTEM

The PMEE subsystem consists of several subsystems and consoles integrat-

ed into a complete electronics subsystem to accomplish the mission of the
A/RIA System. For convenience, the PMEE subsystem has been separated
into the following functional breakdown, to facilitate description of the com-
S-4 position and operation of the complete subsystem.

• Voice and Telemetry Subsystem

The voice and telemetry subsystem includes the assemblies, controls, and
equipment discussed in the following paragraphs.

Antenna Assembly

_ The antenna assembly includes a parabolic dish with a six-terminal spiral

feed for UHF and four crossed dipoles for VHF, antenna pedestal and drive
assembly, and microwave receive and transmit components.

Antenna Control

"The antenna control includes a console housing all control and status
indicators for the antenna system.

S= RF Equipment Group

The RF equipment group includes the tracking receivers, data and voice
receivers, UHF and VHF voice transmitters, verification receivers, patch
panels, and associated equipment.

Record Equipment Group

The record equipment group includes the wideband data recorders, audio
recorder, patch panels, and associated equipment.

Data Dump Equipment

The data dump equipment includes a VHF and UHF transmitter, modulator,
and patch panel.

Timing Sul 3ystem

The timing subsystem includes a primary and secondary time standard, time
signal generators, WWV receiver, remote GMT and elapsed time indicators,
and other equipment used in establishing time codes.

1-9
 i -
Im

HF Subsystem

The HF subsystem includes HF receivers and transmitters, teletype equip-

oment, telegraph tone terminal equipment, and associated hardware.

Master Control Console

The master control console includes controls and indicators necessary for
controlling /monitoring PMEE operations.

A block diagram of the interconnection of the cited subsystems is presented

in Figure I-5. A further breakdown and description of the system follows.

Voice and Telemetry Subsystem

S a

The voice and telemetry subsystem is described in the following paragraphs

and is shown in the block diagram of Figure 1-6.

Antenna Group

'SW The antenna group (antenna assembly and control) consists of a two-axis
tracking antenna and control system which drives the antenna in either ac-
quisition or tracking modes. The antenna pedestal and drive motors are
located in the nose of the aircraft, while all antenna controls are conven-
"011 iently located on an operator's control console within the instrumentation
compartment. Thus, the operator can control azimuth and elevation inputs
-) manually, can select either acquisition or auto-track mode, and has controls
for a tracking combiner.

During acquisition, the operator inserts the azimuth and elevation of the
target into the control system by means of the azimuth and elevation knobs.
Data from the aircraft dircctional and vertical gyros stabilize the antenna
-- lb to the reference point in space selected by the azimuth and elevation inputs
a-AP until these manual inputs are revised or the system is placed in the auto-
track mode of operation. In the auto-track mode, signals received from
the tracking receivers are used to automatically drive the antenna on a con-
tinuous target track,

The major characteristics of the antenn- can be summarized as follows:

a. The pedestal. Two-axis airborne-mount canted -35'

from the longitudinal axis of the aircraft and mounted
on a vertical plane. An illustration showing the mount
~af gimbal geometry is shown in Figure 1-7.

b. Angular coverage. Azimuth "100° relative to aircraft

heading, Elevation -30' to +95* with respect to the
horizontal plane. From the illustration it can be
readily seen that in order to scan horizontally, it is
necessary to rotate both axes.

A beam tilt function has been incorporated to minimize multipath at VHF.

This is accomplished by electrically shifting the horizontally polarized
elements of the beam i y 00, 11 ', 16°, 20%, or 23' in elevation. There is

1-10
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1-12
 no mechanical movement of the antenna and there is no effect on the vertical
dipoles. Beam tilt is the most effective with the antenna at a zero azimuth
position because, in order to scan the antenna azimuthally, the dish must
be rotated; therefore, the shift of the horizontal dipoles would occur at some
angle with components in both the azimuth and elevation planes.

,-- AIRFRAME NOSE SECTION

a/\

_. AIRCRAFT
AXIS

35 CANT

Sx 35°

FIGURE 1-7. ILLUSTRATION OF ANTENNA GIMBAL

The tracking combiner allows selection of combinations of tracking receiver

signals and polarizations to optimize signals to the servo drive system. A
simple tracking-rate memory circuiL i-. included which, in the event of a
tracking receiver signal loss, will have stored the latest receiver inputs
-. and will continue to drive the antenna pursuant to the stored data.
94 RF Equipment Group

The RF group supplies antenna directional information, voice transmission

to/from the spacecraft, and accepts spacecraft telemetry data. RF capabil-
ities encompass S-band, L-band, and VHF.

Each receiver channel is made up of two independent circuits operating on

different senses of polarization. Combination after detection provides high-
qu lity, reliable voice communication. Redundant transmitters are pro-
vided on the UHF band; while one transmitter is actively coupled to the
* -antenna, the redundant transmitter is in "hot standby" at all times into a
dummy load. Voice signals are injected to modulate both transmitters at
all times; thus rapid transfer can be accomplished in the event of failure or
malfunction. Voice verification receivers operating from RF probes on the

1-13
 W6
1
tracking antenna provide side tone for the operator, giving positive indica-
"tionthat the voice signals are actually being radiated to the spacecraft.
Record Equipment Group

The function of the record group is to record telemetry and voice signals
* received from the spacecraft and to avail these signals through airborne or
ground network playback. The recorders will accept wideband predetection
IF signals, medium bandwidth PCM telemetry signals, narrow-band data
"signals, audio signals, time code, and speed control signals. Auxiliary
monitoring equipment to provide visual examination of pre- and post-
recorded signals on oscilloscopes, meters, and spectrum analyzers is
contained within the system. A playback facility is provided so that an air-
borne telemetry dump can be accomplished via the ground communication
link. The record group comprises the following equipment:

a. Wideband Telemetry Tape Recorder/Reproducers. The

primary function of the airborne tape recorder/reproducer
is to record predetection, post-detection, video, and low
frequency analog telemetry signals. The tape recorders
are 14-channel magnetic type, rack-mounted, and are com-
plete with associated electronics and integral controls. Each
recorder has 14 direct-record channels, and two FM record
channels with provision for expansion to 14 FM record chan-
nels. Each rack contains patching panels and switching to
permit the use of FM electronics on any given channel. The
recorders are capable of accepting IF and video signals dur-
ing a short mission interval. At a later time, one of the
recorded channels is reproduced and its signal fed to a
patch panel for transmission to a ground station.

b. Narrow-Band Data Multiplexer. The narrow-band data

multiplexer permits a number of narrow-band data signals
to be recorded on FM subcarriers. These signals consist
of 18 IRIG FM subcarriers ranging from channel number 1
at 400 * 30 Hz to channel 18 at 70 *10. 5 KHz. The record!
reproduce systems accept and play back these signals.

c. Audio Tape Recorder.- Seven-Channel. The audio tape re-

corder is used to record voice ccumrniunications and consists
of three subsystems: a tape transport and associated elec-
tronics, record/reproduce elec'cronice, and a monitoring
system. The tape speeds provided are 15, 7-1/2, 3-3/4,
and 1-7/8 ips. Speed range is selected by means of a belt
change, and each speed is accurate to 0.25 percent. Ac-
curacy is maintained over the length of the tape reel when
/-• operating with standard aircraft power supply. The trans-
port accepts standard 10-1/2-inch NAB reels, utilizing
1/ 2-inch tape with a thickness of 1. 0 or 1. 5 mils. Panel
controls are provided for record, drive, stop, fast forward,
rewind, and power functions.

-, d. Predetection Playback Monitor. Predetection up-converters

are provided to permit any predetection recorded signal to

if. 1-14
 be connected to a spectrum display unit for the comparison
of the pre- and post-recorded signals. Two switches con-
nect the input of the monitor to any desired track of the tape
recorder and the output of the monitor to a spectrum display
unit. The output is also connected to the video patch panel
_- for use by a receiver demodulator.

e. Data Multiplexer Calibrator. The data multiplexer calibrator

"contains atunable discriminator which will isolate each of the
IRIG channels from the multiplexer composite signal. The
frequency, potential, and wave form of each signal may be
observed on the meter and display scope provided. Calibra-
tion of the narrow-band data multiplexer may be accomplish-
ed in this manner.

f. Recorder/Reproducer Control Panel. The recorder/reproducer

control panel contains the controls, selected switches, signal
distribution capability, meters and indicators required to
operate and monitor the status of the record/reproduce subsys-
"IAn
- tem.

g. Data and Recorder Error/Multi)lexer. The data and recorder

IMF error/multiplexer provides higher signal fidelity by separating
the wow and flutter components inherent in the recorder from
the data and information composite signals.

Data Dump Group S_74

The function of the data dump group is to retransmit to the grouid station the
telemetry data received from the spacecraft via the VHF and U1I. link. This
link utilizes two transmitters operating on different frequencies. Separate
or simultaneous transmission is possible. The data dump group, comprises.
the following equipment:
_. a. VHF Dump Transmitter. A 0. 5-watt FM data dump transmnitter
operating in the 215- to 260-MHz band transfers recorded data.
dN& to ground stations that come into communications range durin;
A/RIA aircraft flight.

b. UHF Dump Transmitter. A 0. 5-watt FM data dump transmitter

operating in the 2200- to 2300-MHz band transfers recorded
data to ground stations that come into comnmunications5; range
during A/RIA aircraft flight.
c. Video Patch Panel. The video patch panel is used to inte~rconnect
I
____
•-'
A
the VHF dump transmitters to the recorded data. T'his arrange-
ment will permit modulating both transmitters with thhe saime
data or modulating the transmitters with two separate re-"corded
tracks.

d. Antennas (VHF and UHF). The VHF antenna is a broadband

antenna permitting operation in the Z15- to Z60-MHz range.
The UHF antenna is a broadband antenna permitting operation
in the 2200- to 2300-MHz range.

*1m1-15
 Timing Subsystem

Timing Group

The timing group is the central timing facility for the A/RIA System.
Standard time formats are provided through two distinct time signal gen-
erators and power supplies, thereby enhancing reliability through use of
redundant generators for the critical timing requirements. An additional
radio frequency WWV receiver is furnished to provide verification of fre-
quency primary time standards, and two highly stable accurate time
standards provide an on-board frequency reference. A coincidence monitor
provides continuous format "display and indicate" coincidence between like
signals from the on-board timing system while the A/RIA aircraft is either
airborne or on station. Further included are switching panels, patch panels,
"m ,distribution system, oscilloscope and indicator displays. A block diagram
is shown in Figure 1-8.

The timing group comprises the following equipment:

a. Frequency Standard, Rubidium. This unit constitutes the

primary standard source of highly accurate and stable fre-
quency reference using rubidium. Long-term stability is
5 x 10-1I (standard deviation) for 1 year and short-term
stability is I x I0-ll (standard deviation) for 1-second
averaging time.

b. Frequency Standard, Crystal. A secondary frequency

standard consisting of a crystal oscillator is used as
back-up for the rubidium oscillator. This unit is part
of the monitor panel and senses any inactivity in the
rubidium standard,

c. Time Signal Generators. Two time signal generators

(TSG) in parallel are used to provide the basic timing
pulses of the timing subsystem. Each TSG accepts a
100-KHz input signal, and provides binary code decimal
(BCD) and decimal outputs of time-of-year time displays,
serial codes, and parallel repetition rates.

d. Time Coincidence and Switch Panel. The outputs of both

TSG's are fed into the coincidence monitor panel. This
unit contains the circuitry necessary to monitor and check
"formatcoincidence between any 12 like codes with a time
displacement tolerance of 50 ps. A manual switching
M,'capability is provided so that any code or repetition rate
may be independently switched from either TSG to the
patch panel.

e. Power Supply and Battery Chargers. Each TSG has a

power supply and battery charger unit associated with it.
The power supply provides DC power to the TSG. It con-
tains all the necessary circuitry to develop the required
,' DC voltage from either the AC power line or the Z8-volt
Ohd;
. battery power supply. In addition, a battery charging

1-16

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1-17

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 supply is provided to continuously trickle-charge or
fast-charge the battery when required.

f. WWV Receiver. The WWV receiver is used to receive

- the transmitted master timing signal for comparison
with the on-board clock station. Time comparison
j [readings are taken when the zero crossing of the second
cycle of the received W WV tick is aligned with the neutral
center line of the CRT. Accurate time synchronization
may be performed using corrections for propagation delay
and indicator readings. Controls for phasing the locally
derived pulse and for inserting the WWV propagation delay
are located on the TSG. Using this method, a setting ac-
curacy of _+5ms or better with respect to UT-2 can be
obtained.

g. Elapsed Time Display. The elapsed time display provides

means for monitoring elapsed time and for generating the
elapsed time for distribution to remote indicators located
throughout the aircraft. The clock consists of an accumulator
plus manual and automatic controls for the insertion of elapsed
time, start of elapsed time, and for the control of the counting
mode. A numeric tube display composed of six nixie tubes in-
dicates mission elapsed time (MET).

h. Timing Distribution Panel. The distribution panel accepts

output signals from the time signal generators which are
routed through the patch panel and contains circuits which
)rovide voltage and power amplification, and signal mixing;
ulse width generation equipment is also incorporated.

i. Battery Power Supply. A battery power supply consisting of

a nickel-cadmium storage battery pack is provided as a source
of energy power. In the event of a primary power failure, the
battery power supply will adequately power a TSG for a min-
imum of 24 hours and both TSG's for a minimum of 8 hours.

Sj. Power Control Panel. The system power control panel pro-
vides the necessary control and monitoring functions of both
AC and DC power for the timing subsystem. In addition,
monitoring of both time signal generator power supplies, both
battery power supplies, the coincidence monitoring and switch-
ing panel, and form distribution panels is accomplished by this
panel.

k. WWV Antenna Matching and Filter Panel. The antenna coupler

provides a 50-ohm match to the filter input at the five desired
WWV frequencies. A five-position motor-drive coaxial switch
controls the selection of five fixed-tuned, antenna-coupler
matching networks, and provides the digital input for tuning
the receiver filter. A filter gain control and over-load in-
dication is also provided.

1-18
 HF Communications Subsystem

The HF communications subsystem includes equipment to provide voice and

teletype communicatic is between the A/RIA and ground stations. A block
diagram of the subsystem is presented in Figure 1-9. Major HF components
are described in the foilowing paragraphs.

HF Transmitter

The HF transmitter is comprised of an exciter and a linear power amplifier.

This equipment has performance characteristics as outlined below:

a. Exciter. The exciter translates audio inputs first to a

100-KHz IF and then to a 500-KHz IF in the IF translator
unit. This translator unit, when implemented by the ap-
propriate series of single- and dual-balanced modulators,
will multiplex up to four independent audio inputs into
Z. 69 KF1z (nominally 3 KHz) channels. The receivers are
'4 equipped for two 3-KHz channels with provision for expan-
PC sion to four channels by the addition of the appropriate plug-
in boards. The composite signal includes reinserted carrier,
when desired, and permits operation in the compatible AM
mode, in the suppressed carrier mode for SSB and DSB, or
in the pilot carrier mode for SSB and DSB.

The 500-KHz IF is translated to the desired frequency in the

2. 0- to 29. 9999-MHz range by the RF translator with a peak
envelope power level of 0. 4 watt, suitable for driving the
power amplifier. Injection frequencies employed in the two
translators are derived from an external 100-Kliz standard,
having a stability of better than one part in 1010 per day.
Each transmit channel is individually controlled in 0. I-KHz
increments yielding a total of 280, 000 channels. A transmit

4:. gain control voltage in the RF translator may be set to estab-

lish the drive level to the final power amplifier. Feedback is
employed to hold the transmit power level in accordance with
a preset reference. Remote frequency and mode control of
the exciter is accomplished with the radio set control.

b. Power Amplifier. The linear power amplifier operates over

"the 2.0- to 29. 999-MHz frequency range with an output level
of 1-kw PEP or average. When coarse-tuned by the system
O control unit to the nearest megacycle of operating frequency,
the unit automatically tunes to the exciter frequency and
linearly amplifies the signal. A signal power of 0. 2-watt
VR
•PEP is required to drive the amplifier to rated output. The
maximum tuning time of the amplifier is 10 seconds (2 to 3
S..seconds typical). The gain of the amplifier is within 3 dB
(+Z, -1 dB of rated output) for all operating frequencies.
Except for the RF power stages, the power amplifier is
Scompletely transistoriz.•d.

1-19

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14

-~ 1-20
 A

HF Receiver

The HF receiver includes an IF translator and the RF translator, which

are virtually identical to their respective counterparts in the transmitter.

a. RF Translator. The RF translator, also used in the HF

transmitter, is essentially a bilateral converter. As a
receiver, the input signal in the 2. 0- to 29. 9999-MHz
range is translated to a 500-KHz output in the RE tuner,
employing the identical injection frequencies used in up-
conversion of the transmit mode. The I-KHz tuning in-
crement yields 28, 000 receiver channels. Tuning to
0. 1-KHz increments is further accomplished in the IF
translator, subsequently described. The RF translator
also supplies a 100-KHz reference standard to other units
as required.

b. IF Translator. The IF translator accepts the 500-KHz IF

from the RF translator, converts it to a 100-KHz IF and
"separates the multiplexed signals through five bandpass
filters. Four of these filters channelize the information
about 100 KHz while the fifth filter separates the carrier,
to the degree it is present. The carrier channel is am-
plified and used to develop AGC and AFC control voltages,
which are also used in a variety of signal monitor and
alarm functions. The injection frequencies for the IF
translator derive from 100-KHz standards supplied from
the RF translator. Fine tuning resolution of 0. 1-KHz
III " steps is supplied in the IF translator, yielding a tcial of
280, 000 tunable frequencies in the receiver.

HF Filters

-• Two types of filters are required in the HF system. A low-pass filter is

required at the output of the transmitter power amplifier to attenuate out-
of-band higher frequency emissions which might interfere with -VHF
equip-
-ment. A receiver pre-selection filter is necessary to negate the stronger
transmitter levels which may be as close as 10-percent frequency spacing.

Antennas

The antenna complement of the HF communications subsystem is comprised

of a trailing wire transmitting antenna, two wing-tip probe antennas which
may be used for transmission or reception, and the use of the vertical fin-
probe antenna, for backup in event of failure of a primary antenna.

Teletype Equipment

The teletype equipment is procured from the stuck of vendors hav.ng current
designs meeting the requiremeuits of the A/RIA application. Specific items
which meet the specifications of the terminal equipment are described sub-
sequently.

1-21

mm
 a. Tone Telegraph Terminal. The frequency shift key tone
telegraph terminal provides all equipment necessary for
operating 16 complete transmitting and diversity receiving
(duplex) channels with standard 170-Hz spacing or special
120-Hz channel spacing. The tone keyers are compatible
with either 20- or 60-ma current loops with adjustable out-
put level between -30 dBm and 0 dBm. The tone converters
have a sensitivity range of -45 dBm to +5 dBm without line
amplifier.

b. Keyboard Send/Receive Unit. The keyboard send/receive

* (KSR) unit provides page-printed copy from received format
7.42 at speeds of 60, 75, and 100 words per minute. Speed
selection for send and receive functions is accomplished by
a 3-speed gear selector.

c. Tape Transmitter/Distributor. The tape reader automatically

reads and transmits tape information from 5-, 6-, 7-, or 8-
level standard codes. The reader will function on all standard
speeds up to 100 words per minute after simple gear changes.
d. Typing Reperforator. The typing tape punch is a receive-only
"machine designed as a 5-level reperforator. The unit operates
at speeds of 60, 75, or 100 words per minute by a gear shift
which permits instant switching.

Audio Facilities

Audio facilities include the following active elements: audio center, HF

voice monitor facility, and audio combiners.

* a. Audio Center. The audio center contains the interconn ýcting

and level adjusting equipment, thus providing a monitoring
control for all voice switching and relay circuits within the
aircraft. In particular, the audio center accepts outputs from
the HF up-link and the VHF and UHF down-link receivers. These
signals will be distributed to the inputs of the VHF and UHF up-
link and dual-HF down-link transmitters. The audio center also
provides the necessary interface signal processing and control
Sfunctions. The audio center includes matching facilities for all
-• the interconnection options as well as for the processing equip-
ment, including amplifiers and attenuators. Monitoring facilities
consist of audio signal level (VU) meters. Amplification is prc-
vided by a series of single-channel, solid-state buffer amplifiers,
furnishing 0-dBm signal levels at 600-ohm balanced impedance
to the intercom system, recorders, and the spacecraft/ground
communications equipment.

b. HF Voice Monitor F'acility. The HF voice monitor facility ac-

commodates the function of selecting, for aural evaluation, the
em• several TIFreceiver sideband outputs. These outputs are coupled
from the audio patch panel to the HF voice monitor, where any
sideband channel may be selected by a bridging amplifier and
amplified to a suitable listening level for evaluation by the HF
Communications Subsystem Operator.

1-22
¢t-C
 c. Audio Combiners. The audio combiners sum the relative
signal plus noise appearing at the baseband outputs of the
two receivers.

Master Control Console

The function of the master control console is to provide control, monitoring,

and verbal communication capabilities withii the A/RIA aircraft, and will
provide the RF links to the spacecraft, ground, and other aircraft of the
A/RIA fleet. The master control console contains illuminated indicators -r
the front panel to provide status information regarding other subsystems.
In addition, illuminated alternate action switches are utilized on the front
panel for control functions. Digital displays of Greenwich Mean Time,
Countdown/Mission Elapsed Time, and aircraft position are provided.
Tracking antenna azimuth and elevation indicators are provided on the
console.

The console contains an intercom station, power controls, provisions for

emergency oxygen, cooling air, hard-hat stowage, an ashtray, and cup
holder. Two 2 8-volt power supplies are provided; the chassis includes
circuitry which is used to flash indicators OFF and ON and to indicate
failures of subsystem equipment.

The various types of indicators on the console front panel are grouped
according to the subsystem to which they pertain; i. e. , antenna control,
air-to-ground, air-to-spacecraft, timing, and telemetry recording.
The console contains GO/NO-GO indication of each subsystem status. These
are based on results of checkout procedures.

Figure 1- 10 shows a block diagram of the master control console.

A/RIA Test Instrumentation

Test instrumentation encompasses the on-board equipment comprised of test

equipment peculiar to each of the subsystems and contained therein. In ad-
dition, portable test instruments are provided for in-flight unscheduled main-
tenance; they may be utilized at any of the operator positions. These portable
test instruments will be used for fault isolation of the PMEE in flight dur-
ing periods of deployment, for mission data interval coverage. In-flight
maintenance will be limited to the removal and replacement of modules.
Repair of the modules will be deferred to the operating base whenever
po s s ible.

In the event of a detected malfunction or suspect item of the PMEE, its re-
dundant hot standby will immediately be patched in its place. Where re-
dundant selection is not obtainable and as time permits, the problem will
be isolated to the lowest i eplaceable unit of the particular system using
the in-flight test equipment provided.

The in-flight test equipment is stowed aboard each of the eight A/RIA and
is readily available for use while the A/RIA System is in flight.

1-23

I
-~.
4

7~a

Eoz ;

0u
04

xx

-1
If

cj

Ilk

1-24
 Following is a list of in-flight test equipment:

a. Oscilloscope, Hewlett-Packard Model 140A.

b. Dual-Trace Amplifier, Plug-In, Hewlett-Packard Model 1402A.

c. Time-base/Delay Generator, Hewlett-Packard Model 1421A.

"d. Multimeter, AN/PSM-6.

e. Crystal Detector, Hewlett-Packard Model 4ZOB, or equivalent.

VHF/UHF Counter, Hewlett-Packard Model 5254L.

PMEE Operations Area

The PMEE operations area are functionally composed of equipment

cabinets and console positions in configuration for the A/RIA aircraft (see
Figure I- 11).

Six operator console positions are provided as follows:

a. No. 1 - Mission Coordinator

b. No. 2 - Timing/Recorder Operator

c. No. 3 - Antenna Controiler

d. No. 4 - Telemetry Operator

e. No. 5 - Spacecraft Communications Operators

f. No. 6 - HF Communications Operator

Operator mission functions and location areas are delineated in Table I-I
and in Figures 1-5 and I- 1.

CONFIGURATION CHANGES

The Category In Flight Test Progranm (and the Category I Qualification and
Integration Tests conducted simultaneously with the Category II Program)
revealed equipment and system problems, some of which are unresolved at
4-the time of the preparation of this report. The complete listing of such
problems is currently under study by ESD, Douglas Aircraft, and Bendix
Radio Division, all of whom participated in the preparation of the list of
problems outstanding at the completion of the Category II Test Program.

-s * 1-25

m"
m 00

z lz

E- z

zz

'.W4

rJL)0

;00

1-26
 TABLE I- i

PMEE Crew Functions

Operational
Name* Station Readiness Pre-Flight Mission

Mission 750 Checks opera- Assures con- Follows mis-

Coordinator tional status tinued opera- sion plan.
of all subsys- tional status Monitors
tems and of A/R.IA sub- status of all
personnel, systems. PMEE sub-
systems.

Timing/ 1000 Performs tests Assures con- Follows mis-

Recording and determines tinued opera- sion plan.
Operator readiness of tional status Updates time
Timing/ of Timing/ standard.
Recording Recording Monitors
Subsystem. equil ment. time status.
Installs patch Records all
* panels transmis-
sions.
Antenna 750 Performs tests Assures con- Inserts pre-
Control and determines tinued opera- launch data
Operator readiness of tional status into pro-
tracking an- of antenna grarnmer
tenna and control sub- and operates
antenna pro- system. tracking
grammer. subsystem.

SSpacecraft 600 Performs tests Assures con- Operates

Communica- and determines tinued opera- voice and
tions readiness of tional status telemetry
W Operator spacecraft of voice and subsystems.
Scommunica- telemetry
tions subsys- subsystems.
tern.

Ground 800 Performs tests Assures con- Operates HF

Communica- and determines tinued opera- transmitters,
tions readiness of HF tional status HF receivers,
"Operator transmitters, of HF trans- and teletype.
HF receivers, mitter s,
and teletype. HF receivers
and teletype.

S. * Refer to Plan View - Operator's Locations

1-27

a!i a
 ,gi

* a+

is

APPENDIX I1
a;
: *+ TEST INSTRUMENTATION

!+ ++'4
--t

II-1
A
I

LIST OF ILLUSTRATIONS

Figure Title Page

11-1 Oscillograph Signal Conditioning Units. ................ I-3

11-2 Oscillograph Recorders .......... ...................... 11-4
11-3 Photo Recorder ......... ........................... II-- 5
11-4 Event Recorder ....... ........................... ... 11-6
11-5 PMEE and Instrumentation Interface ....... ................ H-7
11-6 PMEE and Instrumentation for CNR and SNR ............. -8

LIST OF TABLES

Number Title Page

11-1 PMEE Instrumentation Parameters - Recorded on

Oscillograph ............ ............................ 11-i
11-2 PMEE Instrumentation Parameters - Event Recorder H......1-15

11-2
 41

FIGURE 11-1. OSCILLOGRAPH SIGNAL CONDITIONING UNITS

:11-
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 IdopI
rimri

PiGURE 11 4. EVEN~T RECORLIEW

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ttvent Recorder)

Monittr Switchi ng
item P'unctior4 Point Mode n

1 POSSIBLE TARGEET OA- I I RELAY

2 1Illy ,)PT OA--I I RELAY
3 ITFl/VHF ()PT OA- I I RELAY
4 VHF C)P'I OA-- 11 RELAY
5 VIlF RHC OA-11 RELAY
6 VHf F, LHC OA-11 RELAY
7 UHIF RHC OA- Il RELAY
8 UHF LHC OA-11 RELAY
9 AUMO TRACK GA-11 RELAY
10 MANJUAL TRACK OA- I RELAY
11 LOSS( OF SIGNAL OA-i I RELAYX
12 Az LIMIT OA-11 RELAY
13 E LIMIT OA-I I RELAY
14 RATE MEMORY OA- II RELAY
15 ANTENNA ,'_TOW GA-Il RELAY
16 SECTOR SCAN OA-11 RELAY
17 DATA RCVR IA ACQ OA-12 TRANS
18 DATA RCVR 11B ACQ OA-12 TRANS
19 DATA }CVR 2A ACQ OA-12 TRANS
20 DATA "FL.CVRI 27 ACQ OA-12 TRANS
21 DATA IRCV I 3A ACQ OA-12 TRANS
22 )ATA 1.ý,CVR 3P, ACQ OA-12 TRANS
23 DATA RCVR 4A ACQ OA-12 TRANS
24 DATA RCVR 43 ACQ uA- TRANS
"I'
25 DATA RCVR 5A ACQ GA- 12 TRANS
26 DATA RC%\'R 5B ACQ OA-12 TRANS
27 DATA RCVR 6A ACQ OA-12 TRANS
28 DATA RCVR 611 ACQ GA-12 TRANS
29 DATA R7LCVR 7A ACQ OA-12 TRANS
30 DATA RCVR 711 ACQ OA-12 TRANS
31 UIIF VERIF RCVH ON OA-12 TRANS
:12 VHIF VERIF RCVR ON OA-12 'RANS
33 VHF VOICE RCVR IA ACQ GA-12 TRANS
3i VHF VOICE Rcvn. 1.in AnID OA-12 TRANS
35 VIIF TRNSMITT'1ER ON OA- 12 TRANS
36 uIF TIANSMITTER i I ON (A- 12 TRANS
37 UHF 'FRAN':MITT' EI #2 ON OA-- 12 TRANS
VN7AhbLM RNSG J- TRANS
:M VII D)AT'A DUIMIP TRANS ON OA- 12 T RANS
M9 IJIIF 1)ATA IDUIMP 'TRANS (MN ()A-I? "'n NS

p!1
 w

Mon. or -itthing
item P()it
l iiutio* Mode

40 IRK RCVR III ACQ (-A-t22ANS

42 'I'RK RCVR #f3 ACQ OA-12 M'I'ANS

13 'I'RK RCVR 04 ACQ OA-I TRAS
44,I AUDIO ,P..WOER RECORO OA- 12 TRANS
45 WIDEBANI) RECORDER #I
RECORD OA- 12 TRANS
46 WIDEBAND RECORDER #2
RECORD OA-12 TRANS
47 WIDEBAND RECORDER #1
PLAYBACK OA- 12 TRANS
48 WIDEBAND RECORDER #2
PLAYBACK OA- 12 TRANS
49 liF RCVR #1 ON OA-12 TRANS
50 HF RCVR #2 ON OA-12 TRANS
51 HF RCVR f#3 ON OA-12 TRANS
52 HF TRANb # 1ON OA- 12 TRANS
53 H1F TRANS #2 ON OA-i2 TRANS
54 IF TRANS li3 ON OA-12 TRANS
55 "TTY #1 SEND OA-12 TRANS
56 TTY #2 SEND OA-12 TRANS
57 TTY #2 RECEIVE OA- 12 TRANS
8 "''v 9 P.ECFTVE OA-12 TRANS
59 '(S) 1-1 O -12 TRANS

60 TSG 112 OA,- 12 TRANS

61 PRIMARY STANDARD OA-12 TRANS
62 SECONDARY STANDARD GA-IS TRANS
63 TIMINM FAILUR E OA-12 TRANS
1 TI!G ('C1W
C TME CIA.-IX RELAY
 U

APPENDIX III

TECHtNICAL DATA

K|

Ti~l i

!1!---
 I:4
IAU•lLL_ Or O•s"4'YiN'ik;;

"Typical Link Analysis .i.................. . ... . rit--:3

"1,piep'.l PMEE Flight Plan ........ 111-6

Typical Flight Car&r. ...- .-- it)

PrN- Flight Special ',vests (Sample) ...... ..................... I-16

Bendix Radio Co. A/RIA Technical Notes:

A0138 - A/RIA Receiver Frequency Acquisition IIIs...........

-18

Down-Link Chanmel.......................1I1-,9

A0143 - (Amendment B) - Calculation of Signal Strergth Levels

for A/iIhA System Specifications .................... ill--b

A0146 - Revised Sector Scan Pattern Analysis. ............. 111-43

A0164 - Polarizition Rotation of the A/PLA Antenna . ........ itt-.5,

A0165 - Analysis of the Amplitude Spectrum of a PM Wave

Modulated by a Two Tone Signal .................. I-62

LIST OF ILLUSTRATIONS

Figure Title Page

rn-1 Signal Level vs Antenna Pointing Angle for &niini Orbit 13 .-. . II68
111-2 Signal Level v;. Antenna Pointing Angle for Genital Orbit I4 . . .Il--6t9

1n--s; signial Love! vs A~diia,,4 INAnaIg Anr;!=:3iLr CGndlni ')rhit, 15 . II- WO

Ill-- Signal Level vs. Antenna Pointing Angle for Gemini OrbIt 43 .: . 111-71
. 111-5 Signal Level vs Antnnla Pointing Angle for Gemini Orbit 44 .. iI-72
111-6 Sig'ai Level vs A,.:ai- PuiuitLg AngIc La Csyrini Ort 4IA .,!-.73

IV

S....... 3 ..

II I I I I I I I .. .
 [I

II
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P G

T ransitir, r', in(o A ij

I between and
transmjittir
L nitenna in (311m
GTrjibmterantfunna gain indfln
L c27. r)
8 f 20 log (-M-1. + 20 log (R-
L Polarization Loss 4. 1 11;(Lncar to circular)
G o ;f receivingt
Gain. antenna
LI Loss in receiver system to directional coupler
y
[i: USB

- p -i5. 6 for 1.6 kbs data and voice

105, 5 for 51.2 kbs data (marginal signal)
S-90. 5 for 51.2 kbs data (favorable signal)

Tt• -5. 1 dBm

3-"7. 8 20 log (2287. 5) 20 (70)

(:•17.8 I 67.234 '36.9)
-141.9 ditm
, -4. 1 "L")1
-.G so, 6 dir
L '-2. 1 dflm

TJUSI 1. kuns Data

, -. 1 6 - 14i1.9
I-i1. - 4.1 + 30.6 - 2.1
t
-115.6 P - 15.1.2 +-46.6
- 1.) ff5. 6- 15 3. 2 14.
t
P 153..2 - 162.2
t -) 6l3,mat grit4d station patch panel

C. Z k.s Data (marginal signal)

181US1
105.,5 P - 5." I6- I
I 14 - T,.
o. q; -
t .-,5 t) 158.2 46..6
YP 16 .5- 153. 2 4i4;.
t
[, ptt1 -105].5F 151, 2 4(;. 6i
P 153.2 - 152.1
,I. d nib:1'; rIrIitmfd ,'tation pattch patl 'l

-', khs I )a•a (Itavor-thtl sivjtal)

I) 2-1 -- . .... ..... . 2.

' to , I .. _ . 2 i 46.G
 iI
.-k 9 3.5 215., .V" G
P2' -.0.5 - 151 -. 4i6
opt 1•6. 1 fi, i v. v'owtil Atation pa' :-h panel.
StF

!
P - Z . 55 f ur V1.
l:d
0e 1r•i 6,¢i!O.:s,
N: and 51 .9 kbM data (marginal signal)

-ti. o rtoI. i6 kb. and 51. 2 kbs data (favorable signal)

t
Lt -2.3 ddBrn
G tt 1,0 iiPiri at 237. 8 MHz (VHF tracking and data)
WO.8 iBm tt 296. 8 MHz (VHF voice)
0
L Space Loss :37. 8 4- 20 log ( MHz)+ 20 .. M..
- -(37.8R 47.6 - 36. 9)
-123ý. 3 dBrn tracking and -ta i237. 8 MIz)

--.(37.8 f 49.5 f 36. 9)

-- 124,2 dllm Voice (296. 8 idiiz)
L, -4. 1 dBm
G= 13 dBrn
ILt -1.9 dBm
y

VHF 4. 6 I is and ;1. 2 khs D)ata (Marginal Signal)

-106.5 P - 2.3 f 10- 122.3 -. , 1 I
t.- 1. 9
-106.5 Pt 130.6 1 23
-P 1c-;.5 - 130.6C 23
--iC,6.,:1 X0'.• "°2

Pt :130.6 -129.5
P; mat ground station patch pani
1. 1 dPn

VHF Voice
-112.. P -Z.3 i10, - t24.2-.1 13-1.9
- 112.5 I1 132.5 2?3. 8

t
I: tt 1148 d~ atgo2d3.8 o a:• ~c
- 132..', 1316.3
.1. 8 'IBm at ground st ation patchi panel

VT 5F -. 6 kbk and 51.2 kbs Lata (Favorableh Sig al)

- .5 P 3. It ' - 122.7 -4. I 1 13 A
9 5 " - '.1 1- 0
pt : - ).7 : 3 0. U 2 1.
I 49.!0 ooj.

iit

I•(
:L'a.•,m : gr•t;-tt
(;_t t~a di• ;, t~ua
 _ I - 5 9I
1.6 kbs data -115. 6 dBim 3.0 X w/10
51.2 kbUs data and voice (marginal signal) -: -10F 5 1im>? 'I.,X W/ m"
5!1.2 kbs data (favorable signal) -110.5 dBm . :i X 10-1o w/n"

[• v11 F -1.,
- Inrý 5 (1~
i :q5 .4 X 10 w/In

1.6 kbs and 51.2 kbs data (marginal signal) -106.5 dBix 1.1 X 10. w/mL
2
t. 6 kbs and 5i. 2 kim dai'a (iavuiau-Lj Vb;,iij Z; d...r .5 Xr i13

S..4
L

4-

II
' MI

[J,.,A
 "TI'CPI'AL Phi E FLItI{U PLAN
Flight 15, A/RIA 372, PMFE Operations

"RT:ib
flight is planned to verify and take data concerning the ,ollowing paragraphs

-7 " T-0r'r•"P•rrd"ý,re I)A(' 56171 .. Volume I of 11,

k-ruceduu U. ]

S _._ Ih"n'tiion
7 11 1 C0 Initial VHF Acquisition and Track, switch to UHJF Track
(Favorable)
7.4. 1. C. I Acq. and Track IIH12/RHC, SS/AA (Favorable)
7.4.1. C. 2 Side Lobe Aeq./Track Susceptibility at UHF
7.4. 1.e. 3 Acq. and Track UHF/aRC, SS/i;A, switch to UIIY/LHC, switch
to PH F/OPT (marginal)
7. 4. 1. C. I Memory Rate Tracking
7.4.1. C. 5 VHF Beam Tilt
7.4.4. C. I Azimuth Tracking Limits
7.4. 4. C. 2 Lower Elevation Tracking Limits
7.6.1. C. I Receive VHF Voic- (normal, and 1000 Hz tone at Apollo power
levels)
7.6.1. C. 2. b Record VHF Voice, polarization cot ibined (normal, and 1000 HIz
tone at Apollo power levels)
7.6.2. C. I Receive IIHF Voice (1000 Hz tone)
7.6.2. C. 2 Record tIM,' Voice (1000 liz tone)
7.7. 1. (C Transmit VHF' Voice
7. 9. 1. C. 1 Receive and Record Telemetry Data at UItIF
7. 9. 1, C I Receive a' I Record VIIF TLM Data
7. 1 1. 1. 1 lIF Recei, o
7. It. B. Z Al t': '1i't'al tliL

Fllight Patterps.-
1. RF Radiation Pattern 1 - hibound from 150 nm to beyond first null.
zA. 6ix stia klalld ( i I. avL'tiI1'-,,,k-k .

3. KI" Ratidation i'aii.ern 2 - ibuu,ul iit ,. 1(01 ,im t la:y, aid loxv r'-'' '
tv. 1 iil

t! P" ). T- ',', ('br ,'Cl 1 ( FIt'h' ren .e Paragraph 6. 8)

1. Acquire anti Track on I I'I V/t1(1C

2. Make on-board A((" readings fromi Data Iteceiver 3 or 4 and I! IIT 'rack lHtc V'iVU1
:: to detect pattern null.

Data nun-
t.qojr-c and Track at I'llII'
- b So'.h ,r Sciin/Automatic Acquisition in a Iavorw:hlc
wirftl Enviromnicn't H4i,
lihl
f Iland C.irc'ular (UM't) Pq(Oari'iaiti•tl, i,,- ,• .
I'a•r'{igi Žpin f.- l,I C.i
'. '- A'. qrn i: uJd "'I'i•a'1.: I! V/lll!(IC

II1l i;,

k" A,(u I al" T I II I I I II I I i

 1,
a. I~tTI ,F P ow et-l I)X n .;ty at A / I1A .",ntenna : Y/. 6]X 90.A
1111F' Poiwer ai A/WA Iiw,,tional Coupler: 10 5 - (Win 1/e
c. lracking t'requencv: ill, h .
i v8(. NI ziua• --15 2
,d VII F' voice. 1000 llz Itone Power Densitv at A/RIA antenna: 5.4 X 10 w/m
e. VIIHF' voice 1000 Itz Ui't.: Ipw,, it A/MIA Directional Coupler: -112.2 (IBm
f. VHF vo'ce: frequency: 296 8 M•'l!
j; Sector Scan Parameters: Az Sector j 4o Sweep: 2
0
Az Rate 4 /Sc- E Iner: 3. 21'

2. Receive and Record VIIF voice, Polarization Combined (Referenct- Paragraph

7.6. i. C. 1 and 7.6. C. 2. h).
3. Traansmit VIlE Voice (Auference Paragraph 7.7. 1. C).
4. Reccive and Record 1TSR T•lcmetry I)ata (tefference Paragraph 7. 9. 3. C).
5. Receive HF Voice (Reference Paragraph 7.11. 13. 1).
6. Transmit hF Voice (Reference Paragraph 7. 1 1. B. 2).
7, Spe, ial Instrumentation to measure Carrier/Noise and Signal/Noise of received
data.

Data Run 2

1, Side Lobv Acquisition/Tracking Susceptibility at UHF (Reference Paragraph

7.4. 1.C.2) - Part 1

a. Acquirt and Track: UHIF/RHIC, SS/AA

U. UH1lF Power Density at A/RIA Antenna: 7. 6i X 10
c. UTHF Power at A/RIA Directional Coupler: -90.5 dBm
d. 'racking I'eqtiency: 2287.5 MWlz, 51.2 KIPS
C. VHF voice frequency: 296.8 MIIz
f. Sector Scan Parameters: Az Sector - 40 Swk ep: 2
Az Rate 4/Sec E Incr: 3. 2)
2. R•'eive and Record VHF Voice, Polarization Combined (Reference Paragraph
7. (. I. C. I and 7.6. 1.C.2.|b).
3. T'ransmit VIHF 'oicc (Referinct: Paragraph 7. 7. 1. C).
4. Receive IfF Voice (Reference Paragraph 7. I. B. I ).
5. Transmit IIF Voice (Reference Paragraph 7. 11. B. 2).
6,. I).tcrmine IIH F Th, ushold (ItferencL Paragraph 7.4. 1. C.'2) - Part 1.

IDatal Run :

,5it' Irshe' A'mdsit iTn/'('rakin, Sus'.ti,ctibility at 1UH1F (Rteference Pararraph

7. 1, 1. C. 2) - Part 2.
:i. Acquire and T'rick (Sidelobe): I II F/|11(?, SS/AA
h. 111I.F Power at A/RIA: 2:3 (11 a-ove threshold
c'. Ira('king irequencyv: ;ZL t-.;, i•V'c , O i . nxz~r54
X ka.[il

10 ..........

.',, Mate )/,Se' F Incr 3-L 2'"

2. Receiv, andt IRcoruIViUF vuii',, Polarization Comnbinid (IReferetce Paragraph
I 0C 1intl
I 7. (1 1 C ld.

111-7
 :1. ran imi ilt vt~i-I
V,.;I
4, lt-1-~it-k
Tit
H*- I f.iRefeirence Parat raph 7. 1 1 11. 1)
, V4
a.'~nsrnit Ill'
Voicv, (Retevenct. P'Aragraph 7. 11 . fl, 2).
6. Acquire and ['rac-k or, fsofh i~i F~ii id. !Para-r aph 7 4, 1, C7 .'

P~art 2.

Data Run 4

1. AcquIro, an( [rack till F/RHC, SS/AA, switch to IIHF/1,HC., switch to LIHF/Op'i.
Marginal s4ý,nal level (Weterence Paragraph 7. 4. 1. C
a. 111fF' Power Density at A/ RIA antenna: 2. 4 X 10
b. LillF Povwer 9~t A/ WA Pi rectional Coupler: - 105.5' dBpT
4
c. VH F TLIM power densitN, at A/ HIA antenna: 1. 1 X 10
d. VHF riLm power at A/RIA Directional Coupler: -106. 5 dBm
e. VHF voice frequency: 29G. 8 MHz
f. 'Iracking Frequency: 2287. 5 Mllz, 51. 2 KBPS data.

2.Iteceive and Record VH1F Voice Poata aio (Reference

om~i Paragraph7...(.1)

4. Rceive and W-cord VH1F r! M data (Reference Paragraph 7. 9. 1. C. 1).

6.Receive H F Voice (Reference Paragraph 7. 11. B. 1)

7. Transmit H F Voice (Reference Paragraph 7. 1 1. 1B.2)
S. Sm'(lal Instrumniatattion to measure Carrier/Noise and Signal/Noise of received
diata.

Data Run

1. Acquire and Trac.k at UHF, with Sector Sc-an/'Autom~atic Acquisition in a

marginal Signal Fi¶.vironment using UHiF/OPT, Perform lltam Tilt Test.
(Ruft.rencec Paraigraph 7. 4 1. C.5),
~a. L'LF Power [ensitY at A/RIA Akitunna 2.4 X M0
ha. 1PH1F Power at Al 11A VDirertmtonal (ouptur: -10 I.5{ dl.o
C.ý V11F Powur lensity at A/ 111A 1antenna-.: 1. 5 X 10* i
di. VHIF Powvr at A,' WA Directional Cimopler -. -!1. 5 dflm
V . Viltt V,PiLcv I F,

f. Vin 'ng I-'r(i-oenv%.& 2 %1W4IE *5 2 K~ BPS data SC

V~. J00 UHl. t)nC kin USP VOi(--*ý
:.Ž
<m~~~ A-,, I(x(-O1- 40 Sweep: 2

-* ~ ,.,l ~ ~''~~'1~~Iarization (. nihined (Hie erence Paragraph

7 . #- ('. I and -,-7 2. V. 2).

1, ransmnit VH F~ Voice caa U ~ .

. , '-~ . r-30h 7 1 1 7 j.
 I
U

8 1, l - 'C1,ivOU1 I lt 'oril I I 'I TL M data (lR.cfterence lPa-rag-raph 7. 9. 1. (. I)

7. 1 'c~iv*.' :nd
it!1 ci rt '/I I,'Ii!, ri I datta (I ?vfu runec Paragraph . 9. I. C. 1)
8. it(.' 'eivt. i" .1~'
Voji , ( Ifte'trt(nc" I aragraph 7. 11 15. 1)
9. Transmnit. IIF Voic, ( R.fercnce Paragr:iph 7. 11. 112)
10. Special InstrunicinAutionu to Yeasa!r.', (''rrivr/ Noise, an~i -wgmta/N0it,
Sc i

Data Rfun 6
L. Initial VII" Acquire and '[rauk, switch to IIIIF Track, Favorable ýNinal Environ-
r:,tnl, Manua.l Scan, Automatic Acquisition ( Reterence Paragraph 7. :1. 1. C. I0).

a. UIH F Power lknsity at A/,RIA antenna: 7. 6 X 10-18

1. lifHPF Power at A/RIA l)irec'ioal Coupler: -90.5 (Ba1
v..VHF Power Il)ensity at A/ftIA Antenna: 3.5 X l0- 13
d. VIi F" Power at A/RIA Directional Coupler: -91. 5 dlni
u. VIIF Voice frequency: 296. 8 MTIz
f. Tracking Frequenc3': 22S7.5 M1lz 51.2 KB3PS data

2. Receive and Record Vill Voicc, Polarization Coynhino (IAferuence Paragraph

7.6. 1. C. I and 7.6.1. C. 2.b).
3, Transmit VH F Voice (Reference Paragraph 7. 7. 1. C)
4. Receive and Record VHF TLM data (Reference lPara;,'aph 7.9. l. C- 1)
5. Receive It F Voice (lieferunce Paragraph 7. 11. 13. 1)
Gi. Transmit H1tF Voice (Reference Paragraph 7. it. B. 2)
7. )1z;.,iu !%Ar--,, '11. 1). l•-'|m7. 4. I ('. 4 )
- Til-tf,*rr'.n
14. Spec-,iat Listrumentation to mcv-ur'e ('ar'ric-/Noise and Sipnal/Noise of r( ,eived
dat a-

14:idi:ition Pattern C'hock 2 (iReteren•.c Paragraph 6. 8)

I'; I. Acquirc and 'Trackon IP F/'RII('.

2. Make. on-board AGC readings from D)ata Receiver 2 or 41and tiIt F Fr:tck
lIc.kivt., L.'to detect pattern null.
I.:I 'ahli.' lowver' elevation limit (Reterence Paragraph 7. ,4. :1. C. 2)

'• • l L i : u l• i u i l
 Page 1 of 6
TYPICAL FLIGHT CARDS

FLIGHT C.MD
A/RIA FLIGHT TEST PROGRAI

Test - Data Run /6 Vi? Pcouisitinn Card No.

Altitudos •Sr oo F _T Test No. ____ ,
ACFT No. 372
kirspood_ 3 Y,--KS _0 Flight flo, 29
AIRCRLAFT COTIGURAT4ON
Flapp O_2P ,, Giar uP Weight •A. C.G. '-A.

INSTRUI NTATI ON
P/a M . OSC -A% Sec- CKPT CAM M'. 0/3 CAN .

ITM, M•E PER•0•X T=1 DTO

--- BY BYTESTBYUNCTI
1 IMCC Record Data Run 6 Load W4BRecorder and anno'tat-- p• A/A-1A 372.,
Flight ,r-5, ilight Card •. _ . Acquisition @-,i
Tracking on VHl?/U-HF OPT. Initial VHF Acquisitlzý
• ~with transfer to UHF Tracking. Favorable Ui-gna]
Environnient. HF and VHF Voice Ccrun. Receive
and Record VHF TILX and THF Voics Polarl zalton
combined. 'Measure LTfF and VHF C/N and S/NI.
Perform Rate Nemory.

Record Annotate audio recorder.

2 FTE Notify Gr:ound Station to prepare for data run

ten minutes prior tU acquisition.

Ground Prepare to transmit VHF and USB TLM data.

Set UH.F po•,!r level at directional coupler to
-- ,5. Set VHF Dower level at directional
coupler to _

3 NCC TLC,/Voice Measure noise level at 10 MHz unlimit ,d output

of UHF MK receiver data channels. Record:

TRK RCVR #2
¶RK RCV.R #4 -.
GMT_ _

111-10
 Page 2 of 6

. 372 [D.ArA 1TE

FLIGHT 0 15 VHF ACQ OPERA-tC7O

FLIGHT CAID V ______-_

-. ..
____. BYl~ ~BY__Z
BY _ ST
WEO2~
-___ IFUNCTION ,._.__-,.

4 MCC Antenna Set ant-!nna scan parameters.

Az Sector lo4°
A7 Rate 4 /Sec
E Incr 3.22
E Steps 2

5 FTE Notify MGCand Ground Station at Point 1 of

Flight Pattgrn (twc minutes prior to start
of inbound turn).

Grouni Radiati UJB w thout modulation.

Stnition Radiate VHF without modulation,.

6 FTE Notify MCC and Ground Station at ?oint 2 of

flight pattern (one l-inute prior to start of
inbouni turn).

MCC An te'.na Unstow ante nna [

UHF/VHF OaT Track Moýe
Fet antenna to: AZ 340
E + 4°0

7 MCC HF Establish or maintain 2-way HF voice link.

8 FTE Notify ground station and MCC at Point 3 on

flight pattern (start of inbound turn).

Navigator Record Point 3 T_:IT. _ _

MCC FTE Start oscillograph andi event recorders.

tlOGC Antenna Start acquisition, VS, AUTO ACQ.

Record AUTO U{K CG"T

Ann.-nna Observe ','rJ? tracking brings - w, th*ri the

THF scan width. Record U-? switchover.
11,.T-
fMl-i
 o 3 oAf 6

AIPrCAT J: 372 DATA RUN f"/6 DATE

15
FLIGH[T 1 VHF ACQ OPERATOR
nIGn', CARID #... C. •,

I D_'_- BY
_C BY TEST FUNC0TI01
..

9 Antenna Announce: Stable Track

MCC Establish ViiF Voice Link, notify Ground Station

of Stable Track.

10 MCC Record 1casure n ise level LGB baseband signal SDDO &

Record: GCT

SD) #1
S DD #2_

IiFTE Notify
flight Ground
patternStation 120 atN,! Point
and MCC
(on course, from 4 on
TULSA).

Navigator Record Point 4 M4T

Ground
Station
f,'oduulate tSB TUL[ transmitter.
Modulate VHF TLM transhm tter.

12 I/CC Record Start 11 recorders.

TIM/Record Verify USB, VH? TLMI data is being received.

Check data quality.

13 XCC Give Nli( at one minute intervals.

MCC Voice Neasure C/N level on IMCC¢•RK at U.-B ZK RC'i

data channel. Record:

#1 G,,T____ __ #3 GMT - -

IR
RK RZCVR #2 7RK RCVR #2__ -.
IRK RCVR #4 IK RCWh# . ..

#2 GMT #4 GOT __ _ _

IRK RCVH #24 IRK RCVR 4;4

Ml1-12
 Page 4 of 6

Af"lZOPUT T 1 372 DATA RTI 1`6 DA TE

FLIGNT W" 1 vWF A(, OPERATOR
FLIC. ? CARD // __._ ,.._.*

ITF.., DIRECTED PEFOP='!-! TEST FUIIWTIO.7

BY BY . ..

#5 GN.lT #6 C_7._T. _

IRK RCVW //2.___ RK RCUH

XIRK RCVR //#4 RK RCVR #4_

NCC Record Measure SAT level on ECC .LARK of 1.$: baseband

signal from SOD I and 2. Record.

#1 G;4T __ 4 GG-T4

SDD I SDD I

SDD 2 SDD 2

#2 CUIT. #5 GMIT__ _

SD l SDD I_

SDD 2 SDD 2

#3 C4T________ #6 GMT______

SDD I SDD11

SD L2 SD22 __

14CC T[A, Measure CMi level on VCC NARK of 10 MC unlimiteii

output of VHF TUI RCWR #4 both channels. Recorud

#1 C.IT___ #4 CT_
CH 1 CH I_ _

CH 2 CHR22

#2 0T
4T__ __ #5 C4T
CH 1 cH I

SCH 2 CH 21_ _

CHI HI
CH 2 CH 2

In-I

Ill- 1
 Page 5 of 6 J
!AIflC ? D 372 D ATA RLE[146 DATE# . ...
0 15 SFLIGHT
CARD # .. SVF
S~~FLIGUT' A- Q OPERATOR

S4 ~~DIRECT ED P ERIFO'.-" YD SITT S WI• IO

14 All Gontinun tracking functions.

15 fTE Notify ground station and MCC at Point 5 on

flight pattern (start of outbound turn).

Navigator Record Point 5 a,:T_

Ground Remove modulation from USB and VHF carriers.

Station Prepare for Rate Memory test.

16 14CC Record Measure noise level UIB baseband SDD #1 and 2.

Record G4T
SDo #1

SDL/I 2

WIC Record Stop ýB recorder.

17 MCC When A/RIA is approximately 200 into the turn,

direct Grcund Station to remove UHF signal for
six seconds on MARK. GaIT

MCC Ground Sta ion Remove UHF signal for six seconds.

Antenna Note RATE MEAY lamp for six seconds.

Record GIT of AUTOI IRACK continuation.

18 E&CC Direct Ground Station to remove bhF signal for

nine seconds on KL;FK. GilT_

Ground Stat on Remove ETH[F

signal for nine seconds.

Antenna Note RATE -..- y laozp for nirie seccnds.

Record (U.T of AUTO IRACK continuation.
Gi4T

1If-14
 Pan 6 of 6

372 DATA RU-. /16 9

AIRCHAPT-I
FLIGHT # 15 VHF ACQ OPERATOR_
O1PERATOR
FLIGHT CARD

WCV,- U.M D

ITE DECTED D
PEBYOFCBY TEST FUlCTION

19 MCC- Antenna Continue to track to L.O.S. or nevar .iuiit.

Record:

Antenna AZ position o
o
Antenna E position
Aircraft Heading 0

GMT

20 Pilot Notify YCC at Point 6 on Flight Pattern

(900 to data heading outbound).

21 MCC Antenna Stow antenna.

HF Inform HF ground station that track has been

broken.

- M-15
I
PRE-FLIGHT SPECIAL TESTS (SAMPLE)

1. Acquire and Track at I11F, with 51.2 KTPS data, at a signal power of
- -90 dBrn at the directional coupler: (2287. 5 MHz)

a. teasure Carrier-Noise of unfiltered 10 MHz, output of Trk Rcvrs #2

Trk Rcvr #2: Noise Only CtU (51.2 KBS OD) .-

Trk. Rcvr #4: Noiso Only C+N (51.2 KBEPS !iOD) _ _

b. H-ieastuo S.Inal-Noise at thf WB recorder input of PC'. outputs of

SDD #1 and 42:

S L); #1 CarriP.r Wn y - -- C+51.2 KfEPS 400.

Sir #2 Carrier Only .. .. C+51.2 KBPS MOd%_3

2. :_nsart a 100I Hz tone, at 296. 8 MHz, into the directional coupler at

a powar of -113 dBm (measured at the coupler):

a. 1'easure S/N at 112 Patch of Output of Voice

41 Ca-r
C aA//1 Only C+i000 Hz t..n3

S.D #2 Carrier Only _ C.+000 Hz tone _

3. Acquire and Tzack at UHF, with 51.2 KBPS data, at a signal power of
-105 dBm at the directional coupler: (2287. 5 MHz)

a. 2.easuro Carrier-Noise of unfilterid 10 MHz output of Trk fcvr #2

and /4.
Trk Rcvr /t2: Noise Only _K5 Ct!; (32.2 i[BS 1.:-1) --

Trk Rcvr /,'4: Noise Jnly ÷ (52._1 KijPS "rod)

b. fiau:re
riLnal-Nolse at racorder :'n-;t of PC'.! Outputs ofI
WB
SL J -'l anl /#2.

S.D 'J Carr-.ir •nly C*51.2 KBDFS Mod

SLbD #2 Carrier Only C*)1.2 i•PiS ';o-d

4. Accquire and Track at wit,

with 51.2 KBPS dota, at a si.nal power rl'
-107 dBm at the directional coupler.

MII-16

S.
_.-. ... .. . . . , • , , ,•
 Page 2 c'2

a. PI~easiwrf Carr ýýer-Noiseor

Df inl~tored 10 MHz Output of TLM Rcvr #4:
Channel I.: Voiso Only ____ C+31.2 zC2S 'lod ____

Ohann-ol 2: lioiso Only -_ _ C+51.2 UPIS :JJ'.3d__

b. L Siojnl-Nois at IDB moor tier Inpu-t or PCA Outpu,,t off ?12

ROGVIq 1#4:I
Channul 1: Carriar -. nly 451.2
C___ KXiPS .*:od _____

Chamnno 2: Carrior -niy -_____ Cr1.2 KOP3S -od -

5. 3'<L25s d~ata, at a sig.r~al powel.' of

Acquý-r. and Truck: At UHFP, w:ith..
-1o(at th'- directional oC.upler: (222;7.5 MHz) o r or#
a. 2WueCriv2iaof wnfilL-,rod i-C MHz outputofTkIcr#
and 4
irk Ron', ,2: Foiso :Only 01.() KVI?S, 'Jat~
C+ ___

Tr ecvr f4: :; ____ 01.6

Cii+ KBP-S d-ýta
b. .oasuro Satl-inis B r-corder onpici,'
-friC. zuLpu4-s of
SCýJu til 1j;2.
S:)/1 Garrior "16 ~US dokato'
&-12______

S301; h,'2 Carrier .- lily __ (41.6 onBP da~ts ____

a. osu;Snloiofe LSB3 vo icj w.: t. 1000 Hz tone on voice

subotrrin3r at T,' rutek (vc'i,--
cict ut-Lut):
Voic3 Cor!bine'r: SULc'arriqr + Ca~o nly S04C04003' Hz tone

6. Acquiru- and 'rack at U12, wit1k %?K 3 at, zl'; a siL1 pwro
* ~-92 dflm at the directional coupler.
&. eas~r;.i CaziT iw-Uo! s, of m?: 'oC .10 MHz output of TLM flcv #4:
iP.
Ch-luriq 1: dobo Oiy05. 2 1__

Cliaunnl 2:- Noise C-il-- C+51S.? -S o

b. uu ~a-n~ a t UBoutpuit or PC I output or IL' 3* "4:
Channl-fl. 1; CarriLer Only ___ Cti1.2 ;c"PS ii'oi

Chanril 2: Ct-rrizr_- Thly 051.?•2Sci

C4___ -

Ill-i?
 A/IdA Technical Note No. A013ýl

UHF A/IA RECEIVER FRXQUaNCY ACQUISITION

Originator: I. Taylor

I
SMarch
18, 1966

I
111-18 PAGE i OF II

I
 1. PURPOSE

The purpose of this technical note is to re-evaluate the Ut-F down-link receiver
frequency acquisition problem.

2. RESULTS OF ANALYSIS

The analysis is based on Doppler shift values and rate of change of Doppler
shift values for the Apollo injection mission since it was shown in the PDP that
these values exceed those of any other mission. The maximum down-link
Doppler shift is +85 kc/s when the spacecraft reaches escape velocity (after
injection burn). The maximum down-link rate of change of Doppler shift is -1.2
kc/sec 2 (super 2).

The higher Doppler shift value (+85 kc/s) was used in the analysis to determine
worst case conditions.
The details of the analysis for the mission phases of interest are shown in Figures
1I-1 through 11-6. Receiver frequency search requirements are summarized in
Table 1-1.

It is seen that the greatest required excursion for the receiver frequency search
sweep is +76. 5 ke/s and that it must be possible to offset the center of this sweep
over a range of _85 kc/s from the nominal receiver frequency. Of the various
selectable receiver phase-lock loop bandwidths provided, only the highest value
of 1000 Hz (one-sided) is useable. Selection of this baimdwidth provides an auto-
matic search zone of 370 kc/s +20 (296 to 444 kc/s) with a search rate of 300
kc/sec 2 . Since the minimum value of 296 kc/s for the total excursion of this
sweep is 1. 93 times the required 153 kc/s excursion, ample search range margin
is provided.

The 300 Hz and 100 Hz (one-sided) phase-lock loop bandwidths cannot be used for
acquisition since they provide total sweep excursions of only 75 kc/s +40 and
25 kc/s +40, respectively. The minimum excursion value calculated for any case
analyzed is 90 kc/s.

While the sweep excursion for the 1000 Hz phase-lock loop bandwidth is more
than adequate, the time required for one sweep is more than assumed in the PDP
acquisition analysis. The sector scan pattern analysis contained in A/RIA
Technical Note No. 0118, for example, assumed a frequency acquisition time of
0. 1 second. The search rate specified for the 1000 Hz phase-lock loop bandwidth
is 300 kc/sec 2 . This required a sweep period of 1.23 seconds for the nominal
370 kc/s excursion value. A recalculation of the sector scan times contained in
Table 1 of Technical Note No. 0118 must be made using this longer frequency
acquisit.,n time. The results of these recalculations will be present in a
subsequent technical note.

II-!
 43

Q V. r0a. .0

0 4) -A4

0 A

LC 0 4,)
04
* t~) 0 .r 0-. 0- P
t-00 C-
C) !., m)C
-H 8l (NQj1
+
-
+ + I

41-

-% ) 0
440 1 k.- LIN C)sU
T +.. + ~ +

000 0 1-4 +

* 4 -it L)- + 3w H 4-4

PC )0 *
U)' .4 ' C
L 1 )
)
1 0 4Q
0 4 4) ;- . C ) ) 4- 4-)

0W '0 '0tL 43 tr
:X- C. 1 -Hi -H +1;4-

0 03 H
UL 00
-H H C) C0- 4) ) Z) (1) =

+ + 4-. + 4

C"
+3 0. 4- 0. .1( -H
D)/i 0 0 A .11
4'q U 4 4 l.0 to 9O) V n

004 U)
C0: - 4) " 0

V)(~g U) -H-) !,~ 43 4

-H .14 04 0 0~- H
CLI ' +'o~ 11 C. (' -H-H

C84 -H g C)
3 .

-cc ~ m

CM-2
Case 1.1, Initial acouisitioxi on ilo,~in
- cL ýrc.IL~ -ir~ecL.Lc~isi ciSiL1
be.Ucra
(;: I-CCOIVel 1ý.t1:s Ln A 'LI.\tAnsit

L
- A/RIA

requenc.- ci C~i.
Toiai Transiittel' = :7.7-ic/s
p2T = Actual frequenc) cif C,": transr..itter
Trrinsi:.itter frequency drift (i.iagnitude) =3. cS(.05•
L-eference 1)
,5ti.1i-tted Cdown-link ii~1rshift = +15 kc/s
AFDD Uncertainty- in estiji;atinj, Dohppler shift - 1. kc/s (25,,)
Irtlo Iluzarinal frcouency of A,/iIA receiver '7.5
1 inc/s
~1 F ~ heceiver frequenc,; offset at center of sweep
Fo 1hecuired ar.tplitude of sweep (: total excursion)
F5 d~eceiver frequency setting. tolerance -2.3k/ 1pr n16

Fli FDD ~-+85 kc/s

= ~2T+~DD -F 3 4=
1L5 + 212+ -. 3 5k/
116 kc/s (total excursion)

t f-K/s 6FRI + I kA -/-" ~ -2i/

111-21
 FIGURE 1 (continued)

The 300 cps phase-lock loop bandwidth (2B~o = 600 cps) position has a
total sweep excursion of 75 kc/s t/,0% (45 kc/s to 105 kc/s). This is inade-
I quate.

The 1900 cps phase-lock loop bandwidth (2 BL - 2000 cps) position must
be used. This has a total sweep excursion of 370 kc/s t20% (296 kc/s to 444 kc/s)
which exceeds the 116 kc/s requirement.

__ . L173 Pka__ _ _ __ _ _ __
TIME
_ _

T= oilSCS

I 'I

PAGE 5
M-1-22
 F IGOE 2

Case lB. Reacquisiticn on incoming leg of Apollo injection mission after CSM
receiver locks on AAIUA transmitter

When the CSI; receiver locks on the A/RIA transmitter, the CSII transmitter
source shifts from the au;<iliary oscillator to the VCO. The VCC) may be pulled
off nominal frequency by as rmuch as ±53 kc/s per Technical Note A0136. Thus

53 kc/s
Fo = AF T + FDD +FS = 53 + 21.2 + 2.3 76.5 kc/s

2Fo = 153 kc/s

yFRl = FDD = +85 kc/s

Fiw=
Fb i A -tSS 1
"fil /s

M IIIMVM f&EauR9 6 Wgtp

Use of 1000 cps phase-look loop bandwidth (2BLO - 2000 cps) position will
provide a greater sweep range than required above.

PAGE 6
111-23
 FIGCRE 3

Case 2A. Initial acquisition on outgoing leg of Apollo injection mission before
CSM receiver locks on A/RIA transmitter

IAAI
AF 2 T - Transmitter frequency drift (magnitude) " 34-5 kc/s
(0.0015%, Reference 1)
FDD - Estimated down-link Doppler shift - -85 kc/s

AFDD - Uncertainty in estimating Doppler shift - 21.2 kc/s (25%)

FS - Recei er frequency setting tolerance - 2.3 kc/s (1 part
in 10

F0 - Required amplitude of sweep (1/2 total excursion)

41 F + JAF +F58k/
2T+ Fs - 34.5 + 21.2 + 2.3 - 58 kc/s

SFR -= Receiver frequency offset at center of sweep

- FDD - -85 kc/s

F".kS;Sm
f~F

Use of 1000 cps phase-lock loop bandwidth (2 BLO 2000 cps) position will
provide a greater sweep range than required above.

PAGE 7

I]I-24
 FIGURE /4

Case 2B. Reacquisition on outgoing leg of Apollo injection mission after C31.1
receiver locks on A/RIA transmitter

I;hen the CSi receiver locks on the AA"A traxismitter, the CS14 transmitter
source shifts from the auxixliar-r oscillator to the VCO. The VCO may be pulled
off nominal frequency by as much as t53 kc/s per Technical Note A0136. Thus

F "IT 53 ku/s
Fo = 6F 2 T +AFDD + FS = 53 2.1.2 + 2.3 = 76.5 kc/s
2o = 153 kc/s

FI FDD
F -35 kc/s

E-)o-to Y7-5,°l

' i ,-•.=&/ / o
AFA

Use of 1000 cps phase-lock loop bandwidth (2 B0 - 2000 cps) position will
provide a greater sweep range than required above.

I€

I1"1-25
 FIGUIME 5

Case 3A. Handdver: Acquisition by Aircraft B receiver when CSM receiver is

initially locked to Aircraft A transmitter

SAIAM
A
IAtI

The CSK VCO may be pulled off nominal frequency by as much as -21.6 kc/s by
the Aircraft A transmitter per Technical Note A0136. Thus

F2T - 21.6 kc/s

FDI - 1W.2 kc/s
F5 - 2.3 kc/s
FC AF,
WA- + AFDD + F. - 2-.6 + 21.2 + 2.3 45.1 kc/s

2F - 90.2 kc/s

AFRIB FDD " +95 kd/s

_i .......... ...
.. is
•~ ~F 2/ Me
1,'7i
S• ,•oA
, F=•~-@ FA,, = 2417.3,/,1,,

Use of 1000 cps phase-lock loop bandwidth (2BLO 2000 cps) positiorn will
provide a greater sweep range than required above.

PAGE 9
M11-26
 FIGURE 6 1

Case 3B. H.acndver: c

-,ssible reacquisitjon by Aircraft B receiver when Aircraft A
transi-ittev is turned off
I
Since the Aircraft B transmitter 45 tuned to zero beat with the Aircraft A
transritter before Lhw, Aircraft A transmitter is turned off, the jump in the
CSI. VC0 when thie A transi itter is turned off should not be great enough to cause
the ARIA receiver to lose lock. If lock is lust, the search requirements will
be essentially the same as for case 3M.

.L

ij

PAG(Li 10
111-27
I
4!
iteference 1: 'North t~ erican Wviaticn, Inc. Specification .LC 473-0020' on Unified
!;olndlkuimrnent as a)vencled by Prccurement Docurý!ent ChAne PDC-1

PAGZ 11. CF 11
M1-28
 A/RIA Technical Note AO141.

I
REVISED CALCULATION OF MARGINS FOR

CSM UNIFIED S-BAND

DOWN-LINK( CHANNEL

Originators: G. Soukup
K. Taylor

May 20, 1966

111-29* PAGE/ OF,,

I
APPENDIX B

Aircraft Spacing

The optimum spacing between the twc aircraft A and B required to cover the Apollo
injection mission data recording interval may be determined from study of the
graphs of Figure 1. In this figure, the curve denoted Aircraft A is a plot of
slant range versus mission time, referenced to the start uf the data interval
for the aircraft which will first acquire the spacecraft. The geometrical
configuration is the same as that assumed in Technical Note No. 0009 for this
mission. These parameters are:

Aircraft altitude: 35,000 feet (5.75 N.M.)

Spacecraft altitude: Varying from 100 N.M. prior to injection burn to
200 N.M. at the end of the data interval
Aircraft offset: 240 N.M. from track at a point 720 N.M. down range
from the spacecraft at time - 0

The spacecraft should be within line-of-sight range of aircraft A (1190 N.M.)

at a time of 105 seconds prior to the start of the data interval. The period
of 105 seconds is available for acquisition by the A/IA antenna tracking
system and for sweeping the A/"IA transmitter until lock-up of the spacecraft
receiver is achieved.

This time allowance is based on the following steps in the procedure:

Delay in starting antenna acquisition sc n 5 seconds

Time for 1 antenna acquisition scan 20 seconds
Time to repeat acquisition scan if first scan
is unsuccessful 20 seconds
Time to determine valid tracking and start
transmitter frequency search 10 seconds
Time for one transmitter frequency search sweep
cycle 25 seconds
'Time to repeat transmitter frequency search cycle 25 seconds

Total 105 seconds

By the time the data interval begins, the range between the spacecraft and
aircraft A has decreased to 760 N.R.

Range versus time curves are also shown in Figure 1 for a second aircraft B
positioned dou1• range from aircraft A by the distances indicated, i.e., 800,
1000, 1200, 1400, 1600, 1800, and 200 N.M. The same offset of 240 N.M. from
the track is assumed for aircraft B. The maximum line-of-sight range is a
function of spacecraft altitude and varies with mission time as indicated
by the dashed curve in Figure 1. Since the spacecraft altitude is as3umed

M[-30 PAGE 24 OF 29
 APPENDIX B (continued)

constant at 100 N.M. until time t = +60 seconds, the line-of-sight range remains
constant until this time. During the injection burn period the spacecraft
altitude is increasing, causing the steacdy increase in line-of-sight range as
indicated.

The selection of an optimum spacing of aircraft B from aircraft A is made to

satisfy the following criteria:

1. Provide an overlap period of sufficient duration for the pracedure

involved in handover from Aircraft A to kircraft B. (Assume 60 seconds
minimum).

2. Locate the handover region as to correlate with the nearly constant

slope increasing range portion of the :urve for aircraft A and the
constant slope decreasing range portion of the curve for aircraft B.
This is necessary to stabilize the Doppler frequency shifter for
both aircraft at values which can be estimated quite accurately.
(See A/RIA Technical Notes A0136 and A0138).

3. Minimize the maximum range value for which either t~ircraft A or B must
receive voice wnd data transmissions during the 10 minute data inter-
val.

An examination of the curves of Figure 1 shows that the three criteria above
are best met by selection of a down range spacing of aircraft B from aircraft A
of 160O N.M. Using this spacing results in the following operational para-
meters:

Maximum range for aircraft A to start acquisition procedure: 1190 N.M. Time
available for aircraft A acquisition prior to data interval: 105 seconds.
Maximum range for aircraft A to start data reception: 760 N.M.
Range for aircraft A at start of handover period: 500 N.M.
S•Maximum range for aircraft A to receive data at end of handover period: 835 N.M.
Range for aircraft B to start acquisition: 1200 N.M.
Maximum range for aircraft B to start data reception (at end of handover period):
835 N.M.
Time available for handover procedure: 70 seconds
Maximum range for aircraft B to receive data at end of data interval: 890 N.M.

It is seen that for proper spacing of the two aircraft, continuous data reception
during the 10 minute data incerval is provided and the maximum range for which
either aircraft must receive data will not exceed 900 N.M. Thus, while a
maximum range of approximately 1200 N.M. must be assumed in calculating system

mH-31 PAGE2YOF2 . I
 APPENDIX B (continued)

acquisition performance, it is reasonable to reduce the maximum range to 900 N.M.

for calculation of voice and data reception performance. The increase in signal
strength provided by this reduction in range is

20 log 1200 2.5 db

900

I11-32 PAGE 26OF2?

-- ~~
. - r- - ~-
- -

I I

'----J L

( v Jf.9A&ij Id-3
 Ilk

St -% 4

Ilk,~

5& Ito

0 111-34
 Amendment B
A/RIA Technical No. A0143

CALCULATION OF SIGNAL STRENGTH LEVELS

FOR A/RIA SYSTEM SPECIFICATIONS

Originator: M. Taylor
August 29, 1966

M]-'35 1
PAGE 0F 8
I
1. Introduction.

The purpose of this amendment to A/RIA Technical Note

No. A0143 is to up-date the calculation of signal strength
levels to agree with the changes incorporated in Amend-
ment B of A/RIA Technical Note No. A0141.

2. Summary.

The detailed calculations of signal level are given in Appendix A.

The vý.ues of the various S-band parameters used in Appendix
A are in agreement with those of Amendment B of Technical
Note No. A0141. The values of the VHF parameters are in agree-
ment with those of Technical Note No. A0143 except that polar-
ization loss and radome loss values have been revised and the
maximum range for telemetry has been changed to 900 N. M.

The results of the margin calculations in Amendment B of

Technical Note No. A0141 are used to adjust the S-band signal
levels as noted on the sheets of Appendix A to reference values
equivalent to 0 db margin. In the ease of VHF the signal levels
are changed from the values given in the original issue of Tech-
nical Note No. A0143 only to the extent of the changes in values
of polarization loss, radome loss and maximum range noted above.

M1-36 PAGE 2 OF8

AL

.2
S
0 c- Nd

V4a 9 N '0 U' 10 U

V).

00

u u + 4+

F4 0 0- 0

M4d
_ oa _ o

0 LCL

u 0 . >1

.2.EfE
E

I> 5

M-37 Page 3~
 Appendix A

CALCULATION OF POWER DENSITY

Power density is given by

where Pt transmitter power in watts

R = distance in meters
g t; = transmitting antenna power gain ratio
1= total loss ratio for losses from transmitter to receiving
antenna with the exception of space attention

Using captial letters for decibel notation

Po= Pt + Gt - L - 10 log (41fR 2 )

where Pt = transmitter power in DBW
Gt = transmitting antenna gain in DB
L = total loss in DB
2
Po = power density in DBW/m

The signal power at the antenna terminals is given by

ratio)
Pr = Po (capture

In decibel form

ValueD'r 0
Values of the capture tactor are tabulated below-

Frequency Antenna Antenna Gain 4W0"

Gain (DB) Power Ratio Gr )
(MC/s)

VHF AM Voice +13. 0 20. 0 1.0 1.625 + 2.1

(296.8 mc/s)

VHF PCM/IFM +13. 0 20.0 1. 26 2.54 + 4.1

S#Z37. 8 mc /)

* Unified S-Band +31. 3 1346 0.131 1. 84Z + 2. 6

(2287:5 mc/s)

M1[-38 PAGE 4 OF 8
APOLLO UNIFIED S-BAND (2287.5 mc/s),ACQUISITION & TRACKING

Block I or Block II, either 1. 6 or 51. 2 KBPS bit rate (reference

Table I, Amendment B, Technical Note No. A0141).

Pt (Transmitter power, 14. 4W) +11. 6 DBW

Gt (Transmitting Antenna gain) - 3.0 DB

-Lt (Transmitting circuit loss) - 5. 6 DB

-La (Atmospheric loss) - 2. 0 DB

-L
-Lp (Polarization loss) - 4.1 DB

.Lr (Radorne loss) - 0.7 DB

-10 log (41TR 2 ) (R-Z. 22 x 106 m for 1200 N.M.) - 137.9 DB

Po .141. 7 DBW/rn 2

Correction to redu-e margin to 0 db in Table I,

Amendment B of Technical Note No. A0141 -12. 1 DB

Corrected power density -153. 8 DBIvi/mn2 or

4.16x 10 "IV watts/rn 2

Pr= Po + 10 io_/-A-2-/ -153.8 + Z. 6 -151.2 DBW or" .121. 2 DBM

I-39 5
PAGE OF 8
I
APOLLO UNIFIED S-BAND (2287. 5 mc/s) VOICE/DATA

(reference Table II, Amendment B, Technical Note No. A0141)

5L.2 KBPS .L6

__

Pt (Transmitter power 14. 4W) +11. 6 DBW +11. 6 DBW

Gt (Transmitting Antenna gain) - 3.0 DB - 3. 0 DB

Lt (Transmitting circuit loss) . 5.6 DB - 5. 6 DB

La (Atmospheric loss) - 2. 0 DB - 2. 0 DB

Lp (Polarization loss) - 4. 1 DB - 0. 5 DB

Lr (Radome loss) - 0. 7 DB . 0. 7 DB

-10 log (4"TRZ) (R=l. 67 x 10 6m for .135.4 DB .135. 4 DB

0o0 N .M.)

2
po -. 139.2 DBW/rnZ -135. 6 DBW/m

Correction to change margin to

SOdb in Table II, Amendment B
of Technical Note No. A0141 + 3.1 DB - 9. 6 DB
2
Corrected power density .136.1 DBW/mZ .145. 2 DBW/m
or or
2. 45 x 10-14 3. 02 x 10-15
2 watts/m2
watts/m

Pr 1 o+10 log(- )

Po + 2.6 -.133.5 DBW .142.6 DBW

or or
.103.5 DBM -112. 6 DBM

M-40 PAGE 6 OF 8
 VHF AM VOICE DOWN-LINK (296._8 imc/s at 1200 N. M.)

Pt (Transmitter power, 5W) + 7. 0 DBW

Gt (Transmitting antenna gain) - 3. 0 DB

-Lt (Transmitting circuit loss) -3. 0 DB

-La (Atmospheric loss) -1. 0 DB

-L
L (Polarization loss) -4. 1 DB *

,Lr (Radorne loss) -0. 7 DB **

-10 log (411RZ) (R = 2. 22 x 106m for 1200 N. M. ) -137. 9 DB

Po = -142. 7 DBW/m 2
or
5. 37 x 10-15 watts/m7n

Pr = Po+10 loý' = -142.7 + 2.1 = -140.6 DBW or .110.6 DB)-

* Based on linear spacecraft polarization and circular

aircraft polarization of 2 db ellipticity with worst case
orientation. See Note 7 of Amendment A to Technical
Note No. A0141.

** Based on paragraph 3. 1.1. 1. 1. 2. 1 of Specification

CP 100009A.

M-41 PAGE 7 OF 8

* a
 VHF FM TM (2237.8 mc/s at 900 N. M.)

Pt (Transmitter power, 10 W) +10. 0 DBW

Gt (Transmitting Antenna gain) - 3. 0 DB

(i-Lt (Transmitting circuit loss) - 5. 4 DB

-La (Atmospheric loss) - 1. 0 DB

-L
-Lp (Polarization loss) - 4.1 DB

-Lr (Radome loss) - 0. 7 DB *

- ) log (4i'RZ) (R=l. 667 .x 10r6 m for 900 N. M.) -135. 4 db

PO = -139. 6 DBW/m2
or
1. 09 x 10"14 watts/m2

Pr Po +10 log(•-•A - -139.6 + 4.1 -135.5 DBW or

.105. 5 DBM

* Based on linear spacecraft polarization and circular aircraft

polarization of 2 db ellipticity with worst case orientation.
See Note 7 of Amendment A to Technical Note No. A0141.

** Based on paragraph 3. 1. 1. 1. 1. 2. 1 of Specification CP 100009A.

n-4_2 PAGE 8OF 8

 A/RIA Technical Note No. A0146

REVISED SECTOR SCAN PATTERN ANALYSIS

Originator: 14. Taylor

Date: July 6, 1966

I-43 PAGE1 OF 3-3

1 Introduct ion
17- purpose of tnis technical note is to present a revised deterni-
nation of the parimeters of the sector scan pattern needed t(- accomplish
target acqaisition with the nose-mointed A/RIA tiacking antenna. A
sector scan pattern analysis was previously presented in Technical Note
Nu. 0118, however, revisions are required due to an increase in the
recei',er frequency acquisition time (see Technical Note No. A0138). As
in Technical Note No. 0118, typical areas of target position uncertainty
foý different mission phases are austracted from Technical Note No. 0105.
Whale the basic technique of determining the sca parameters has already
been developed in'Technical Note No. 0l11, pertinent details are repeated
heiein to make the revised analysis self-explanatory.
The analysis assumes that the "possible target" indication which
stops the antenna scan is not initiated until receiver frequency search
and lock has occurred. In the case of the unified S-band signal, this
indication is assumed to be derived from the coherent detector circuit.
Actually, the "possible target" signal is derived from a non-synchronous
AM detector in the initial tracking receiver design and this may lead
to an una-ceptable false alarm rate unless corrected.

2. Summary of Analysis
Zhe detail-d analysis is given in Section 3 below and the results
are t-abulated in Tables 1 and 2.
It. ia anticipated that the present method used in the tracking
receiver of deriving the "possible target" indication from a non-
synchronous AM detector may lead to unacceptable false alarm rates for
unified S-band operation. If a change is required to utilize the
coherent detector output for "possible target" indication, the scanning
velocity of the antenna beam must be adjusted to allow a sufficient,
target dwell time in the beam for 4r:'quency search and lock.
For normal acquisition at maximum range (1200 N.M.) where the
angular uncertainty of predicted target position as well as target
angular velocity are sw-ll, the required scan area is sufficiently small
to allow use of a slow scan rate which is compatible with the presently
provided frequency search time (1.23 seconds for the widest single-
sided phase-lock loop bandwidth of 1000 cps, 2 BLO 2000 cps).
However, if reacquisition is required under approximately nearest
approach conditions where the angular uncertainty of predicted target
position as well as target angular velocity are much larger, the required
scan area is too large to allow use of the slow scan rate. This
situation can be remedied by introducing a new wider phase-lock loop
bandwidth with a compatible faster rate of frequency sweep and consequent
smaller dwell time requiretLent. The new phase-lock loop bandwi dth
recommended is a /4:1 increase over the present value to 4000 cps single-
sided or 2 BLO = 3000 cps. The total sweep excursion would remain at
370 k/s ± T%and the sweep rate would be 4.8 mc/sec 2. The antenna
scan rate would be adjusted to provide a target dwell time in the antenna
beamwidth of 0.23 3econd which would allow for three frequency search

]-44 PAGE "?OF 13

 2. Summary of Analysis (continued)
sweeps giving an acquisition probability of at least 0.999. With this
change the acquisition scan times would be as shown in the last column
of Table 2.

3. Detailed Analysis
The type of antenna scan pattern used in the A/RIA system is
illustrated in Figure 1.
The overlap between boamwidth circles of diameter D (Figure 1) must
be such that the coimnon chord length, w, of the overlapping circles
will be sufficient to provide a minimum dwell time, V, in the beamwidth
for frequency acquisition. This value of w determines an effective
height, h, of an equivalent rectangular bevi given by

h - 02 - w(1)

also -- _w
V (20

where V u maximum relative velocity of target and scanning beam

For most efficient scan it is desirable to maximize the rate of area

scan which is given by

F - hV (3)

Applying standard methods of calculus to determine the conditions for

a maximum value of F whenq'is held constant, it is found that the
optimum dimensions of the equivalent rectangular beam are

h w D )

For a sector of width W (Figure 1), the distance L that the equiva-
lent rectangular beam must move for one pass is

L -W- w (5)
If As is
the acceleration which can be applied to start and atop
the antenna and Vs is the maximum scan velocity, the time recuired to
accelerate from 0 velocity to Vs or to decelerate from Ve to 0 is
Vs . The distance traveled during the acceleration or deceleration
3 As
period is
t * 1 s
Sdt Ast. dt - Ast2 As (6)
0 - 2A5

M-45 PAGE 5 OF 13
!

•
Det•3". Analysis (cuntinued)
ifs LVs the maximum scan velocity Vs will be reached during
2A- 2
the scan and the total time, TAl, required for one azimuth pass is given
by Vs 2
TAl is + L 2A-s Vs
As + As
Vs As

2 Vs L Vs
+ -I
As; Vs Ts'

L + (7)

V2
If Ls- > the maximum scan velocity is not reached during the
2A- 2
scan. Instead the antenna will experience acceleration + As for the
first half of the scan and - As for the second half. The total time,
TV, required for one azimuth pass is then given by
2
!As _>_L2

or TA2 - 2()
if 2
V h
Similarly, i < -;, the time, Trl, for the elevation increment
2A5 < 1Cj
is given by

TF + A
-L .VsA- (9)
7S
2
and if 8s • , the time TF2 for the elevation increment is given by

TE2 -2 s(10)

If n is the number of azimuth sweeps required, the number of

elevation increments is n-1. The total time T required for the entire
scan pattern is then

T fnTA + (n- 1) TE (11)

111-46 PAGE 4 OF 13
where TA and TE are determined from Equations (7) or (8) and (9) or
(10), respectively.
Considering first, S-band operation where the beamwidth D - 4-5
degrees. This gives

h = w 3."2 degrees (12)

For the Apollo injection mission with acquisition at the maximum

range point, the initial uncertainty of the predicted azimuth is taken
as t3.00 degrees and that of the predicted elevation is taken as
± 2.65 degrees (Table 1 of A/RIA Technical Note No. 0145). The maximum
target elevation velocity is 0.05 deg/sec for long range conditions
(Figure 6 of A/RIA Technical Note No. 0009). The elevation dimensions
of the scan must be at least 2 x 2.65 * 0.05t - 5-3 * 0.05t where t is
the total scan time. Since this is 5.3 degrees for t 00, it is
obvious that the height h = 3.2 degrees for one azimuth pass is insuffi-
cient. Assuming one pass to the right followed by an elevation increment,
+ h, and then a pass to the left, the pattern height is H = 2 h - 6.4
degrees. Based on the assumed maximum target elevation velocity, the
target will remain within this pattern height for a time:

t = 6.4 - 5.3 -= l.i = 22 seconds

0.05 O.05
Since the initial uncertainty of the predicted azimuth is ± 3.00
degrees and the maximum target azimuth velocity is 0.1 o.eg/sec for
long range conditions (from Figure 5 of A/RIA Technical Note No. 0009),
the width of the sector must at most be

W = 6.0 + 0.1 t

Since the scan time must be less than the 22- second period that the
target will remain within the elevation dimension of the pattern, the
sector width must at most be

W - 6.0 + 0.1 x 22 - 8.2 degrees

The distance L that the equivalent rectangular beam must move for one
pass is

L = W - w - 8.2 - 3-2 - 5.0 degrees

As shown in Technical Note No. A038, the widest of the receiver

selectable phase-lock loop bandwidths (1000 cps one-sided, 2 BLO
2000 cps) must be used to provide an adequate frequency search range.
The specified sweep excursion and search rate for this loop bandwidth
are 370 kc/sec and 300 kc/sec 2 , respectively. The sweep period is
then
1.23 seconds

11r-47 PAGEi 5 OF 13

m m m mm mI
I
Since the dwell time in the beam must be at least equal to the time
required for one frequency sweep, the maximum relative velocity of
the beam and target must not exceed
V . = 2.6 deg/sec
T .-23
The maximum beam scan velocity is then

Vs - V - target velocity = 9.6 - 0.1 - 2.5 deg/sec

Assuming an antenna acceleration capability for both azimuth and

elevation motion of at least

As 15 deg/sec',

Vsnci(L.I
Iinc
•s 2.-x )
(2.5);=
15 0.208<~- .
30 2

the time required for one azimuth sweep is

TA = L + Vs =j- + 2.5= 2.0 + 0.167
Vs As 2.5 15

- 2.17 seconds

Since- (2.5_ - 65 0 <h 1.6,

2As 2 x 15 30 2 2 1
the time required for the elevation increment is

TE -. + Ls= 2 2. 5+2±_
= 1.28 + 0.167
Vs As 2.5 15
= 1.45 seconds

The tptal time required for the entire scan is

T - 9 TA + (l-1) !rE
- 2 x 2.17 + (2-1) 1.45
= 4.34 + 1.45
= 5.8 seconds

Considering now, the VHF operation where the beamwidth D = 40 degrees,

h - w - I= 28. 3 degrees

Since for the Apollo injection mission with acquisition at the maximum
range point, the predicted azimuth and elevation uncertainties are
only * 3.00 degrees and ± 2.65 degrees, respectively, it is only neces-
sary to center the VHF beam on the predicted position and no scan is
necessary.
Im-48 PAGE 6 OF.13
 The above discussion illustrates the method of determining the
sector scan parameters for a particular mission and the results for the
S-band case assuming 1 frequency sweep during the dwell time in the
beamwidth are tabulated in the first line of Table 1. The frequency
sweep rate of 300 kc/sec 2 used in determining the sweep period of
1.23 seconds is such as to insure a probability of frequency acquisi-
tion of 0.9 or better for one sweep with the double-sided phase-lock
loot ',andwidth, 2 t'0 = 2000 cps.
It is desired to determine how the probability of acquisition is
improved if the dwell time in the antenna beamnwidth is increased to
permit more than one frequency sweep. This is an example of a binomial
probability distribution for which p is the probability of success in
one trial and 1-p is the probability of failure. The probability of at
least one success in N indept!ndent trials is

P 1
I- (i - p)N (13)

If the probability of frequency acquisition in one sweep (1 trial) is

p = 0.9, the probability of acquisition for various numbers of sweeps
is as follows:

N = number of sweeps P - probability of acpuisiti.on

1 - (1 - 0.9)l - 0.9
2 1 (1 -0.9) = 0.99
3 l (1 - o.9)3 = o.999
4 1 (i 0.9)4 - 0.9999

The scan parameters for the case treated above are recalculated for
scanning rates providing time for 2 and 3 frequency sweeps (corresponding
to acquisition probabilities of 0.99 and 0.999) and the results are
tabulited in the second and third lines of Table 1.
The results of similar analysis for S-band operation for the other
mission phases tabulated in Table 1 of A/RIA Technical Note No. 0105
are shown in Table 1 of the present report. It is seen that in four of
the mission phases of Table 1, a satisfactory scan pattern is not
feasible for the S-band operation. This results from the fact that
with the assumed target dwell time in the beamwidth of 1.23 seconds to
acoomplish frequency acquisition, the relative velocity between the
beam and the target cannot exceed V w .. 3 - 2.6 deg/sec. For the

cases where the target velocity Is 1 deo/sec or 0.6 deg/sec, this means
that the beam scan velocity cannot exceed Vs - 2.6 - 1.0 - 1.6 deg/sec
or 2.6 - 0.6 = 2.0 deg/sec, respectively. In the four cases of Table I
mentioned, these low sci velocities make it impossible to cover the
required scan area in the time that the target will remain within this
area.

M-49 PAGE 7 OF 13
1I-
A remedy for this situation appears to be to provide a wider
selectable phase-lock loop bandwidth in the tracking receiver with a
conpatible higher frequency search rate. It was shown in A/RIA Techni-
cal Note No. 0030 that i r an assumed phase-lock loop threshold signal-
to-noise ratio of 6 db, the VCO sweep rate which results in 90%
probability of acquisition in one sweep is given by

H90 (cps/sec) = 0.0965 (2 BLC)" (14)

where 2 BLO - equivalent double-sided noise bandwidth in cps.

It is proposed that the new noise bandwidth be four times the value of the
present highest value, or 2 BLO = 8000 epS. Then from Equation (14),

- 0.0965 x 64 x 106
=R0 = 6.2 x 106 cps/sec - 6.2 mo/sec 2

If, however, the present sweep rate value of 300 kc/sec 2 is increased
by the square of the ratio of 2 BLO bandwidths, we have

"R 300 x 103 x (4) = 4.8 x 106 cps/sec - 4.8 mn/sec 2

The later sweep rate is conservatively proposed and should give better
than 90% probability of acquisition in one sweep.

Since the present sweep excursion of 370 kc/s ± 20% for the highest
bandwidth position was shown to be adequate for all mission phases in
Technical Note No. A0138, it is proposed to retain this excursion for
the new loop bandwidth. In summary, the new loop bandwidth position would
have the following characteristics.

One.-ided noise bandwidth = 4000 cps

Equivalent double-sided noise band-
width, 2 BLO 8000 cps
Total excursion of frequency search
sweep 370 kc/s ± 20%
Rate of frequency sweep = 4.8 mc/sec 2
Period of 1 frequency sweep -
= x0c
x 0.077
4.8 x 10 0
Period o 2 frequency sweeps = 0.154 sec
Pe lad of 3 frequency sweeps - 0.231 sec

It is proposed to allow a dwell time in the beam sufficient for three

frequency search sweeps, that is 0.23 seconds. This will insure an
overall probability of frequency acquisition in excess of 0.999.

m-50 PAGES OFf13

lur
 Use of' the proposed new phase-lock loop bandwidth Of 4000 CPS
(2 BLO0 - 8000 cps) which is four times the previous value assumed for
the acquisition calculations of Table 1 will result in a 6 db reduction
in the system threshold sensitivity. However, this bandwidth position
would only be used for the shorter range mission phases shown in Table 1
and not for the maximum acquisition range of 1200 N.M. The increase
in signal strength for the various shorter ranges shown in Table 1
relative to the signal strengths for 1200 N.M. is as follows:

Reduced range Increase in signal

(N. M.) strength compared to
that for 1200 N.M.
__________rnane (db)

285 12.5
520 7.3
4?0 8.1
260 13-3~

It is seen that in all cases the increase in signal strength for the
reduced range exceeds the 6 db loss in system sensitivity. It is
concludied that the use of' the wider bandwidth position is feasible.

The results of recalculating the scan parameters for the same

mission phases treated in Table 1 using the shorter dwell time of 0.23
sedonds instead of 1.23 seconds for all1 S-band cases other than the
maximamm range case are given in Table 2. It is seen from~ Table 2
that a reasonable scan pattern is now feasible for all S-band cases.
Table 2 also shows the scan pattern requireinnts for VHF.

11151PAG.E 9`0Fl13
 1 i- --

Figure 1. Rectangular Scan Pattern With Step Increase in

Elevation at Ends of Azimuth Sweep

D - diameter of beam in degrees at 3 DB down

h - height of equivalent rectangular beam in degrees

w - width of equivalent rectangular beam in degrees

V - maximum relative velocity of target and scannf.-g beam
r - minimum dwell time for target in equivalent rectangular beam
W - width (azimuth) of sector to be scanned in degrees
L = distance moved by beam in one horizontal scan in degrees

h - w

T" Vw
Vs azimuth scan velocity

As acceleration of mount

111-52 PAGE 10 OF 1 3
 TAsc I A 60v1 T'IIII'
a SLAM PAPAMiTA .
Jr"I -r I!PA MA1 m

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111-5
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.
 A/RIA TECHNICAL NOTE A0164

POLARIZATION ROTATION

OF THE A/RIA ANTENNA

Originator

A. Moeller

Re ferenc es

1. A/RIA Technical Note TN 0053

June 5, 1967

A 1A1-55
 The A/RIA dish rolls about its axis as the antenna scans off

axis as a renault of the canted mount configuration. The VHF polarization

orientation will therefore be a function of the following parameters.

(1) Azimuth scan angle

(2) Elevition tilt angle

(3) Aircraft roll

The degree of polarization rotation for the above parameters

has been determined by means of the coordinate transformation chart

giving in Tech Note 0053 and measurements on a mechanical scale model

of the canted antenna mount and dish.

The chanrge in polarizýtion as a function of azimuth scan angle

and elevation tilt is shown in Figure 1. Assuming 0 degrees elevation

tilt and roll, the A/RIA antenna VHF polarization changes non-linearly

from vertical (or horizontal) at 00 azimuth scan angle, to ±45* slant

linear polarization at ±450 aziauth scan angle, and to ±550 slant

linear polarization at ±900 azimuth scan angle.

The azimuth and corresponding elevation scan angles which

result ia a 450 polarization orientation of the A/RIA dish are shown

in Figure 2. It can be seen that as the elevation tilt angle becomes

more negative the corresponding azimuth scan angle for a 450 polarization

orientation decreases.

The effect of aircraft roll is shown in Figure 3 and 4.

Figure 3 shows the dish polarization rotation for a -5 degree elevation

tilt angle and a 10 right aircraft roll. The 0 degree (vertical

polarization) point occurs at an azimuth angle of i degrees left, while

that ±45 degree polarization points occurs at azimuth scan angles of

MI-56
 I
30 degrees right and 44 degrees left respectively. Figure 4 shows the

antenna azimuth )ositions for ±45 degree polarization as a function of

aircraft roll. As the aircraft roll increases tbe±45 dt -ee polarization

positions become assymmetrical about the 0 degree azimuth scan position

and their separations decrease. For a 30 degree clockwise roll a ±45

degrees polarization rotation of the dish occurs at azimuth scan angle

of 12 degrees right and 51 degrees left of the aircraft heading respectively.

Th* condition is nearly identical to that observed in the category 2

Test /14, Data Run A (Evaluation of tracking characteristics at VHF

slant linear polarization -45°). This would explain the assymmetrical

location of the polarization nulls observed during this test as the

aircraft was in a tight turn ihen these measurements were taken.

4-

i rn!- 57

i i i i i iiII I I I
'IT
t I

I.11....

li p i 1TIi Hlly 7 1WI T

lI tl id l*~* iI

Ii { Rit

I H

*pl;71
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I ;T

4 314
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tf L . L !

ti i

t-

4- t
4 4

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4-ý r

-- j I

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4..46
 ANALYSIS 0, ;? :T eE71v
OF A
Pil VIAV~?OU I k LJ A V.b' TC77T, SICM!,

- f October 20, 19S7

IU1-62
Introduction.
-"The purpose of this tec'Lvical no,'X is -to analyze the amplitude
spectrum of a P11 wave modulated by a tw•o t-oenst.-nal._. 'This analysic
is the result of an investisati.onz predicated upon the follewizi
problem jV20, (VEF/UHF Signal Gonerabor Qualification), and will be
used to determine if the spactruz produced by the VF/UJHF Si-nal Gen-
erator v'hen onerated in the U.S..B.for:-'t coan-Ltins the de3ired and
predicted sidebarna coopon-eit.- oZ" ssuru.ous Ji1n-',l.

Analysis of the Amplitude Spectrum of a PY, Wave Nodulated

by a Two Tono Signal.

In general an angle modulated sinusoidal carrier w-ave can be ex-

pressed as:

H(t) - A cos ct +

where A - Sinusofdal carrier, peak amplitude

W - Sinusoidal carrier, center aDgular frequency
C

0(t) - Instantaneous phase deviaticn

For a PM Uavo, the instantnncou.-. phase'de'iiation is directly proportionrýl

to the modulating voltage amplitude: 0*(t) = k e (t)
M
For__the case of a simuscidal moduc.atirn .avefora:
0(t)=k A cos W t

where A - Modulatin sigrnal Doak amplitude

W - Modulating signal angular frequen2y

k - proportionality coustant

The'r od,-3iationu
in_.x (X) is derfine as th5 instantaneous 2k phaas dsvia-...c,'
Foi-the aoove case: X = k A

Consider the case Ahera the nodulati n sigral coas s of t-wo sinusoic ?.
ILI
signals of the form: Tone ",I Tone -'ý2
e*(t) A cos WIt + A2 cos W t

MII-63
Pag: 2
 rTherefore

and 14(t) =A Cos Oat

CC . + X
1
(At cot:

c~'

ishere X is defin,-.d as the nocýula Lion inde-x cutL

Ton;) rz
*XC-
'

-
2 -

Xsdefined as the rmot.Ilatiena index-:. of To;,-_ '2

The above ecrntion hat bcon nolvadl In 11Tran!;,eneisoao Sytb'2or

Commiunications" - PalTeloth~azo Lsbo-rc1tcci-Jnz,, 196',, - Chapter 19, PP 4749

k1t) = A 7WiX)J 5 ( 2 + nw, + M 2 )t + (+M~

Where Jn(X 1 ) & J Cx2 arcese functions of the first kind; of' nt.h order

& of argumeint X. and mth orde.r & of argumant. X respectively.

The egn~ation indicates that, in general, not only will tChere be Z5ide-
band coLpo~nonta displaced f"c.- he crirby all. pozcsible ixultiolen.ý of thle
[individual modulatL-1nz frequorc.oics. bi-t also ccotinr.iloncsG disrio:cebyal
possible sums and difleroncocý of nult~iorlon of tha: dý hic£rc~c

For the condition, X 1 = 1.10 radirnq?4 X2 0,5t: radian .'

f1 1
l .02 s Prz _* f 1.250U.z rsc 4
el

M(t) =A ) ) (i.i) d(5J o 10 6(fr 1.01:.n + 1ý25n-t ' (n

Cc. t7n Mrn

Nornalizing theý aboice eou-2t4con with reoi 0to l_ Uh

un,,o0 2uIlat- ca::C'
peak amplitud-: (A = 1) and &SsUI' 1f 10 MInm thn aCultuf en ~n~
is as tabuilated *Cl fl¶ble 1. hin ',ble icluOes liC- -n

ponents that are within, a bandwiJdth of f fl1 27.edaegetri

mlt
than 1% of the unmolul-ted csrezor.

Table 2 contains a itr ithprintBeslcocff[ic~erts.

Sec Firure I for a niot; of' thecrlt.A scrun

 TA13T• 1

mn I +Ll 2J M~ Ljn .1) DB Down from

______- mUnmoci. cnrrier
o 0 50.000 o. 6081 3.50
1 0 51,024 0.'1372 7.18
-1 0 48.976 0.43?2 7.18
O 1 51v250 0.1873 14.54
O -i 48.750 0.1873 14.54
2 0 52.048 0.1273 17.90
-2 0 47.932 0.1273 17.90
1 1 52.2-74 0.1226 18.24
-I 1 50.226 0.1226 18.24
1 -1 49.774 0.1226 18.24
-1 -I 47.726 0.1226 a8,.24
2 -1 50,793 0.0357 28.94
-2 1 49.202 0-0357 28.9
2 52.500 0.0256 31.84
0 -2 47.500 0.0256 31.84
-1 2 51.476 ' 0.0163 35.50
1 -2 48.52 0.0168 35.50

M-65

I-.
 F2
Reference: Jahno F-mli - "Tablces o"
1. ct:.onu"
Dover nubli:a" 1• 5,
pp. 128. 3.5615? & 1.32.

O 0.7196 0 0.9284
1 0.4709 1 0.2603
2 0.1371 2 0.0356

2 values computed using re).Fa,.ticn foaund in above recrencon p. 128:

J (X) = ____M" A (x)

p
Pt

ardi tab1a of A (x) on paze 1.82.

, r

1I1-66

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 AMPLITUDIý_(DB)

o 00 00

tj0

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(00,-0)

(210)

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111-70

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 APPENDIX IV

AEROSPACE GROUND EQUIPMENT

IV-I
 TABLE OF CONTENTS

Section Title Page

I Introduction ............. ............................. IV-4

iI Summary ............... .............................. IV-4

III Test and Evaluation ......... ......................... IV-4

IV Results and Conclusions .............................. ... IV-4

V Recommendations. ....................................... IV-5

LIST OF TABLES

Number Title Page

I AGE Used for Pre-Flight ............................. IV-6

U AGE Used for Unscheduled Maintenance .................... IV-10
In AGE to Support Aircraft, Personnel and PMEE ............... IV-13

IV-2
 SYMBOLS

The following are definitions of source codes established at ColAractor/USAF AGE

Selection meetings.

CODE DEFINITION

P Item selected for procurement.

Z Item to be furnished by contractor from

residual D/T&E assets.

PZ Partial quantity to be furnished by

contractor from residual D/TLE assets.
Balance of quantity selected for
procurement.

M Item to be locally manufactured or

jury-rigged by AFETR or substitute Item
available at AFETR.

X1 Item to be furnished from Government

inventory.

., IV-3
i'v-
 I. INTRHO t t"'I()N

The Aerospace Ground Equipment (AGE) evaluated during Category II testing was that
required for ýdreraft and PMEE pre-rnission checkout and maintenance. Where recom-
mended AGE -vas not available, substitute items were utilized. The AGE used does
not represent the total AGE required f ir support of the A/RIA aircraft, since maoy
items recommended are utilized for depot level maintenance; such AGE could not be
evaluated as it was not available.

II. SUMMARY

The objectives of the AGE evaluation were: (1) To verify that the recommended equip-
ment does in fact perform the required tasks adequately, accurately, and reliably and
(2) To determine "ts ease of operation. The evaluations were accomplished during the
normal operationa of the aircraft and subsystems. No special tests were scheduled to
quantitatively evaluate AGE.

Much of the actual approved AGE was not available during Category II testing. In many
cases Douglas and Bendix capital equipment was utilized. When equipment identical to
approved AGE was not available, substitute equipment was used. A comparison of this
equipment with approved AGE is U'ij 1ineated in Tables I. II, and III of this report.

M. TEST AND EVALUATION

The evaluation was conducted as a supporting objective during the Category II testing,
as delineated in DAC Report 6171. The tests performed are specified in Bendix
Radio Drawing 2078343.

Utilization of the AGE showed that it performed in a satisfactory manner within the
time limitations established for preflight.

Evaluation of AGE manuals was not accomplished during the Category II Test Program
due to their nenavailability. The manuals will be evaluated by the using agency during
Category III Testing.

IV. RESULTS AND CONCLUSIONS

The AGE evaluation revealed no deficiencies in the equipment utilized during the
Category II Test Program. Further evaluation of the approved AGE will be performed
b, the using agency during Category III Testing.

Evaluation of AGE during pre-missior. checkout revealed that there were insufficient
quanti•tes of five, items to suipport four major stnging hRMR. Thp nnqntitIPA We.rPe
updated at the several Contractor/USAF AGE selection meetings.

IV-4
 I

V. RECOMMENDATIONS

Original recommendations of AGE were made in accordance with AFSCMIAFLCM

310-1 AFLC/AFSC, Form 9, Number S-4, -23. 0-2, as required by DD Form 1423,
Data Item Number 074. AGE recommendations were progressively evaluated through-
out the proposal and acquisition phases of the program with changes thereto and addi-
tions of AGE as analysis revealed a deficiency.

As a result of the AGE evaluation it is recommended that an ACE Model 405-2TMG

air conditioning trailer be procured for A/RIA use. The specitications of this trailer
were reviewed and it was determined that its capability and capacity can meet the
PMEE and aircraft air conditioning requirements utilizing one unit in lieu of the planned
three MA- 3 units. The customer has been officially notified of the estimated unit cost
and lead time required for procurement.

IIV-,
 TABLE T

AGE USED FOR PREFLIGHT

Actual Equipment Recommended

Utilized AGE Item No. Evaluation

Distortion Analyzer AGERD #134 Used during preflight of

330B - HP Distortion Analyzer the Record Group in per-
133B - HP forming third harmonic
Source Code M distortion tests on the
direct record channels.
The 330B performs this
task in a sufficient and
satisfactory manner.

True R Voltmeter AGERD #167 Utilized satisfactorily

320/A - Ballantine RMS Voltmeter in making voltage level
3400A - HP measurements in the RF
Source Code XI Group and on the wide-
band recorder. A com-
parison of the specifi-
cation for the 320A and
3400A reveals that the
units are nearly equiva-
lent, with the 3400A
havig a greater accuracy.

Differential Voltmeter AGERD #168 The HF and Record Group

883A - Fluke AC-DC Differential operators used the 883A
Voltmeter 741A - both in performing pre-
HP, Source Code M flight and troubleshooting
and concur with tne valid-
ity of the recommendation
for this item of AGE. The
741A is nearly equivalent
to the 883A and an analysis
of the measurements and
accuracies to be made reveal
that the 741A can perform
the task.

VTVM 4OOD AGERD #31 Utilized in determining

Hewlett-Packard VTVM 4koH things such as signal to
Hewlett-Packard noise ratios, frequency
Source Code XI response, alignments, etc.
The 400H is an adaptation
of the 400D with meter-
face calibration and greater
accuracy un the lower end
of the frequency.

IV-6
Actual Equip•nmt Recommend I
Utilized AGE Item No. Evaluation

VTVM 410x AGMRD #130 Used to perform preflight

Hewlett-Packard VTVM 410c on the HF Group. Continued
Hewlett-Packard usage during category II
Source Code XI testing reveals the meter
is a compatible unit for
the tasks required.

*Power Meter AGERD #160 Used to UmcK output power

431C Power Meter 431B of the UHF/VHF signal gen-
Hewlett-Packard Hewlett-Packard erator during preflight;
Source Code XI also utilized during main-
tenance activity. Opera-
tors found this item to
be acceptable and compat-
ible with the requirements
involved. The 431B is an
earlier version of the
431C and determined to be
capable of performing the
tasks reqndred of the 431C.

Thermistor AGEPJz) #156 Used satisfactorily in con-

Mount 478 Thermistor Mount Junction with the above
Hewlett-Packard 478 Power Meter.
Hewlett-Packard
Source Code XI

Signal Generator AGERD #200 Utilized in setting up tbht

202J Boonton Signal Generator RF Group, antenna gains.,
202CJ Boonton receiver calibration, out-
Souize Code XI put meter calibration and
(S+N)/N curve, etc. and has
performed such tasks quite
adequately.

*Counter 52 4 5L AGERD #139 Used by the HF and record

Hewlett-Packard Counter 1037B group operators during pre-
Syrtron-Domner flight and to perform mali-
Source Code M tenance tasks. Observation
of usage during Category 11
testtug reveals that this
counter was a very suitable
piece of equipment. The
Systron-Donner counter is
equivalent to the 5245L.

IV-7
Actual Equipment Recommended
Utilized AGE Item Nu. Evaluation

Power Supply AGEPb #138 Utilized to set up proper

6202B Harrison Technipower deviation of the FM modu-
L-hO.O-25.0M lators and the data multi-
Source Code M plexer. The voltage and
current characteristics of
the 6202B are compatible
with the requirements and
it handles the tasks ade-
quately. A power supply
having the appropriate
voltage and currenýt charac-
teristics may be substi-
tuted for the 6202B.

Signal Generator AGERM #142 Used to perform system

8614A Signal Generator sensitivity checks in the
Hewlett-Packard 8614h h-P r7 Group. The generator
Source Code P performed this task ade-
quately. The 8614B will
perform the stme tasks
just as well when used
in conjunction with AGERD
#160, Power Meter.

Degausser AGERD #149 Used to degauss magnetic

DG-2 Degausser D1250 tapes. It pcrfonurd in
Magnusonics Magnusonics the required manner. The
Source Code P D1250 is equivalent to
DG-2.

*Volt OHM Meter AGERD #6 Used in many applications

610 Triplett BCM 6 during preflight and in
Psy-6 Source Code XI unscheduled maintenance.
The PSM-6 is a very useful
and capable meter for its
intended use.

Wave Ana~yze', AGERD #148 Utilized satisfactorily

310A Wpve Analyzer in performing preflight of
Hewlett-Packard 310A H-P the wide band recorders.
Source Code XI

Oscillator 651A AGERD #147 Used on several tests in

Hewlett-Packard Oscillator 651A setting up the wideband
Hewlett-Packard recorder during preflight.
Source Code P

IV-8
Act 'al Equipment Recommended
AGE Item No. Evaluation
utilized

Part of AGFD Utilized in performing

VHF Test Antenna
e279 rccdiver sensitivity,
P-o608
Mobile Test Set range loss, receiver
TACO
Eclipse-Pioneer calibration and tracking
SS3ulrC CodC 'M receiver phasing ndjust-
ments.

Part of AGERD Utilized in performing

UHF Test Antenna
#279 receiver sensitivity,
Scientific Atlanta
Mobile Test Set range loss, receiver
229-4
Eclipse-Pioneer calibration and tracking
Source Code M receiver phasing adjust-
ment.

AGERD #312 Used to connect test

Adapter
Adapter UG-2O1/U equipment to PMEE equip-
UG-201/U
Gremar Mfg. Co. ment during preflight.
Source Code P The adapter properly
interfaces the equipment
and any equivalent adapter
may be utilized.

Tee Adapter AGERD #315 Used to connect test

UG-27h/U Tee Adapter equipment to PMEE equip-
UG-274 B/U ment during preflight.
Gremar Mfg. The adapter properly
Source Code P interfaces the equipment
and any equivalenL adp'Ler
may be utilized.

Adapter AGERD #316 Used to connect test

UG.349A/U Adapter equipment to PMEE equip-
UG-349A/U ment during preflight,
Gremar Mfg. The adapter properly
Source Code P interfaces the equipment
equivalent adapter
anyutilized.
and be
may

AGERD #135 Utilized throughout pre-

* Oscillator
20OCD H-P Oscillator 200CD flight also for operational
Hewlett-Packard maintenance. The 200CD
Item Cancelled satisfied the reqvirements
for an audio oscillator.
AGERD #135 was cancelled
at AGE Selection Meeting
#2 on 5-16-66 as it was
determined that AGERD #147
has the capability of per-
forming the same tasks and
thus one piece of equipment
is eliminated.

IV-9
 I

AGE IVE'.D POR lrrCHflMTIEa MAINTENANCE

The below listed items of AGE were utilized during Category U1Testing as main-

tenance items. This equipment was used as required for unscheduled maintenance

in support of preflight. These items of AGE have performed the tasks required

of them in an efficient and timely manner with no recommendation for better

or different equipment. (See also items preceded by an asterisk in the preceding

Table I.)

Actual Equipment Recommended

Utilized A0E Item No. Remarks

Sweep Generator AGERD #194 ThL RF Group operators

605 Alfred Sweep Generator used the 605 in aligning
631D-51 the parametric amplifier.
Alfred Elec. The recommended 631D-51
Source Code P will perform this func-
tion quite readily.

Noise Meter 342A AGEBD #193 Utilized in measuring

Hewlett-Packard Noise Meter 342A system noise temperatures
aiewett-Packard and alignment of the
Source Code XI parametric amplifier.

VHF Noise Source AGERD #197 Used in conjunction with

343A H-P VHF Noise Source the 342A meter in measuring
343A H-P noise temperature and align-
Source Code XI ment of the VHF multicoupler.

UHF Noise Source AGERD #192 Used in conjunction with

349A H-P UHF Noise Source the 342A meter in measuring
1OA •-• noise temperature and alirn-
1,- •cc L, XI ment of the parametric
amplifier.

Crystal Detector AGERD #7 Utilized in performing

420A H-P Crystal Detector alignment of the parametric
420A H-P amplifiers.
Source Code XI

Oscilloscope 453 AGERD #8 Used in aligning the para-

Tektronic Oscilloscope 453 metric a'iplifiers.
Tektronic
Source Code P

IV-10
Actual Equiprt--nt eunnIe.
Utilized A(Th Item 7Ta.

Spectrum Amatyzer A:ItRD #151 %ý15? Used j-1 chaocizing ourt

spA-4hA Specbrwx AnaJ~yzer the TE"- upltnkc t-rans-
Singer S55113/851au11P ttter. The -355-1-3/851-3
Soure
Pandarer~de nearly
equival-ent ies
Tast Sep7-K1oett10Us-It i..ror-aialn
ColnsRdiL339 -est set, te!na-v, on Rcl and 1-?
Colltns Ra&-lo branslator.3, togethier
0oourc lode P as, ti ccrnplete ractiver
or geparatel~y an %-i
exrnita"- orVteie.
Thle tibset mnay be
'tied when required to
perfor-na aijastmnwnts and
lsofltc) fauits daim -~o
the rnaonjn or clircuit
card level.

Tracking Receiver &GERD) #307 U~tilized in serv-ice and

Test Set Traaking Receiver alilpnent or the trac.k-
"CP1)013W Test set 0,P12)0139 ing ro~cfxvers.
',3eni~Lx lReado Berv-2: Radio
So'rce lode P

Voice & Te1*?iaitry AGERL #308 Utilized -',- uer-rie and

Test Set 0P2301!+0 Voice & Teleaeta-~- aLig~nrrnnf, of thie voize,'y
Bendix 'Radio Tent, Set eicofoV0 teiamiwtrr receivers.
Source Code P
Akttenuaator AflERD *233 Ised in perfor~jing nI
50-20 Weinachel Attenuator 1.0-20 input ta-sts * Tho mAalo-r
Weinsehe).Tg.'lfecc b--tvten tiw
Soutrce Codre 'cI 50-20 and thle 1.7-20 13
the tr,-Teqecyr range.
The freqruencyr range of
the 50-20 i3 0-3.0 GC
and thle range of the
10ý-20 is 0-1.5 GC which
is sn~fticieant to cover
the retruire'nent.
kttenuator AGPMn #130 Utilized in performing
50-10 Weinschel Attenuaator 50-10 routine service and
Webs abel Thugr. alignment on tihe pwra~-
Source %"ode 1I me~tric arapllf'ieru.
kttenuator 50-6 4GERD #±9%. Utiitzed in perforianJŽg
Weinachel Engr. Attenuator 50-6 rouatine s~irvice and
We-ins ael ThIgr. a'Agnxsnt on ti-epat
Sonrae Code- C.t merc plif~iers.

IV- 11
 Ad;E Item No. Remarks
Tittilized
Attenuator 50-3 AGKR) It1838 Utilized in performing
Weirschel Engr. Attenuator 50-3 routine service and
Weinschel Engr. alignment on the para-
Source Code KI metric amplifiers and
service and alignment of
the UHF multicoupler.

AGERD #140 Used to service and

Frequency Converter
Counter Extender align the antenna mount
5253B assembly. Both of these
Hewlett-Packard Plug-In 1291
Systron-Donner converters extend the
Source Code M frequency range of the
basic counter (5245L
and AGERD #3.39) to
500 MHz.

Termination 535MN AGERD #144 Used in performing

Weinschel Engr. Termination 535MN maintenance on the data
Weinschel Engr. dump transmitter. It
Source Code P also can be utilized in
servicing and alignment
of the antenna mount
assembly.

Frequency Meter AGERD #298 Used in aligning and

Frequency 1,i testing of the para-
536A H-P
536A 11-P metric amplifiers.
Source Code X±

AGEED #335 Utilized in performing

Attenuator 355DL
Hewlett-Packard Attenuator 355D alignment on the para-
Hewlett-Packard metric amplifiers.
Souxce Code XI

IV-12
 ,, T- 'P• 'I i
A1 H•.7

Actual. AGE
Utilized AGE Recommended Rernhrks

Towbar (tooling type) AGERD #1 Both the tooling type

D6 52-5-71799 I{FI Towbar towbar and the production
Douglas Aircraft and J100034-501 type towbar were used
Towbar (production) Douglas Aircraft during the flight test
J10OO34-51 Source Code PZ program and proven to be
Douglas Aircraft compatible with the air-
craft and tug interfaces.
The production towbar
was also broken down into
sections, loaded and
transported on board and
removed from the A/RIA
to verify ease of instal-
lng in and removing from
A/RIA.

Ground Air Con- AGEBD #278 The F71195 was used when
ditioner Adapter Ground Cooling air conditioning was
F71195 Air Adapter required until the J100126
Boeing Co. JlOO126-1 became available. The
Douglas Aircraft J100126 eliminated the
Source Code P undesirable moment on the
aircraft fitting and re-
duced the high pressure
loss encountered by the
F71195.
Kit Adapter AGERD #276 No problems were encoun-
958C543-2 Kit Adapter tered interfacing the air-
Westinghouse 958C543-2 craft AC wiring to the
Westinghouse AC power system tester
Source Code PZ and performing AC power
system tests.

High Pressure AGERD #393 The PTEl was used to service

Oxygen Fitting Oxygen Servicing the GOX system as required
Adapter Trailer Adapter during Category II testing.
D263-Al10567-PTEI J100134-1 The J1OO134-1 was not
Douglas Aircraft Douglas Aircraft available during Category
Source Code P II, but the components
and tuoing structure of
the J1O0134-1 are similar
to the PTEl.

IV- 1 3

I
 Actual AGE
Utilized AGE Recommended Remarks
Badome Instal- AGERD #351 A test was conducted to

lation & Removal Radome Installation verify the fixture's com-

Fixture & Removal Fixture patibility and performance.
J100129-1 J100129-1 The fixture was interfaced
Douglas Airiraft Douglas Aircraft with an engine lift trailer
Source Code P and the radome sling and
used to remove and install
a radome on an A/RIA.
Minor problems were en-
countered and resolved
immediately by Engineering.

Radome Sling AGERD #394 AGERD #394 is a modi-

D-652-J100225-Hn{I D-652-JI00225- fication of D-652-J100225-
Douglas Aircraft 501HFHI HFHI and was associated
Douglas Aircraft with the test of the
Source Code P radome installation and
removal fixture. No
problems were encountered
with this item; the recom-
mendation is deemed as
valid.

AGERD #326 AGERD #326 The sling set has been

Yoke & Pedestal Yoke & Pedestal used throughout Category
Sling Set Sling Set II Testing and A/RIA
A0lO141-l Aloo141-1 production. Minor modi-
Eclipse-Pioneer Eclipse-Pioneer fications were required
Source Code PZ and the sling set now
performs the required
tasks in a satisfactory
manner.

AGERD #346 AGERD #346 The sling set has been

Reflector Sling Reflector Sling used throughout Category
SK90240 SK90240 II testing and A!RIA
Bendix Radio Bendix Radio production. Minor modi-
Source Code Z fications were required
and the sling set now
performs the required
tasks in a satisfactory
manner.

AGERD #326 and AGERD #352 A test was conducted to

#346 Antenna
Handling Assy
Fixture verify the fixture's corn-
patibility and performance.
J100130-1 The fixture was interfaced
Douglas Aircraft with the radome installat 4 on
Source Code P and removal fixture nnd
used to remove and install
the antenna assembly on
the A/REA. Minor _rob -e•bs
were encountered and resolved
immediately by Engineering.
IV- 14
S
Actual AGE
Utilized AGE Recommended Remarks

MA-3A MA-3 Air Conditioning The air conditioning

Air Conditioning Trailer cart has not been com-
Cart pletely evaluated (at
high ambient temperatures)
due to the season of the
year in which Category II
testing was conducted.
The cart has performed
in a satisfactory manner
to the present time.

Gremcc 8H AC/DC MD3A Electrical The Gremco electrical

Ground Power Unit Power Cart power cart was in use
and BIOB Electrical throughout Category II
Power Cart testing. The BIOB power
cart was also used several
times. It is almost
identical to the MD3A
cart. Both carts performed
in a satisfactory manner.

IV-15
 APPENDIX V

ELEC TRO- INTERFERENCE

TEST REPORT

V-1i
 rStljVS
TAM "0 ,
OF bTS

Section Title Page

I Introduction .......... ............................. V-4

II Summary .......... .............................. V-5

M Test and Evaluation ......... ......................... V-6

3.1 Purpose of the Test............................ V-6

3.2 Test Specimen ........ ....................... V-6
3.3 Flight Tests................................. V-6

IV Conclusions and Recommendations ....................... V-8

4.1 General ................................. ... V-8

4.2 Audio Interference ........ ..................... V-8
4.3 PMEE Subsystem ........ ...................... V-9
4. 4 Aircraft Subsystems ........ .................... V-9
4.5 Recommendations .............................. V-9

LIST OF TABLES

Number Title Page

I EMC Testing for A/RIA. ........ ...................... V-10

II Equipment Restrictions to Achieve A/RIA and A/RIA-ALOTS
System Compatibility ......... ........................ V-11

References ............ ................................. V-12

V-2
 LIST OF ABBREVIATIONS

ALOTS Airborne Lightweight Optics Tracking System

A/IRI Apollo/Range Instrumented Aircraft

EMC Electromagnetic Compatibility

ICT Interference Compliance Test

PNEE Prime Mission Electronic Equipment

TWA Trailing Wire Antenna

UBF Ultra High Frequency

VHF Very High Frequency

WPA Wing Probe Antenna

V-3

I"
[J
I SECTION I

INTRODUCTION

IThis document presents a partial evaluation of the Electromagnetic Compatibility

(EMC) Tests on the Apollo/Range Instrumented Aircraft (A/RIA). The complete
Electro-Interference Test Repert, DAC 56222, which satisfies A/RIA data item re-
quirement (AFSCM 310-1), Number T-22-56. 0, is submitted as a part of the Category
I Final Test Report.

The tests were conducted in accordance with the applicable portion of the customer-
approved test procedures, A/RIA Drawing A100284. The applicable portions of the
A100284 contains the "Interference Compliance Test" (ICT) procedures which were
prepared In compliance with the requirements of MIL-E-6051C.

V-4
 SECTION II

SUMMARY

The Electromagnetic Compatibility test program for the Apollo/Range Instru-

mented Aircraft (A/RIA) was completed on the aircraft numbers 1 (60- 37Z),
2 (60-375), and4 (61-327) during the period of October 24, 1966 through
June 1967.

The testing program objectives were iccomplished and summarized in three

general areas as follows:

a. Results of the tests demonstrated that the A/RIA system is free of

any catastrophic incompatibilities.

b. The tests defined the subsystem limitations and restrictions that

must be tolerated to achieve mission success.

c. The tests demonstrated the system compliance with the contractor' s

Interference Control and Test Plans as required by the general
specification MIL-E-6051C.

The tests were performed in compliance with the conditions specified in the
TU-28327 test plan and the A1010284 detailed test procedures.

The audio interference test results demonstrated that the system intercom-
munication subsystems comply with MIL-E-6051C specifications for "unac-
ceptable responses" except certain existing conditions that were evaluated
and dispositioned upon receipt of the aircraft.

Results of the PMEE and the Aircraft Subsystem Susceptibility tests demon-
strated the compatibility of the subsystems in the environment and defined
the necessary characteristics to permit management of the frequency spectrum
for a prescribed mission.

I! V-5

ir
 SECTION III

TEST AND EVALUATION

3. 1 PURPOSE OF THE TEST

The purpose of the Electro-Interference Test reported in this document is to

assure electromagnetic compatibility of the electrical/electronic subsystems
within the A/RIA system by identifyirg interactions for evaluation and to
demonstrate the functional electromagnetic cor :'Ality of the A/R:' Ls-
tern to the requirements of MIL-E-6051C.

3.2 TEST SPECIMEN

The test specimen consisted of the A/RIA system as listed in Table I. The
first, second, and fourth aircraft system were subjected to portions of the
ICT as described and on the dates shown. The nircraft were completely
equipped with all the electrical/electronic equipment installed in the normal
configuration except as documented in DAC 56148. The exceptions that were
necessary to accommodate the required instrumentation and monitor system
performance in accordance with the test procedure are documented by
Report DAC 56148, Exhibit to DAC 56222.

A/RIA System No. 2 was selected as the A/RJA EMC test specimen for the
formal ground Interference Compliance Test because No. 1 system was
fully instrumented for the Category II test progran'. The instrumentation
aboard No. I aircraft consisted of a large quantity of equipments and as-
sociated wiring that rendered the system an unrealistic complex to acquire
EMC data. The flight data were collected on system No. 1 and No. 4 after
the instrumentation was removed and restored to production configuration.

A/RIA system No. 4 was utilized as the specimen for the compatibility test
of the ALOTS modification and for the completion of the PMEE compatibility
testing in the flight environment.

3. 3 FLIGHT TESTS

Flight testing for electromagnetic compatibility consisted of testing specific

interference conditions specified by the Category I Test Procedures, A100284.
Specific tests accomplished in flight were selected based on ground test
results and other combinations that could not be realistically evaluated by
ground tests, such as interferences from HF transmissions, antenna isola-
tions, etc. The results are reported by the Category I Test Report on
Electromagnetic Compatibility, DAG-56148.

Evaluation of ground EMC test results developed the specific tests to be per-
formed in flight. The testing areas which were evaluated in flight were
responses of the HF receivers, VHF telemetry track and voice receivers,
L-Band telemetry receivers, and UHF telemetry ai.d track receivers, due
to the following antenna conducted signals:
a. Co-channel transmitter
b. Adjacent channel transmitters

V-6
 c. Transmitter harmonics

d. Receiver spurious

e. Inter modulation products

Flight evaluation of the above tests generally revealed that the majority of
ground detected VHF, L and UHF interference conditions, due to antenna
isolations, did not exist in the flight environment. Identification of all the
actual receiver responses was evaluated and dispositioned by restricting
usage of equipments which have secondary imps rance to accomplishing tVk-e
mission. Specific restrictions are included in the "Recommendation" section
of the Category I Electromagnetic Compatibility test report, DAC-56 148.

Interference, due to HF transmissions, was generally more severe in the

flight environment than during ground testing, due to the airframe effects at
the HF frequencies. Operational restriction for HF equipments, based on
the test results, includes adjacent channel separation, transmitter harmonics
and second and third order intermodulation.

The only inccr.patibility detected in the A/RIA system. of a nature- ,equirinn

corrective action was the effect on the tracking antenna servo circuit by HF
transmissions which appears to be more severe when using the TWA. The
deficiency was detected during flight testing and has been repeated by ground simula-
tions. This problem was corrected by the incorporation of ECP 0071, which added a
special RF filter to the Antenna Control circuitry, OA-11. The adequacy of the design
change was verified by flight test on aircraft 61-330 on 9 August 1967.

The h/RIAP-ALOTS Electromagnetic Compatibility evaluation revealed no

incompatibilities during ground testing except as follows:

a. The ALOTS subsystem contains an intra -equipment self-

compatibility deficiency which existed before installation into the
A/RLA complex. The photo camera drive motor degrades the ALOTS
video and tracking servo system by producing spurious track points
within the video tracking system.

b. HF transmissions on any HF antenna cause heavy modulation of the

ALOTS video; they also cause the servo system to jitter and lose
track. The deficiency occurred for HF transmission below 14 MHz
only.

Flight testing of the A/RIA-ALOTS system confirmed the ALOTS suscepti-

bility to HF transmissions between 2 and II MHz. ALOTS performance
became marginal when HF transmissions were between II and 14 MHz but
was satisfactory for all frequencies above 14 MHz. Both system deficiencies
discussed above are peculiar to the ALOTS subsystem only and improvements
to correct the discrepancies are not within the scope of this program.

V-7
 SECTION TV

CONCLUSIONS AND RECOMMENDATIONS

4. 1 GENERAL

The basic goal of the A/RIA electrornagnetic compatibility program, to con-

trol the design of the A/RIA systein so that it is capable of performing its
prescribed mission free of disabling electromagnetic interferences,
has been achieved by employing certain subsystem restrictions specified in
this section.

The system compatibility tests, performed in accordance with existing pro-

cedures and the results reported by DAC-56148, have defined the necessary
characteristics of the subsystems and system to permit mission planning and
a continuing compatibility evaluation into the operational phase (Category III)
of the program. The contractor considers the compatibility evaluation of any
system to be a continuing program and is necessary to achieve a higher
degree of mission success. It must be recognized that, no matter how
thorough the interference and compatibility test planning, it is highly probable
that minor additional electrical interferences, not reported herein, will be
detected after the delivery of the system to the using agency.

Results of the comprehensive electro interference tests have:

a. demtpnstrated that the A/RIA system is free of any catastrophic

incompatibilities,

b. defined the subsystem limitations and restrictions that must be

tolerated to achieve mission success, and

c. demonstrated the system compliance to the contractor's Inter-

ference Control and Test Plans as required by the general
specification MIL-E-6051C.

4. 2 AUDIO INTERFERENCE

The audio interference test results show that the newly designed intercom-
munication subsystem fully complies with the requirements of MIL-E-6051C.
The existing AIC- 18 intercommunication subsystem exceeds the specification
requirement for unacceptable aural output power of 1. 1Z5 microwatts. The
response is considered an undesirable response that does not degrade the
system capability or cause nuisance or irritating effects on the operators.
The condition is considered satisfactory based on the following:

a. Prio" service of the aircraft

b. Levels are controllable by the operators

c. The condition was existing before the A/RIA modification began,

and is documented by DAC-56108 report. An early evalu~ation of
the condition determined that rework was not warranted.

V-8

I
The Public Address Subsystem (AIC-13) responses due to spotlight intensity
control and beaLon light operation are not recognizable in the mission
environment, as demonstrated by the Category II Flight Tests. The response
is considered undesirable but does not degrade system performance or exceed
specification limits.

4. 3 PMEE SUBSYSTEMS

The susceptibility of the Voice a d Telemetry data receivers to on-board

transmitter sources must be tolerated by proper frequency usage and manage-
ment of the spectrum for each mission. Specific restriction for equipments
and subsystems are included in Table II of this report.

The susceptibility of the tracking servo circuit to HF transmission was not

detected during the performance of the electro-interference ground test-
ing. Subsequent HF transmission testing in the flight environment
caused random responses in the antenna servo system. This problem was corrected
by the incorporation of ECP 0071, which added a special RF filter to the antenna con-
trol circuitry, OA-11. Details of the problem and design fix are documented in EMI
Report DAC 56148.
4.4 AIRCRAFT SUBSYSTEMS

The susceptibility of communication receivers to newly installed transmitter

sources must be tolerated by proper frequency usage and management of the
spectrum for each mission. Specific restrictions for equipments and sub-
systems are included in Table II of this report.

4. 5 RECOMMENDATIONS

It is recommended that Table II, "Equipment Operational Restrictions, " be

utilized to assist in mission planning.

It is recommended that the electrumagnetic compatibility evaluation of thet

system be continued in the operational phase (Category III) of the program.

Table II should be used as a guide to direct the evaluation and should be

revised as test results dictate. It is feasible that some restrictions now
listed on the table can be relaxed over parts of frequency bands for the same
mode of interference.

V-9

I"
r

TABLE I

EMC. TESTING FOR A/RIA

Test Specimen A/RIA

(Aircra;'t Serial Unit
Number) No. Date of Test Type of Test Test Procedure

60-372 10-24-66 Milestone EMC A100284 paras.

through 4. Z.4, 4.2. 5, and
10-25-66 4. Z. 6 as specified
by SEO 002A

60-375 2 1-19-67 PMEE/Aircraft A100l84 paras.

EMC 4. 2. I through
14.2.6

60-372 1 3-14-67 PMEE/Aircraft A100284, Para.

EMC-Flight 4.2.7

61-327 4 2-25-67 ALOTS EMC A100284 paras.

4. 2.8 and 4.2. 9

61--327 4 5-25-67 ALOTS EMC- DAC 56171

Flight Supplement #1
PMEE/Air-..raft A100284 para.
EMC Flight 4.2.7

V-10
 '0 >. >

I ~ N0 0 -1

(N C') C C
0J.A~ )0 a) ~ )(N
.C--
+) * ) - .C
S - 4'. CN 0-
a) - -- a)4'
Li -A (N
(4 N 1i LeJ) +. L o
0 1+4~ 1 if 0

0 Q u c L. u () 1 .- 1 U 14-. 0) U
VAI r- 4CC C: *H- C .,A (NJ .0 c
H () C: 0 a) C: OD ,-i C: C:
O --3 0 :5 0 .. :3 (1) 0 iC
U) u)
14 0- E: -, C' E C C: E (N a)0() 4)
(3 p-40 (N 0) (1) CN I-i
k ý +.. -4
kI co Ll HI. 1.- 0 + u C U
(n 14- (A) + 4+..C + '4 .C_ CZ ,-i cm C:
W 1 ) '-I 1 ~ -4 L)C: LI-. 0) a
J-iH
.,A W-i '-Q t.L-. ri-1 0 -0 >ý 04 D - :3
03 :5 :r a) +LI.,A :j U O~IX a'
>' I- C: iC C ;i . C: C4-)- Ul [ . (D 41)
H 0 c ~ +-
4)
3 U-
(NI C-
co 4-P Liq
U
(Ni C:
o
(L) c
U P +±:3
Q,
L'.
(N h-.-
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1-
44
m
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C: 0f0- 1 C U) - I J_- m Utn0-+
VA UN -0) ,-4 u H-IOD r-4 (,) .r)). 1-4) '-1 '-A4 '
0 ~ ".-1- ýLl"A 0- 'q 1'-
U
0 -00)
< l
*-4 H tL
LJ.-A--
.-A C:-
<0 <
L11 Vi( L-L..,~-
LV C¾.-i-A

a4C
0 0

HeU EnU)0

0 :>- H.,A0 0

HI)n C C
I-0(n ~ ) ~ - U ) .
F- U) C CCI) L
F-iH 0)
Q) -i0O (n~- 0400
H cjC: LIJ *: CC- C: 0 UdC-
ZH LI- -n C: O n inA *()., C: C.C
< 0L
EH U) ~ -0) Ut
>~- -H 0-. -Co4
P4F- LI,) V-i IfO L 0 .r) ih DL. -,A cn C, int' U)
0- COý 0: 4-) -H *HJ
0r4 00 *d±
0f- < ) (0 '4'i--C. -i E: .,A' r- 1-i
E -AC Cr0
;1- 14 UA C') Hl cOE Mcf f) nn i- LO LHCY (1
n V
to< (D I IH Il C0i C) : : C) CO-
(3 <l r-j
0rj -1
0, (aUtJ
0-H +--.
LU< L) a) E cn F- 7) ~(Y) ini LO
H ~
-
C. Lo- C-lA
o
IIC~
<-A I -Ii F- H c HO
C

~ n
Or ) U 0.0C) U r-4 (0 cu U 4- O c 0.

in - m . y'L i A 4-
ý

1-4j 0> Er

LL) no X)Um - 0r

LU i nU V-4

H>- 0 C:e 0'

Or1 Uý 0. *4. 0l&

"o." . C1)4- >) [A

II
(30U) iC -i, a) W C1

F4 CN Cl'4-f 4
 &

REFERENCES

MIL-E-6051C, System Compatibility and Interference Control 'Requirements, Aero-

nautical Weapon System

MIL-I-6181D, Iiterference Control Requirements, Aircraft Equipment

A100284, Electro-Interference Test Procedures

A100206, Interference Control Specification

A100607, Bonding Control Specification

A100208, Cabling and Wire Class Specification

TU-28339, Aircraft Receiving Test A/RIA Unit #1

DAC-56108, Aircraft Receiving Test A/RIA Unit #2

DAC-56133, Aircraft Receiving Test A/RIA Unit #3

DAC-56111, Electrical Bonding Test Procedure

MIL-B-5087B, Bonding, Electrical

MIL-STD-831, Test Reports, Preparation of

2078571, PMEE RFI/EMI Test Report

TU-28327, Category I Test Plan

DAC-56171, Category II Test Plan

DAC-56148, Electromagnetic Compatibility Test Report

DAC-56222, A/RIA Electro-Interference Test Report

V-12
I
 APPENDIX VI

RELIABILITY/ MAINTAINABILITY

VI-1
 i Ii ~FOREWORD =

This report is submitted under Air Force Contract AF 19(628)-4888, DD Form 1423,
TSAF R-3-15. 0-1. Significant processes and products of the A/RIA Reliability/
Maintainability demonstration and verification are documented for the period of 28
* October 1966 through 14 March 1967.

Am

VI-2
 ABSTRACT

The Reliability and Maintainability Tests, demonstrations, and system analyses were
conducted in accordance with the plan outlined in Douglas Report No. 52928. Status
and failure reports and similar basic records, logs, and forms were used to collect
the system operation and R/M data.

The Douglas Reliability/Maintainability Engineering Group collected all the R/M data
on the aircraft and PMEE subsystems as outlined in Annex B, Vol. Il of Douglas
Report 56171. These data were obtained from the PMEE operating engineers engaged
in the Category 11 flight tests. From these sources, the group completed the evalua-
tion of the reliability and maintainability of the complete A/RIA System.

Test data for the A/RIA R/M Program was derived from Douglas Failure and Rejection
Reports (FARR), Aircraft Records, Category II PMEE Failure Report and the PMEE
Log Book. The PMEE Log Book is a documentary history of all the components of the
PMEE System installed in the A/RIA Aircraft. The Log Book is maintained by the
opera'dag personnel and provides the fo!lowing data:

a. A permanent record of performance.

b. Historical documentation of aircraft serial number, PMEE system number,

component equipment numbers, modifications installed, equipment failures,
and maintenance accomplished.

The above course of action resulted in the following:

a. The A/RIA System Reliability demonstration was begun 28 October 1966, and
completed 21 January 1967, after 113 hours of flight testing.

b. Analysis of the Aircraft Modification Subsystems was begun 28 October 1966,

and completed 14 March 1967. Analysis of the Aircraft Modification Sub-
system yielded an MTTR of 0. 980 hours measured against a requirement
of 1. 36 hours.

From these results, it is concluded that the A/RIA System meets the design require-
ments in both reliability and maintainability.

VI-3
IL
TABLE OF CONTENTS

Section Title Page

I Introduction ......... ............................. VI-6

1.1 Purpose ........ ........................... VI-6

1.2 Scope ........... ............................ VI-6

II Summary ...................................... VI-7

2.1 Objectives ............................ ..... VI-7

2.2 Reliability ......... .......................... VI-7
2.3 Maintainability ....... ....................... VI-8

III Reliability Analysis ................................. VI-9

3.1 Scope ........... ............................ VI-9

3.2 Analysis................................... VI-9
3.3 Results ........ ........................... VI-11

IV Maintainability Analysis ........ ...................... VI-12

4. 1 Scope .......... ............................ VI-12

4.2 Analysis ......... ........................... VI-12
4.3 Results ........ ........................... VI-13

Annex A Flight by Flight Failure Recap .................... VI-22

LIST OF ILLUSTRATIONS

Figure Title Page

VI-i Category H Reliability Sequential Test Chart ............... VI-TO

LIST OF TABLES

Number Title Page

I Aircra: . Modification Subsystem Failures .................. VI-14

II PMEE Failures ........ ........................... VI-15
I[I Reliability Decision Values ........................... VI-18
IV Reliability Demonstration Flight Hours .................... VI-19
V A/RIA Maintainability Requirements ...................... VI-20
VI Aircraft Modification Subsystem MTTR .................... VI-21

VI-4
 LIST OF ABBREVIATIONS, SYMBOLS, AND DEFINITIONS

R Symbol for Reliability

M Symbol for Maintainability

MTTR Mean Time To Repair

MTBF Mean Time Between Failures

X Failure Rate

a Producers Risk (Douglas)

Consumers Risk (Air Force)

01/00 Discrimination Ratio - The ratik of the specified MTBF ( 0 1) to the

minimum acceptable MTBF (00).

Reliability The probability that material will perform its intended function for
a specified period under stated conditions.

-Maintainability Maintainability is a characteristic of design and installation which

is expressed as the probability that an item will conform to speci-
fied conditions within a given period of time when maintenance
action is performed in accordance with prescribed procedures and
resources.

Truncation The minimuin test time to satisfy the customer and contractor
risks and maximum number of failures allowed, without reaching
an accept or rejection decision.

IVI-5

I#
 SECTION I

INTRODUCTION

1.1 PURPOSE

The objective of the Reliability/Maintainability Program was to attain the

highest A/RIA System Reliability with minimum maintainability time, to
ensure maximum system availability at minimum cost.

1. 2 SCOPE

The Reliability/Maintainability Plan was designed to provide continuous

support and guidance to the development of the A/RIA System. This was
accomplished initially at the design level by ensuring that reliability and
maintainability concepts were essential ingredients of every design. Relia-
bility and maintainability personnel were assigned to work directly with the
designer and provide him with R/M guidelines, inputs for trade-off studies,
R/M analysis, and to assist in component and equipment selection. Relia-
bility and maintainability also functioned in the evaluation of all preliminary,
interim and final designs, including those generated by subcontractors and
suppliers, to determine the attainment of R/M goals. Through tests and
demonstrations of the equipment, subsystems and the system proper, R/M
verified that the requirements of the A/RIA system were met.

The plan was structured to enhance the Reliability/Maintainability support

inherent in the AFSCM 375-5 System Engineering Management Procedures.

VI-6
 SECTION II

SUMMARY

2. 1 OBJECTIVES

The R/M objective for the Category II Test Program was to demonstrate and
verify system hardware performance in as near an operational environment
as possible. A sample size of three (3) was selected because of the produc-
tion availability of the first three aircraft during Category II Testing.

2. 2 RELIABILITY

Category II Reliability demonstration testing commenced with the first flight

of Aircraft F3o. 1, 28 October 1966, with a full complement of PMEE on
board. The test was based on a sequen, 'al test plan, outlined in Report No.
529Z8 and in accordance with ESD- TDR -64-616 Reliability/Maintainability
Handbook. The significant pararneturs governing the accept/reject criteria
are as follows:

MTBF = 50 hours

Truncation time = 310 hours

Maximum number of failures allowed - 10

Customer risk = 10%

Contractor risk = 10%

Discrimination Ratio = 0.438

The above parameters result in the following accept/reject equations. These

equations put in chart form are as shown in Figure VI-1.

Accept Curve

FA = 0. 03Z6t -Z.6515

Reject Curve

FR t + 2. 6515

From the time of the first flight, all flight hours accumulated by Aircraft
Nos. 1, Z and 3 with a full complement of operational PMEE on board were
counted as test hours. Likewise from the same point in time, all valid fail-
ures were charged to the system. A valid failure was defined as a failure of
any component of the subsystems that would result in a mission abort or sig-
nificant degradation of mission capability. Failure data were derived from
Failure and Rejection Reports, Test Failure Reports, and A/RIA PMEE Log
Books.

VI-7
 I

Eight PMEE in-flight failures and one aircraft modification in-flight failure
occurred during Category 11 flight operations. All of these failures were
analyzed and scored as valid or invalid, based on the aforementioned defini-
tion of a valid failure (ref. Table II).

One valid failure occurred after 8.3 hours of testing. This failure was ana-
lyzed, and a design change resulted.

All other in-flight failures were scored as invalid based on the redundancy
built into the system.

The A/RIA system reliability demonstration was completed 21 January 1967,

after 113 hours of flight testing.

Since slippage in the Category I Reliability demonstration test schedule caused

the Category I versus Category II sequence to essentially be reversed, all
failure data occurring in Category II ground and flight operations were ana-
lyzed and used to define potential problem areas in the Category I Reliability
demonstration.

2.3 MAINTAINABILITY

The demonstration of A/RIA system MTTR does not fall exclusively under
Category I or C tegory II. Hence, some data for PMEE MTTR was accumu-
lated during Ca gory II testing. All data to demonstrate the MTTR of the
Aircraft Modifiation Subsystem was accumulated during Category II testing
on an as-failed basis. The reason for demonstrating the MTTR of the Air-
craft Modification Subsystem on an as-failed basis was because of the philos-
ophy agreed upon that no failures will be induced into equipment while
installed in the aircraft.

Analysis of Aircraft Modification Maintainability Data yields a MTTR of

0. 951 hours as measured against a requirement of 1. 36 hours.

The MTTR demonstration for the PMEE was accomplished at Bendix under the
Category I Test Program.

VI-8

U
 SECTION III

RELIABILITY ANALYSIS

3.1 SCOPE

The A/RIA System MTBF requirement is 50 hours. To demonstrate that

this value has been achieved, this analysis includes the discrepancies,
replacements, and realignments on prime mission electronic equipment
(PMEE) and A/RIA aircraft modification subsystem equipment that occurred
during flight. This analysis includes a discussion of information contained
in failure reports, PMEE log books, inspection discrepancy reports
(including Pilot's Flight Inspection Reports), records of removals and flight
reports. In addition, whenever necessary, flight test personnel were
interviewed in order to better analyze the data for scoring for the sequential
test plan (Figure VI-1). Only failures that occurred during flight are included
i, ; discussion.

Applicable Subsystems are as follows:

A. Aircraft Modification Subsystem -

I. Electrical Power

2. Inte rphone

3. PMEE Air Conditioning

B. PMEE Subsystems -

1. Timing

2. Voice and Telemetry

3. HF Communications

4. Master Control Console

3.2 ANALYSIS

There were a total of sixty-one (61) failure reports during the demonstration,
nine (9) of which were Aircraft Subsystem and fifty-two (52) PMEE. Of the
sixty-one (61) reports, nine (9) were in-flight failures; one of which was
Aircraft Subsystem and eight (8) wrre PMEE. (Ref. Tables I and II.) There
were fifty-two (52) ground failure reports, eight (8) of which were Aircraft
Subsystem aind forty-foar (44) PMEE.

Ground failures did not enter into the scoring but were recorded for historical
data. Ground failures were a result of regular ground tests, special tests,
production acceptance tests, human error and others. One notable ground
failure was the burned windings of the VIHF/UHF Antenna Azimuth Drive Motor

VI-9

I
 10
9

84 REJECTION REGION

cj~

-4~6

LL 5 CONTINUE TEST REGION

C132

830 o IO200 250 300

FLIGHT TEST TIMEiHOURS)

FIGURE VI-I. CATEGORY II RELIABILITY SEQUENTIAL TEST CHART

vI-io

B I II I I I I II I II J • Il ll • J Il • I I
 which occurred when the clutch seized on Aircraft No. 3. The azimuth drive
system design was improved by the installation of dual drive motors,
improved magnetic clutches and hardened drive gears.
f
Refer to Tables I and II for Aircraft Modification Subsystem and PMEE
failure reports that occurred during the reliability demonstration.

During the flight test program, Pilot's Flight Inspection Reports were used
to record in-flight "squawks" of the pilots and PMEE operators. These did
not necessarily culminate in failure reports. For this reason, it was
necessary to review these items in addition to the regular failure reports.
They were reviewed and screened for applicability and written as a part of a
discrepancy -discussion type of report.

Annex A is a flight-by-flight failure recap showing in-flight discrepancies

and a discussion of each problem. Also included is a statement as to how
they were scored. Ground failures are not included.

The extent of the data analysis was to evaluate each in-flight failure for its
validity as a system failure, Judgments were made for scoring purposes
by personnel familiar with reliability math models with technical assistance
from PMEE Operators and Engineers.

Only one failure was adjudged to be valid and scored as a system failure.
This was caused by the airflow interlock vane in the PMEE Cooling System
becoming jammed, which resulted in a false indication of no airflo ,. This
in turn shut off the power to two of the three HF receivers. A minimum of
two receivers is required ior mission performance.

The system failure occurred after eight (8) hours and twenty (20) minutes or
elght and three-tenths (8. 3) hours of flight test time. This was plotted on a
sequential test chart (Figure 1). Testing was continued until enough flight
hours were accumulated to reach the accept line of the chart. No further
system failures occurred and the test was terminated after the decision value
of one-hundred thirteen (113) hours was reached (Table III). A total of one-
hundred sixteen (116) flight hours had been accumulated at the completion of
the flight, ZI January 1967 (Table IV).

3.3 RESULTS

The accept decision value was reached with one valid system failure giving
the customer a system equal to or better than a fifty (50) hour MTFB with a
90% confidence level.

VI-11

Ia
 SECTION IV

MAINTAINABILITY ANALYSIS

4.1 SCOPE

The demonstration of A/RIA System MTTR did not fall exclusively under
either Category I or Category II, but was accomplished by evaluatiuzi of
maintenance data accumulated during flight test operations and normal
flight operations. The PMEE MTTR was demonstrated during Category I
Tests conducted at Bendix Radio. The results of the PMEE tests are con-
tained in the Category I Test Report.

Observers were assigned from the R-linbility/Maintainability Liroup to gather

the Mil R data. These observers were thoroughly familiar with the applica-
ble forms and procedures, the design functions of the equipment under
observation, relevant maintenance practices and maintainability principles,
data and methodology.

Acquisition of the data was accomplished through monitoring by Reliability/

Maintainability Group personnel during flight operations and related tests and
demonstrations. The data included total time to perform corrective mainte-
nance tasks.

4.2 ANALYSIS

Analysis of the MTTR data was performed on a cumulativL basis. Whenever

possible, the data were analyzed and combined with the previous data in incre-
ments of ten data points. Maintenance data action items were collected from
the first three A/RIA aircraft during the period of 28 October 1966 through
14 March 1967. The applicable Aircraft Modification Subsystems are as
follows:

1. PMEE Cooling

2. Electrical Power

3. Interphone

4. Oxygen

5. Trailing Wire Antenna

During the above time span, 63 data points were collected from tle first
three A/RIA aircraft covering a total of 35 flights and 194:35 flight hours.
For the purpose of this evaluation, the Aircraft Modification Subsystems were
considered as one system and the evaluation of the acheived MTTR was
accomplihed at the system level.

The predicted failure rates that are listed in Table VIII-2 of Douglas Report
56171, Section 8, were utilized to weigh the actual maintenance times. The
table shows thc data and method of weighing.

The Mean Time to Repair (MTTR) for the Aircraft Modification Subsystems
listed in Table VII-2 of Douglas Report 56171, Section 8, based on the data

VI-12
accumulated is 0.951 hours. The required MTTR is 1. 36 hours.

The radome was omitted from th3 calculation since it was not included in
Table VIII-2 for computing the required MTTR. The MTCR with the radorne
included is 0. 957 hour, which is within the required MTTR.

4.3 RESULTS

The final A!RIA Aircraft Modification Subsystem MTTR has been computed
mnd reported herein. Since the final MTTR is less than the specified MTTR,
the requirement is .;unsidered to have been satisfied.

VI-13
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VI-1 7
 TABLE III

RELIABILITY DECISION VALUES

Number of Reject, if test Accept, if test

Failures hr less than hr are

0 82.2
1 113
2 - -- 145
3 10 175
4 40 207
5 70 238
6 100 259
7 130 300
8 160 310
9 190 310
10 220 310
310 ---

VI-1m
 TABLE IV

RELIABILITY DEMONSTRATION FLIGHT HOURS FOR

AIRCRAFT NUMBERS 60-372, #1 60-375, #2 61-330, #3

Cumulative
Flight Date Aircraft No. Flight Hours Flight Hours

10-28-66 1 4:00 4:00

10-31-66 i 1:10 5:10
10-31-66 1 3:10 8:20
11-03-66 1 3:30 11:50
11-08-66 1 6:25 18:15
11-12-66 1 6:50 25:05
11-14-66 1 7:00 32:05
11-22-66 1 3:50 35:55
11-29-66 3 6:15 4Z: 10
11-30-66 1 6:00 48:10
12-03-66 1 6:50 55:00
12-07-66 1 5:15 60:15
IZ-13-66 1 6:30 66:45
12-15-66 2 1:00 67:45
12-Z0-66 2 5:55 73:40
1Z-22-66 1 4.30 78:10
1-04-67 1 5:15 83:25
1-07-67 1 6:00 89:25
1-11-67 1 7:35 97:00
1-14-67 1 7:00 104:00
1-18-67 1 6:20 110:20
1-21-67 1 6:00 116:20

VI-19

g• ,
I

TABLE V

A/RIA MAINTAINABILITY REQUIREMENTS

A B
Subsystenm MTTR Reqm't Predicted (x10 6 ) A x B

PMEE Cooling 1. 1 hr 526 579

Electrical Power 1. 15 hr 3,323 3,821

Interphone .9 hr 3,610 3,249

Oxygen 1.8 hr 6,741 12,134

Trailing Wire 1.2 hr 3,333 4,000

Antenna

Total Systern 1.36 hr 17,533 23,783

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 ANNEX A

FLIGHT BY FLIGHT FAILURE RECAP

Aircraft No. 1, S/N 60-372

Flight No. 3, 10-28-66

No applicable failures.

Flight Nos. 4 and 5, 10-31-66

Discrepancy: Airflow vane of receiver filter shelf would not allow

Receivers 2 and 3 to operate. Failure Report No. 5.

Discussion: The airflow interlock vane jammed indicating a false condition

of no airflow. The spring loaded vane operates a micro-
switch which shuts power off the receivers if no airflow is
received. Even though the vane was jammed against one
side, airflow was still being received due to its location in
the air passage way. Nevertheless, the two receivers were
shut down and the failure scored as a system failure. Two of
the three receiverc, l ust operate for system success. The
cause of jamming is attributed to mld-fiight turbulence. A
production fix has been made to prevent recurrence.

Flight No. 6, 11-3-66

Discrepancy: TLM position countdown clock display" units of minutes count

#2 up all the time.

Discussion: Checked 0. K. on ground.

Flight No. 7, 11-8-66

Discrepancy: VHF verification voice very distorted.

Discussion: Transmitter oscillator retuned. Not a valid failure - only F

quality condition. Not a. system failure. Various alignments
were utilized in an effort to define operational parameters.

Discrepancy: UHF RHC track receiver not tracking.

Discussion: Receiver phasing corrected. Can be rephased in flight. Not

a system failure. Various alignments were utilized in an
effort to define operational parameters.

Discrepa,•cy: VHF RHC track receiver no auto track signal.

Discussion: Receiver was checked on ,ost flight and checked 0. K.

VI-22
 Flight No 7. 11-8-66 (Continued)

Descrepancy: VHF voice transmitter not keying properly.

Discussion: VOX units were adjusted. VOX units must be adjustcd to

individual operator's voice. This can be done in flight. Not
a system failure.

Discrepancy: Need intercom balance, intercom levels from flight crew not
high enough; and intercom levels vary widely and cause over-
driving transmitters.

Discussion: Although the conditions were not desirable, it is not a system

failure. The interphone subsystem was later modified by
ECP 0047 which improved the subsystem's performance. Not
a system failure.

Discrepancy: HF power amplifier No. 1 fluctuating output.

Discussion: Transmitter was retuned. Various alignments were utilized

in an effort to define operational parameters. Not a system
failure.

Flight No. 8, 11-12-66

Discrepancy: Track Receiver #3 no auto track indication.

Discussion: Auto track of GT-12, Orbit 14, would not work on VHF RHC.
VHF LHC was selected but tracking was very unstable so
manual track was selected and continued through the data
run. Not a system failure. Solid VHF LHC auto track was
secured on Orbit 15. The track receiver had trouble on
Flight No. 7. Due to the shortness of Lime between flights
for Gemini, the receiver was not sent to the lab for check-out
and repair but rather was switched with Receiver No. 2 for
the upcoming flight (Flight No. 9). Also, tnis method was
thought to be an aid in trouble shooting.
Discrepancy: Recorder #2, Channel 13, record level control lock stuck.

Discussion: At this time in the program procedure was to set during

preflight and then reset in flight if necessary. The condition
was corrected on the ground by loosening the deviation pot
with silicon lubricant and a hand tool. Not a system failure.
Channel 13 was not lost.

Flight No. 9. 11-14-66

Discrepancy: Track Receiver #2 did not give auto track closure to tracking
combiner during calibration. Failure Report No. 13.

Discussion: This is the same track receiver problem as in Flights 7 and

8. The flight was configured as a VIF flight. Not a system
failure. The problem was found to be a bad lock relay.

VI-23

I
t

Flight No. 10, 11-22-66

Discrepancy: PMEE cooling system automatic control (temp.) valve does

* !not work in the auto position. This valve works only in the
manual mode.

Discussion: Broken wire repaired. Not a system failure. Redundancy in

the temperature controller allows the temperature control
valve to be operated in either the automatic or manual mode.

Discrepancy: PMEE blower failed. Failure Report No. Di890Z.

Discussion: Main blower failed. Mission was completed with auxiliary

blower. lNot a system failure. Redundancy allows either
blower to be operated or both. This was a prototype blower;
production blowers had not yet been installed.

Discrepancy: Tracking Demodulator.

Discussion: The UHF tracking receiver No. 2 tracking demodulator

(PMD) was replaced prior to Data Run No, 2 with the
receiver giving the proper lock signal. The receiver was
al.9o rephased, using the in-flight alignment procedure. Not
a system failure. Spare PMD units are carried on board.

Discrepancy: HF Receivers #2 and #3 high noise level.

Discussion: System checked on ground and operated normally.

Discrepancy: HF receiver loss of Channel BI. Failure Report No. 15.

Discussion: Bad output stage on dual audio amplifier. Not a system

failure per Math Model Page 24 of A/RIA TN No. A0160.

Flight No, 11, 11-30-66

Discrepancy: Generator #3 cycles 430 during engine start. Unable to

manually parallel. Pest flight check shows cyces to be
normal,

Discussion: Frequency and load controller installed. Failure in flight

would not be a systemn failure as three of four generating
lines must operate for [ni-5ion success.

Discrepancy: LHC Track Receiver #2 failed. No. AGC.

Discussion: Tracking error dernod replaced. Not a system failure.

Tracking can be continued two ways: (1) By RHF if the
vehicle is transmitting. (2) If the vehicle 4 sn't transmitting
RHC, the RHC receiver can be repatched at the RF panel to
accept LGC.

VI-24

I
 Flight No. 11, 11-30-66 (Continued)

Discrepancy: No input to VHF voice combiner #2.

Discussion: Repair was made to a contact relay. Not a system failure

due to patching capability redundancy, Reference Math Model
Page 16 of A/RIA TN No. A0160.

Discrepancy: HF Signal Generator inoperative. Fuse blown.

Discussion: Non-in-line PMEE equipment.

Discrepancy: Antenna appears not to stow even though stow lock indicator
lights.

Discussion: Antenna was stowed elevation-wise but not azimuth-wise. The

stow pin was realigned. Not a system failure, As long as the
antenna is stowed elevation-wise, it will not interfere with
operition of the APN-59.

Discrepancy: Power Amplifier 0AZ0-4, will put out only 200 watts of
power. Failure Report No. 24.

Discussion: Not a system failure. Two of three required, per Math

Model Page Z4 of A/RIA TN No. A0160.

Discrepancy: Power supply on wide band Recorder #1 intermittent.

Discussion: Checks O.K. on ground. Problem was cleared in the air. The
operator cleared the vane by hand and operation was resumed.
Item was written to assure checking it on the ground.

Flight No. 12, 12-3-66

Discrepancy: No. 3 generator drops out of parallel intermittently in flight

when one or more of the other generators is tripped.

Discussion: Frequency and load controller needed adjustment. Not a

system failure. Three of four generating lines must operate
for mission success.

Discrepancy: No. AGC at antenna console on VHF LHC.

Discussion: Loose cable reconnected. Presence of signal could be veri-

fied by intercommunication with voice control during manual
track operation. Also, signal error meters would deflect
indicating presence of a signal. Not a system failure.

Discrepancy: Battery Power Supply, timing will not drive prime frequency
standard.

Discussion: Logic card in power supply replaced. Not a system failure, due
to redundancy per Math Model Page 25 of A/RIA TN No. A0160,
Battery power supply is used for cmergency back-up power.

VI-25

K
 Flight No. 13, 1Z-7-66

Discrepancy: The pilot had trouble getting ignition on Engine No. 3.

During normal starting sequence the amps were reduced to
a degree where No. 3 would not start. The engines were
shut down, restarted on external power and in a different
sequence. The flight was then accomplished successfully.
Check-out after the flight resulted in units being removed
from two different generating lines: (1) No. 3 voltage
regulator and a pressure switch on constant speed drive;
(2) No. 4 Generator Control Panel. Failu.r- report
Numbers D18921 and 356420.

Discussion: The units were not scored as system failure since there was
not a loss of any generating line in the air and the mission
was successfully accomplished.

Discrepancy: MCC airflow failure light came on with one or both blowers
on.

Discussion: Could not duplicate - checks 0. K. on ground. All equipment

continued to operate normally.

Flight No. 14, 12-13-66

Discrepancy: No interphone conversation available between MCC position

and cockpit. Cockpit could hear MCC.

Discussion: Not a system failure. With interphone selector set on

interphone PMEE, in either pilot or co-pilot position,
operator could talk to IM4CC position. Operator did not have
selectors correct.

Discrepancy: Audio Recorder Power "ON" - "OFF" switch defective.

Discussion: Not a system failure. The switch would still work but
worked hard. It might take 4 or 5 punches to turn it on or
off. Audio recorder was on and worked fine for this flight,

Discrepancy: Wide Band Recorder #1 +18 V. and +20 V. lights out.

Discussion: Not a system failure. A broken wire and light bulbs were
replaced. The recorder has not failed, only the indicators.
Plus 18 and plus 20 volts were available to the recorder.

Discrepancy: Intermittent AGC, Trac, Receiver No. 1, to antenna tracking

combiner.

Discussion: Worked 0. K. on the ground. Later discovered to be a cable

problem (Tefer to Flight No. 19). Presence of signal cculd
be verified by intercommunication with voice control during
manual track operation. Also, signal error meters would
deflect indicating presence of signal. Not a system failure.

VI-26

I
 Flight No. 14, 12-13-66 (Continued)

Discrepancy: No. 4 track receiver head appears erratic (first local

Oscillator).

Discussion: Replaced the head with spare unit on board. UHF has three
spare heads on board depending on mission parameters.
Not a system failure.

Flight No. 15, 12-22-66

No applicable failures.

Flight No. 16, 1-4-67

Discrepancy: VHF transmitter requires more than 0 dBm for proper modu-
lation.

Discussion: Proper modulation level was not established during preflight.

The voice input from the audio control panel was raised to
- 3 dBm average with satisfactory operation. Not a system
failure. Item was written so that proper level would be
established for the next flight.

Discrepancy: VHF LHC AGC open to antenna control.

Discussion: Complete inspection of AGC signal line on ground. No

problem found. Later discovered to be a cable problem
(refer to Flight No. 19). Presence of signal could be
verified by intercommunication with voice control during
manual track operation. Also, signal error meters would
deflect, indicating presence of signal. Not a system failure.

Discrepancy: HF Transmitter No. 1, AZ mode (upper - upper side band)

does not work.

Discussion: Redundancy for transmitters allows two of three to operate.

Not a system failure. Reference Math Model Page 24 of
A/RIA TN No. A0160.
Flight No. 17, 1-4-67

Discrepancy: No failures.

Discussion: Night landings. No time charged for the Reliability

Demonstration time.

Flight No. 18, 1-7-67

Discrepancy: VHF transmitter carrier on indicator light intermittent.

Discussion: Transmitter ground checked 0. K. Condition was probably
because VOX-Anti-VOX was not set up right. This would
cause the voice and the light to cut off quicker than normal.
Needs to be set for voice of particular operator. Not a
system failure.
4 •VI-2 7

4' - d *
 Flight No. 18, 1-7-67 (Continued)

Discrepancy: OA9-5 H. P. counter not operating correctly.

Discussion: Bad counter head repaired by Bendix. H. P. counter head

failure does not constitute system failure because with manual
sweep end observing lock on indication on meter of receiver,
the transponder could be locked on.

Discrepancy: Track Receiver No. 1 no lock indication.

Discussion: Ground checks 0. K. The problem could not be verified.

Discrelpancy: RF Translator will not allow transmitter to tune in 17 MHz

range. Failure Report No. 58.

Discussion: RF tuner switch not making ground. Not a system failure.

Redundancy for transmitters allows two of three to operate
per Math Model Page 24 of A/RIA TN No. A0160.

Flight No. 19, 1-11-67

Discrepancy: Wide Band Recorder No. 1, end of reel sensor light burned
out.

Discussion: Reel would keep running. Could be shut down manually. Not
a system failure.

Discrepancy: Track Receiver No. 2 no tracking error.

Discussion: Checked 0. K. on ground. Failure not verified.

Discrepancy: Track Receiver No. 1 no AGC indication to antenna console.

Discussion: Shorted coax cable in jack in receiver panel. This is the

same problem as in Flights 12, 14, and 16. This was the
main cause and the problem was finally solved. Not a system
failure as the presence of signal could be verified by inter-
communication with voic, Lontrol during manual track operation.
Also, signal error meters would deflect, indicating presence
of a signal.

Flight No. 20, 1-14-67

Discrepancy: TLM Receiver No. 6 no AGC.

Discussion: Not a system failure. Five of six must work with repair per
Math Model Page 15 of A/RIA TN No. A0160.

11-28
 I
Flight No. Z2, 1-18-67

Discrepancy: AGC operation on HF Receiver No. I and Z not correct on low

+ signal level.

E'scussion: Discrepancy was noted on preflight check-out and is an align-

ment problem. Not a system failure. Units were used orn the
flight, operation was satisfactory but did not meet preflight
specification.

Discrepancy: No emergency voice out of Signal Data Demod No. 1.

Discussion: The unit was not set up properly during preflight. This was
an operator problem, not a system problem. Not a system
failure. All that was required after flight was a realignment.

Discrepancy: UHF verification receiver light does not operate properly.

Discussion: Light sensing circuit not correctly adjusted. If light does

not work but receiver is working, as in this case, verifica-
tion may be obtained by the sidetone on the intercom or by
voice communication with the spacecraft. Not a system
failure.

Discrepancy: Spectrum Display Unit OA9, jittery sweep and low sensitivity.

Discussion: Unit was jittery but was still usable. The unit met its
operational commitment. The item was written to correct a
minor deficiency and to preclude complete failure. Not a
system failure.

Flight No. 22, 1-21-67

No applicable failures.

Aircraft No. 2, S/N 60-375

Flight No. 31, 12-15-66

Discrepancy: Flight aborted due to aircraft pressurization and pitot system

problerms.

Discussion: Flight time was charged to reliability demonstration as PMEE

was on. No failures in aircraft mod. or PMEE. Not a sys-
tem failure as pertaining to applicable subsystems.

Flight No. 32, 12-20-66

Discrepancy: Tracking Combiner, signal strength meter, no VHF LHG

signal strength indication. Failure Report No. 33.

Discussion: Meter movement was sticking. Not a system failure, Meter

is a tracking aid. However, presence of signal could be veri-
fied by intercommunication with voice control during manual
r track operation. Also, signal error meters would deflect
indicating presence of a signal.
C VI-29

I4
 Flight No. 32, 12-20-66 (Continued)

Discrepancy: Signal Data Demod. Phase lock not good resulting in erratic
data. Failure Report No. 34.

Discussion: Not a system failure. The Signal Data Demod is redundant

inasmuch as identical information is taken from both SDD
units and recorded. Should the space vehicle be utilizing
only one polarization by patching, it could be switched to the
serviceable unit.

Discrepancy: Bearing Indicator, Cockpit, no indication. Failure Report

No. 3 5.

Discussion: Mission coordinator could direct pilot. Not a system failure.

Aircraft No. 3, S/N 61 -330

Flight No. 2, 11-29-66

Discrepancy: Stow unlock appears to be sticking in antenna.

Discussion: Stow assembly removed and checked for burrs - cleaned

with crocus cloth. Not a system failure.
Discrepancy: LHC VHF - no tracking.

Discussion: Not a system failure. Track receiver rephased in flight.

Discrepancy: VHF loses track beyond 450.

Discussion: Gable was crossed on OA-4. Capability was limited but not
a system failure. MCC could direct the pilot to keep the
vehicle within tracking capabilities.

Discrepancy: LHC VHF - no tracking appears, low gain.

Discussion: Tracking error dernod. replaced. Not a system failure.

Tracking can be continued in two ways: (1) By RHC if the
vehicle is transmitting. (2) If the vehicle isn't transm-itting
RHC, the RHC receiver can be repatched at the RB panel to
accept I4 HC.

VI-30
 APPENDIX VII

PERSONNEL SUBSYSTEM TEST AND EVALUATION

VII-I
 TABLE OF CONTENTS

Section Title Page

FOREWORD .......... ............................. VII-3

ABSTRACT ............. ............................. VII-3

I Introduction ........ ............................... VII-5

1.1 Objective . .. ... ... .. .. ... ... ... .. . . V11-5

1. 2 Sc ope . . . . . . . . . . . . . . . . . . . . . . . . . . . . VII-5

II Summary . ............ ............................. VII-7

m Douglas Category I PSTE .............................. VII-8

3.1 Human Engineering and Life Support Verification....... VII-8

3.2 Implementation ............................. ... VII-8
3.3 Itesu its ....... ........................... . "..VII-11
3.4 Conclusions and Recommendations .................. VII-21

IV Category II PSTE ....... ............................ VII-22

4.1 Objectives .......... .......................... VII-22

4.2 Scope ............. ............................ VH-22
4.3 Implementation ............................. ... VII-22

4.3.1 Operational Proficiency .................... VII-23

4.3.2 Maintenance Proficiency ...... ............. VII-24

4.4 Results ....... ............................. VII-25

4.4. 1 Operations ........ ..................... VII-25

4.4.2 Maintenance ......................... ... VII-25
4.4.3 Manuals ......... ...................... VII-25
4.4.4 Equipment Discrepancies ................ ... VII-26

4. 5 Recommended Category HI Test Objectives ............ VII-28

V Personnel/Equipment Data (PED) ....... ................. . II-29

5.1 Objectives .................................. V.I-29

5.2 Implementation ............................... VII-29
5.3 Products ............ .......................... VII-30

'11I-2
 APPENDIX VII

PERSON'%EL SUBSYSTEM TEST AND EVALUATION

(PSTE) CATEGORY II TEST REPORT

FOREWORD

This report is submitted under Air Force Contract 19(628)-4888, DD1423

Data Item 086, in accordance with AFLC/AFSC Form 9, number T-26-58. 0-1.
Significant processes and products of A/RIA Personnel Subsystem develop-
ment, testing, and evaluation are documented for the period 1 March 1966
through 10 March 1967.

ABSTRACT

The Personnel Subsystem Test and Evaluation (PSTE) Category I1 Test was
performed in accordance with test criteria in AFR 30-8, MIL-H-27894A
(USAF), AFR 80-14, and AFSCM 80-3. The primary objective of PSTE is
to verify that qualified onerating command personnel can effectively activate,
operate, maintain and control the A/RIA Systemn in its intended mission and/
or alternate mission ground and flight environments,

Category II PSTE test objectives were:

a. Personnel Performance and Proficiency.

b. Technical Order Verification.

c. System Operational Capability.

Category II flight operations provided sufficient numbers of PMEE system

functional performance demonstrations, under controlled test conditions
for PS Observer/Evaluators to obtain personnel performance d;,ta to corn-
plete the test objectives with the exception of Tests 2-14, 2-]7. and 2-18
(sve Section IT for numbered test exceptions). Refer to SS100000. para-
graphs 4.2. 1. 3. 1 and 4. 2. 1. 3. , tor PS test requirements; TU 28325 and
DAC 56171 for implementation.

The following abbreviated summary of PS findings and conclusions is based

"ontest results as well as emprical knowledge:
a. The capability of "operational" (AF crews) to perform all "primary"
system functions has been adequately demonstrated and is considered
completely verified with high confidence by PSTE.

b. Maintenance capability was not demonstrated- No evaluation of

malfunction/corrective rtea can be based on actual data. However,
a maintenance capability evaluation can be based on PED activities,
e.g. , PMEE Design Review, trouble-shooting exercises using
PMEE manuals and Bendix drawings and task analysis preparation,
etc.

VII-3
 Assuming inherent maintenance capability and conditions at AFETR,
actual capability to maintain the system at all three levels of main-
tenance is considered to be adequate.

c. It is recommended that AF Personnel and Training document be

changed 1o reflect the following:

(1) Five in lieu of seven levels are adequate for crew positions
for mission (CO) operations as shown:

Positions 4 and 5 -- one 7 and one 5 level

Pusitions 3 and 6 - 5 levels

Positions 2 and 7 - 7 levels

'2) Position 3, Antenna Control Operator, AFSC should be

changed from 30373 to 31750.

(3) Position 1, Mission Coordinators, should have a new

or different AFSC, Title, and/or at least a new suffix
to identify this position, i.e. , this is more than a ground
avionics Maintenance Officer''s position.

It

I;
i i Ii I iII
 SECTION I

INTRODUCTION

1. 1 OBJECTIVE

The overall PS program and the individual PS element programs have, as

their general objective, the developnent of that aggregate of hardware, soft-
ware, and trained personnel which will promote maximum system efficiency
under design constraint limitations. This broad objective is translatable into
element objectives as indicated in the following sections of this report. Fur-
ther, it is intended to convey the following competent PS disciplines:

a. Verification status of PS elements and test objectives at the

conclusion of Category II testing.

b. PSTE baselinei3 for Category III testing.

1. 2 SCOPE

The Personnel Subsystem effort incorporates all the analytical, experimental,

research, design, testing and evaluation activities conducted by PS specialists
in the process of providing for human components of the system. In varying
degrees, all of the skills, techniques and procedures of various specialties,
as described in AFSCM 80-3 (Handbook of Instructions for Aerospace Per-
sonnel Subsystem Design), were applied in the conduct of this program.

This report encompasses the following PS functional areas in which develop-

ment, documentation, test, and/or evaluation tasks were performed between
March 1966 and March 1967, by PS disciplines at Douglas and/or Bendix
contractor or subcontractor facilities.

These tasks were interrelated with and paced by hardware and "other"
development, documentation, test and/or evaluation activities which occurred
during the same period of calendar time in the acquisition phase of the 435A
System Program.

Prime areas of PS activity at Douglas were:

a. Personnel Equipment Data (PED), i. e. , PS data gathering

and analysis.

b. Human Engineering (H-I/E) and Life Support (L/S), i. e. , Category I

PSTE.

c. Personnel Subsystem Test and Evaluation (PSTE), i.e., Category II

PSTE.

d. "Others, " i.e., plans, procedures, reports, meetings, coordination

visits and administration.

VII-5

ii
I
Bendix activities %&erein these four areas, plus two other areas called out
in AFSCR 80-16, i. e,, "System Personnel Requirements, ' and "System
Training Requirements." (See AFSCR 80-16 for PS elements included in
these "functional areas.

The impl•mentation of personnel subsystem development required that

hunman engineering design personnel perform their tasks from the beginning
of the A/RIA systems analysis effort through testing and evaluation. The
initial PS effort required the completion of Requirements Allocation Sheets
(RAS). The RAS basically contain an analysis of the functions depicted in the
functional flow diagrams. By determining the human performance task
requirements, time required to complete the task, performance demands,
the allocation of functions, task identification, training and training equip-
ment requirements, as well as documentation requirements, personnel
subsystem requirements are incorporated into the A/RIA system analysis.

This implementation satisfies AFSCM 375-5, AFSCM 310-lB and MIL-H-

27894A A/RIA contractual requirements.

The implementation of personnel subsystem development required the

development and utilization of personnel equipment data and human engineering
techniques. These techniques involved analysis of:

a. Information the operator needs.

b. Communications hte needs for information flow.

c. Displays he needs to organize i'iformation into usable form.

d. Controls required for appropriate responses to information

received.

The methods employed to perform this analysis consisted of techniques such

as task analysis, link analysis, and time line analysis. In performing this
analysis the operator tasks were examined in order to define operator pro-
cedures, estimate operator workloads, estimate system and operator
response times, and predict the frequency and criticality of operator errors.

The physical properties of each operator station were examined to ensure

the validity of workspace layouts, compatibility of the system with appropriate
anthropometric considerations, and appropriate operator environmental
considerations.

Life support consideration was also incorporated into design requirements in

order to adequately implement personnel subsystem development. These
include determination of personnel in-flight equipment requirements, escape
and survival requirements, and safety provisions.

The analysis activities described previously are documented, forming part

of the PED file which is the central storehouse of PS data.

VII-6
 SECTION II

SUMMARY

The basic objective of PSTF is to verify that qualified operating command

personnel can effectively activate, operate, maintain and control the A/RIA
System in its intended mission and/or alternate mirsion ground and flight
environments, PS tests were made to insure that equipment, skill. , pro-
cedures, support, and technical data adequately provide and support per-
formance within specified constraints.

The specific Category II test objectives were:

a. Personnel Performance and Proficiency - To verify the proficiency

of operational personnel, and performance of the equipment in all
A/RIA System test operations.

b. Technical Orders (Procedures) Validation - To verify the technical

adequacy of Technical Orders which support A/RIA System Personnel
Performance of operations and maintenance tasks.

c. Systum Operational Capability - To verify the capability of the oi 3r-

ations and maintenance crew to accept the A/RIA System at the
termination of the Category II Test Program.
These objectives were achieved through compliance with the iumbered tests
contained in DAC TU-28325, dated January 1966, revised 25 March 1966.
Exceptions to this are numbered tests 2-14, 2-17, and 2-18. It is recom-
mended that these tests be carried out during Category III Testing. (See
Section IV, Maintenance Proficiency. )

During Phase III, Operational Proficiency, sufficient observations were made

and data collected to verify teats No. 2-11 through 2-15 and No. 2-19, and
further qualified by interviews conducted by contractor personnel with AF
operations and maintenance crews.

Test No. 2-16 was accomplished and verified during Technical Order
Verification conducted at Douglas, Tulsa.

VII- 7
I
A

SECTION III

DOUGLAS CATEGORY I PSTE

3. 1 HUMAN ENGINEERING AND LIFE SUPPORT VERIFICATION

3. 1. 1 Objective',

IHuman Engineering/Life Support evaluations were made to verify that system

equipment characteristics, as designed, comply with HElLS decign criteria
specified in the Part I CEI Specifications.

3.2 IMPLEMENTATION

PSTE to accomplish this objective was performed in the following sequence

and manner (Reference TU-28325).

a. CEI Specification Review - Test No. 1-1.

b. Engineering drawing review and evaluations - Test No. 1 -2.

c. Direct participation in all Design and Critical Design

Reviews (CDR's) - Tests No. 1-1 and 1-Z.
d. Mock-up tests and evaluations - Test No. 1-8 which includes
applicable parts of Tests No. 1-3, 1-4, and 1-5.

3. 2. 1 Test No. I-1 - CEI Specification Review

All A/RIA Part I CEI Specifications were reviewed to insure the incorpo-
ration of all the applicable sections of Douglas Drawing No. A1002ll and/or
MIL-STD-803A-1, AFSCM 80-1, and AFSCM 80-3 as a required design
consideration. An up-to-date CEI Specification Review Record/Checklist
has been completed and is a part of the PED File (Data Item 300).

3. 2. 2 Test No. 1 -2 - Engineering Drawing Review and Evaluation

Equipment drawings evaluations were made using a checklist adapted from

the requirements specified in Douglas Drawing AlOOZI1 and MIL-STD-
803A-l. The checklist, entitled "Integrated Aircraft Modification and PMEE
Human Engineering Design Compliance Checklist No. 1, " was designed to be
used in the evaluation of actual hardware as it became available. For all
items of non-compliance to the checklist, Deviation/Difficulty (D/D) forms
have been written, made; a part of the PED File, and forwarded to Bendix
Radio for their review and action. As the actual hardware was received at
Douglas, these same checklists were completed for those items which
require actual hardware for a meaningful evaluation.

3. 2. 3 Test No. I -I and 1-2 - Critical Design Reviews (CDR's)

The A/RIA Personnel Subsystem Group HE/LS representative was an active

participant at all Critical Design Reviews conducted at both Douglas Aircraft,
Trulsa, and at Bendix Radio, Baltimore, Maryland. The objective, during

VII- 8
 these reviews, was to verify that the design presented in response to the
requirements set forth in each A/RIA System Part I CEI Specification was
in compliance with the criteria specified in Douglas Drawing A100211, as
well as with other human engineexring/life support criteria in accordance
with MIL-STD-803A-I and AFSCM 80-3. The methods used during these
reviews included:

a. Completion of the Configuration Manager's checklist provided

specifically for the CDR for each CEI.

b. Evaluation and inspection of the actual hardware, when available.

c. Review and evaluatiorn of panel layout drawings for each equipment

item associated with the CEI being reviewed.
d. Review of supporting data, when available, i, e. , task analyses,
human engineering recommendation sheets on panel layouts, etc.

3.2.4 Test No. 1-8 -Mock-up Tests and Evaluations

A static mock-up of the EC-135N Aircraft, including the external shells of

PMEE cabinets, racks and consoles forming the A/RIA configuration was
developed at Douglas, Tulsa. It was this mock-up that was used for the
Category I Human Engineering/Life Support evaluation and testing. The
mock-up wts made of wood with full-scah- panel layout drawings pasted to
the cabinets and consoles. For workspace evaluations and anth-opometric
measurements, the seat positions for each operator were marked on the
floor of the mock-up ana a Navigator's seat from a C-135 Aircraft placed
in the marked position. All evaluations and measurements were made with
a PSTE observer seated in the normal operator position at each A/RIA
crew position. In addition, the mock-up permitted evaluation of some
integrated aspects of the A/RIA System, such as wiring, ducting and access
for maintenance, which would not have otherwise been available until the
completion of the Number 1 aircraft. The equipment characteristics
evaluated, using Checklist No. 1, mentioned above, and Checklists 2 and 3
included the following:

a. Placement of individual modules relative to each other - Test

No. 1-5 (ref).

b. Location of controls and displays relative to anthropornetric

limitations of operational personnel - Test No. I-5 (ref).

c. Accessibility to equipment assermblies-- Test No. 1-5 (ref).

d. Location of, and access to, test points, cabling, connectors and
ducting - Test No. 1-5 (ref).

e. Amount of work-pa•cp available for operational personnel -

Test No. 1-4 (ref).

f. Personnel and equipment safety -'Test No. 1-3, 1-4, and 1-5 (ref).

"VII-9

4.

N '
 I
L 3.2. 5 Test No. 1-9-System Integration Test

The purpose of the integration testing was to verify that HE/LS requirements
were not changed or compromised during the hardware fabrication and
installation processes, i.e., ,hat system hardware AVE/AGE were fabri-
cated and installed in accordance with designs which were p-eviously
app 'oved for HE/LS requirements.

In order to fulfill completely the (PS) objectives of the System Integration

Test, three checklists were generated to cover all necessary areas of
Douglas Drawing No. AI001Zi and/or MIL-STD-803A-1. These three
Checklists are:

a. Aircraft Non-Operating 'Location

(1) Life Support/Environmental Factors
(Z) Safety Criteria

b. Aircraft Operating Location

(1) Auditory Displays
(2) Workspace Design
(3) Safety Criteria

c. Aircraft Maintenance Location

(I) Workspace Design
(Z) Design for Maintainability
(3) Safety Criteria

Checklists were used during A/RIA Category I Aircraft Interior testing.

Personnel Subsystera inputs to the overall Aircraft Interior Test Plan and
Procedures were submitted to the Development Test Group (12 September
1966).

3.2.6 Test No. 1-10 -Technical Order Coverage

The (PS) objective was to verify that there are Technical Orders to cover
all A/RIA System operations defined in the FFD's and RAS's.

Since the A/RIA Bendix and Douglas FFD's and RAS's generated during PDP
do not adequately cover the present A/RIA Mission configuration, they were
not used as the main criterion for evaluating the adequacy or accuracy of
A/RIA Partial Technical Orders.

Criteria consisted of the basic Technical Order for which the A/RIA Partial
was written, the applicable A/RIA Part I CEI Specifications dictating
changes to the basic, Engineering Drawings (SCD's, ICD's, etc.) used to
support the CEI's, the System Specification (SS100000), and, where possible,
PDP FFD's and RAS's.

Review comments and reports were documented, and are a part of the PED
file.

VII- 10

U.
3. 3 RESUILTS

3.3. 1 Test No. 1-1 - CEI Specification Review

Douglas Drawing AI00211 is referenced in the appropriate sections of each

CEI Specification (APPLICABLE DOCUMENTS, paragraph 2.0), (Require-
rnent, paragraph 3. 1. 2. 6), and (Quality Assurance Document, paragraph 4. 0).
The exception is CEI CP100006A, Inventory Items for A/RIA.

3. 3. 2 Test No. I -Z - Engineering Drawing Review and Evaluation

Reviews and evaluations have been completed for all PMEE equipment and
aircraft modification man-machine interfaces, using one or more of the
checklists. The completed checklists have been made a part of the A/RIA
Personnel Subsystem PED File at Douglas-Tulsa. Areas of non-compliance
discovered during these evaluations have been recorded on D/D forms which
have also been made a part of the PED File. Copies of D/D 1 s pertaining to
the PMEE equipment were forwarded to PSS personnel at Bendix Radio for
review and appropriate action prior to the Critical Design Reviews. Those
D/D's pertaining to the aircraft modification were coordinated with the
appropriate design groups at Douglas. In the review of PMEE equipment
drawings, evaluations were initiated as early as possible using the best
available drawings, and then revised as more up-to-date drawings were
received. In some instances, these early drawings were no more than
sketches or reproduced illustrations or photos from commercial vendors'
manuals. However, as more up-to-date drawings were received, evalu-
ations were updated.

Checking the Al00?Z I paragraphs for which most non-compliances appear,

reveals that the majority of deviations noted fall into four categories.
These categories are:

a. Location of Controls.

b. Transilluminated Indicators.

c. Labeling.

d. Failure Indication and Fuse Holder Requirements.

In addition, the majority of deviations are associated with commercial "off-

the-shelf" items within each Operating Assembly (OA),

As a result of all Category I HE/LS activities to date, a total of 56 requests

for deviation and/or waiver from the human engineering design require-
ments of Dotglas Drawing A100211 have been submitted to the A/RIA System
Program Office at ESD. Approval has been received on all of the requests.

Review of the Bendix-originated requests submitted to ESD for consideration

shows that here, as in the evaluations performed by Douglas using Bendix-
submitted drawings, the majority of non-compliance items are associated
with commercial "off-the-shelf" equipment. The criterion areas for which
ESD disapprovals have been received are as expected in the areas of handles,
control markings, red power indicator lights and fuse requirements. These

vi-!

•''-a •
 four areas are typically some of the 'weak points" of all commercial equip-
ment when it is evaluated against the established human engineering criteria
generally imposed on Military contracts.

3. 3. 3 Tests Nos. 1-1 and 1-Z - Critical Design Reviews

The Douglas PSS HE/LS representative participated in all A/RIA Critical

Design Reviews and served as the Chairman of the Human Factors,
* Maintainability, Safety and Reliability Committee sub-meetings at all reviews.
"* However, the discussion presented here deals primarily with the Human
Factors area, except where overlap with the other discrepancies occurs.
The results of each CDR are presented in the order of their occurrence.

3. 3. 3. 1 4 March 1966

CP 100008A, Intercommunication Set

CP 100076A, Isolation Amplifier Control Unit

CP 100009A, Nose Radome

During this review, there were no human factors problems associated with
the review of CP 100076A or CP100009A; howevcr, several problems were
revealed in the review of the Intercommunication Set, CPI00008A. The
problems discussed and the resolutions presented were as follows:

Problem:

The nomenclature on the annunciator panel and interphone selector switch is

such that all positions do not have the same letter designation for a specific
function.

Human Factors proposed a revisiun to the engraving on the annunciator

panel and the selector switch.

Re solution:

It was stated that position designations would be revised in accordance with

"inked" drawing J100575, included in the drawing package.

Final Disposition:

The proposed revision was accepted and the present ICS equipment
incorporates the recommended changes.

3.3. 3. Z 4 April 1966

CET 1LOOZlA - Valve, Temperature Control

CEI 100040A Fan, Cooling, Electronic Equipment

No deviations to the approved Part I CEI Specification were evidenced in the

CDR. Due to the location of the cooling fan (aft baggage compartment,
Station 1280), the HE/LS representative questioned the noise level of the

VII- 12
fan motor. Review of the manufacturer's data on the motor revealed a noise
level, of approximately 70 dB. This should be verified during the noise level
measurements on the first aircraft. The concern here is that this is in the
vicinity of the aft crew rest area, where it is desirable to keep the noise
level as low as possible. If the manufacturer's estimates are correct, there
should be no problem ab far as the motor is concerned, since the ambient
noise level of this area will be higher than 70 dB.

3. 3. 3. 3 18 April 1966

CF.I 100034 - Bar, Towing and Steering

The only HEMLS problem associated with the review of the tow bar
(CEI 100034) design had to do with its weight. The tow bar must be removed
from the tug or tractor, manually rolled up to the airplane, and then
reattached to the tug due to the configuration of the radome. The dead
weight lift to hook onto the tug is Z40 pounds. The HE/LS recommendation
was that a CAUTION note be affixed near the lifting handles/attach point
stating the weight and the words "CAUTION - FOUR MEN REQUIRED TO
LIFT." Review of the design drawings revealed that the handles provided
are large enough to accommodate five men.

3. 3. 3. 4 9 to 10 May 1966

CEI 100001A - Aircraft Modification Subsystem

The Aircraft Modification Subsystem Critical Design Review was the first
in which the Human Factors, Reliability, Maintaiiiability and Safety
Committee was broken away from the main groups to hold a separate
review covering the areas of concern for each discipline. The participating
Government agencies were also represented in the meeting.

A major problem area, or area of concern, which developed during the

review pertained to the stowage provisions aboard the aircraft, The
participating Government personnel agreed that Douglas had met specifica-
tion requirements in terms of stowage; however, it was their recommen-
dation that survival equipment stowage be reduced to eliidnate aisle
congestion. The cutomer recommended that stowage for the eight crew
rest positions and the Record/Timing Operator positions be provided on the
aft port side at Stations 950 to 1100. It was pointed out that this wcad
conflict with the existing specification requirements to provide for future
PMEE growth in the same area. It was further requested, by personnel
from AFETR, that provisions for tie-down rings be provided in two areas.
One area on the port side aft between Stations 950 and 1100, the other
forward on the starboard side in the ALOTS Console area. It was stated
that these tie-downs were desirable to make use of unused space for
additional crew baggage and spare parts stowage. This request for tie-
downs has been met. The cngineering is complete for the tie-downs at
Stations 950 to 1100 and all aircraft modified so far are so equipped. ECP
0034 has been approved to provide the tie -downs in the ALOTS area.

Another problem area brought forth in the reviuw was the inability of any
PMEE personnel, with the exception of the MCC, to talk to the pilot except
by using the emergency position. Government representatives felt that a

VII- 13
capability, separate from the use of eimergency, should he provided to allow
everyone in the aircraft to talk tu the pilot. lhe finaI titifit was that the
SPO representatives suggested Douglas subimit an IECP for incorporating
the requested change to the ICS. EICP 0035, covering this item, was sub-
mitted to ESD. Disapproval of the FCP was received on 2i August 1966,
stating that the work requested in the ECP was not considered essential.
S/

A review of the mock-up by CDR participants brought up the problem of

crew helmet stowage. The mock-up provided for stowage of these helmets
near the survival equipmernt racks. It was pointed out that an explosive
decompression would not perrnit the time for personnel to leave their
positions and obtain their helrnets to hook into the GOX system. In addition,
AFR 60-16 requires that the itored helmets be readily accessible to
personnel. This helmet stowage has now been changed to provide tor each
operator's helmet to be hooked i the GOX system and stowed at the console.

3. 3. 3. 5 15 June 1966

CP 100003A, CP 100090A, CP100091A - Timing Subsystem

During this review, the CEI specification paragraphs relating to reliability,

maintainability, safety and human factors/pe rsonnel subsystem were
reviewed ant the CIRP checklists completed for each discipline.

Concern was voiced by Douglas as to the weight of the Dual Power Supply
and the Battery Power Supply. Bendix offered a drawing for review which
showed the weight of these units as 95 pounds each with adequate provisions
for two-man lift. However, since the tin e of the review, it has been learned
that the weights involved are more like 175 pounds. A simple cart would
suffice for this purpose, but its use is prevented by the floor hump located
directly in front of the timing system. This hump beane necessary after
the design of the timing system was complete.

These batteries are of the nickel-cadmium variety and will not need removal
for se rvice more than once a year. In this case it wou~ld seem that a great
deal of inconvenience could b,. accepted in their removal. In addition, it
should be consideredl that the batteries are accessible for routine mainten-
ance and that one battery at a time can be removed. This itm was satis-
factorily demonstrated to ES.D on 28 April 1967. No further contractor
action is required.

As a result of the above problem, Bendix was asked about the labeling of
all overweight units. The response was that all units over 45 pounds will be
labeled over the handles with letters 0.25 inch itk height.

Several items of non-compliance concerning provisions for spare fuse

holders were also noted in the review of panel layout drawings and Bendix
personnel were info.rmed that requests for deviationns would he required. A
summary of these, along with all other requests for deviation/waiver, and
the disposition of these requests, will be discussed at the end of this section
of the report, after the results of each CDR have been presented.

VII- 14

rum
3.3.3.6 16 June 1966

CP 100004A- HF Communications Subsystem

A major area of HElLS non-compliance was brought out at this design

review. The Collins Radio equipment included in the HIF Subsystem does
not meet the requirements of the CEI, paragraph 3.3. 1. 2, or the require-
ments of the HE/I,S Design Criteria document A100Z 11. The equipment
involved is black rather than gray. A request for deviation to the require-
ment has been submitted by Bendix pointing out the impact to program cost
and schedule that having the equipment repainted would impose. The
request for deviation has been approved by the Customer, ESD.

3.3. 3.7 17 June 1966

CP 100029A - Mission Coordinator's Console

During the review of the MCC design, only one non-compliance item was
found. The work/writing surface is 14 inches in depth in contrast to the
16-inch depth called for by A100211. It was also brought out that all of the
other console work/writing surfaces are the same dimension. The reason
for this is that the space limitations of the aircraft will not permit the 16-
inch depth for the writing surface, A request for deviation to the 16-inch|
requirement was submitted to ESD. Approval of the request was received
on 14 September 1966.

3.3. 3.8 44 June 1966

CP 100007 - ALOTS

The first item discussed during this review was a deviation proposed by
Douglas involving system maintenance. The specification requires that
maintenance be performed without requiring the removal of in-the-way
items. This requirement cannot be met since access to the rear of the
ALOTS Console for hookup or disconnect is through the aft bulkhead of
the forward crew rest area. In order to get to the hatch through the bulk-
head, the aft seats must first be removed. Drawings of the access hatch
were reviewed. The hatch has been made as large as possible and meets
the minimum prone crawl space requirement of 17 inches called for in
MIL -STD-80 3A.

During the review, ESD was asked to provide dimensions of the tracker
drawer to allow further study of a possible interference problem with the
MTS pedestal in the removal and replacement of the drawer. It was decided
that if an interference problem did exist, there were two possible solutions.
The first would be to hinge a portion of the aft right-hand side of the MTS
operator's platform. The second approach would be to remove this portion
of the pL!ttforrr rather than hinging it.

The necessary diniensions have been received from ESD and an interference
problem did actually exist. The solution adopted was to remove the portion
of the MTS platform which prevented the drawer from being removed.
Removing this section did not compromise the MTS operator's foot rest
area.

WIi

| |
One other human engineering/maintainability problem brought forth during
this review concerned the installation and alignment of the Console in the
restricted space provided. It was admitted that an actual procedure had
not been formulated. As a reoult, the maintainability representative was
assigned the responsibility for Preparing a proposed procedure based on men,
methods and machines. PS pe, sonnel participated in the investigation of
various methods for accomplishing this task of removal and installation. The
proposed procedure has been written by the Maintainability Group and sub-
mitted. The method selected involves the use of a forklift. The procedure
has been successfully demonstrated using the mock-up.

3. 3. 3.9 27 June 1966

CP 100010 - Antenna Assembly

During the design review, visual investigation of an Antenna Assembly

installed in the Bendix mock-up revealed a problem of accessibility for
maintenance or servicing of the vertical reference gyro. Due to the physical
location of the gyro within the pedestal and the height of the pedestal from
the bottom of the radome, it was determined that maintenance personnel
would need either a ladder or some form of maintenance stand when working
on or removing and replacing the gyro. There was an additional question as
to whether the aircraft would have to be jacked and leveled each time the
gyro was removed and replaced. The point was also broughi u• dh.i.t 4t

least one of the equipment racks in the forward radomc fairing weighed 60
pounds, which presented a problem since the task would have to be
performed by one man due to the limited space in the fairing. It was
decided that the whole -adome/fairing maintenance area was one which
required further seri( s study on the part of Bendix and Douglas.

As a result of the design review, a detailed investigation was initiated by

Douglas Personnel Subsystem personnel with inputs from Bendix Radio
and Eclipse-Pioneer. Task analyses were performed for removal and
replacement of the vertical reference gyro, the APN-59 radar and the
antenna assembly modules located in the fairing.

The major problem in the removal and replacement of the vertical reference
gyro was, as predicted at the CDR, getting maintenance personnel positioned
at an adequate height in the radome. The installation of a ladder on the
bulkhead was considered and deemed undesirable from a human engineering
point of view since it would not allow the individual performing the remove/
replace task to have both hands free. Additionally, the space available on
the bulkhead was extremely limited. The method selected was the use of
two specially designed removable maintenance access platforms on Station
178 bulkhead. With the use of this stand, the vertical reference gyro can be
removed and replaced without any problem. Inputs from Eclipse-Pioneer
were analyzed and it was determined that the aircraft would not have to be
jacked and Leveled each time the gyro was replaced.
Analysis of the APN-99 removal was c'arried out using a scale paper moock-
up. The task will require two men; however, no unique requirements or
problem areas were uncovered. Nc special handling equipment will be
required.

VII-- 16
The amount of space available in the radomne nose fairing is very limited.
Howvever, investigation of the fair-ng area on No. 1 Aircraft revealed that
the spare provided is sufficien for the accomplishment of the required
maintenance tasks. Information received from Bendix nullified the problem
of one man trying to lift the TWT equipment rack weighing 5s to 60 pounds.
Bendix reported that one or both of the TWT's can be removed from the
rack prior to removing the rack itself. Since each of these units weighs an
estimated 18 to 20 pounds, their removal reduces the rack weight to a value
which can reasonably be handled by one man.

Since the restricted space of the radome fairing did not meet the minimum
requirements set forth in the Douglas Drawing A100Zl , requests for
deviation were submitted to ESD. Approval of these requests was received
on 14 Septcmber 1966.

3.3. 3. 10 Test No. 1-8-Mock up Tests and Evaluation

A/RIA mock-up tests and evaluations were performed to verify that thu
aircraft work space environment was in conformance with HE/LS spcifiica-
tion requirements and that conditions which could adversely affect safe and
adequate personnel performance did not exist. Evaluations were carried
out using Checklist No. 2 and covered the following categories:

a. Crew body size (5th to 95th percentile).

b. Sufficient headroom.

c. Passageways.

d. Sharp protrusions.

e. Personnel (crew) seating.

f. Cabinet and consoles.

g. Hand grips and steps.

h. Location of displays.

i. Location of controls.

Obviously, since the mock-up is not a "working" model, only areas which
could be evaluated under static conditions were evaluated. Other areas
which have yet to be evaluated, e. g. , noise level, vibration, illumination
and temperature, require input (test results) from Douglas test groups that
performed these tests.

Evaluations performed were broken into four logical groupings covering

one or more crew operating positions. These four groups, and the crew
positions included in each group, are presented below.

VII-17
 a. ALOTS Area
Control Console Operator
MTS Operator

b. RF Area
Telemetry Control Operator (Position 4)
Voice Control Operator (Position 5)

c. Control Area
Mission Coordinator (Position 1)
Antenna Control Operator (Position 3)
HF Operator (Position 6)

d. Record Area
Record Contro, Operator (Position 2)

The evaluation results for each of the above groups are presented in the
following paragraphs:

ALOTS Area

Since the ALOTS equipment is GFE, the evaluations performed were

concerned primarily with the provisions for installation and access to the
equipment along with crew seating and ingress-egress under normal and
emergency operating conditions. Evaluation of preliminary configurations
revealed two problem areas which presented conditions considered totally
unacceptable from a human engineering point of view. First, the amount
of space provided between the Console Operator's position and the MTS
pedestal did not adequately provide for the Console Operator's ingress And
egress. The situation was considered marginal assuming normal operating
conditions. Considering emergency situations and crew escape, this lack
of spacing between positions would result in serious safety hazards for the
Console Operator. Second, the lack of space between the MTS platform and
the ALOTS Console presented limited access to the three DC Power
Amplifier drawers for pre-flight setup and/or in-flight maintenance adjust-
ment. Removal or replacement of these drawers appeared to be impossible
without first removing the manual tracking pedestal and seat installation.

Following the incorporation of ECP 0030, which moved the MTS installation
20 inches forward, a second evaluation was performed. This evaluation
revealed that the increased spacing between the ALOTS Console Operator's
seat and the MTS pedestal did provide for adequate Console Operator
ingress and egress under both normal and emergency conditions. In addition,
the revised configuration provided increased spacing between positions
allowing access to the console DC Amplifier drawers located in the lower
left-hand corner of the console. With the re-ised configur;ttion, the two
lower drawers could be removed and replaced. The top drawer could at
least be extended on its tracks to the near full open position for mainten-
ance and/or adjustment. Aleo, the pre-flight "setup" of the drawers was
,iade a much easier task since the MT± pedestal was no longer in Lhe way
as in the earlier configuration. The second evaluation revealed further
that the size of the access hatch in the aft bulkhead of the forward crew rest
area provided for hookup of the Console was inadequate. The design group
was informed of the problem and the hatch dimensions were increased as

VII-18
far as physical limitations would permit. (Further problems concerning
access for console connzection and access for drawer removal are covered
in the Critical Design Review discussion.

RF Area

The RF Group evaluations incl-ided the Telemetry Control Operator

(Position 4) and the Voice Control Operator (Position 5), which are adjacent
to one another and within the same physical workspace. The areas of non-
conformance revealed during this evaluation were in the area of available
crawl space and spacing between equipment racks. The crawl space
deviation, if it can actually he classified as such, concerns the space
available under each operator's console.of 34
minimum height required for crawling The specification
inches. states
f~he space a
provided
under each console work surface, where personnel may have to gain access
for trou bleshooting cabling and wiring, is 30 inches. Actually, this 30
inches is the result of plicing the -ork surface at the height required by the
specification, What we have is conflicting specification requirements.
Since the operator's work surface is of primary concern, and since the
kneewell is not an actual crawl space, the 30 inches provided is considered
adequate and does not present a human engineering problem. The problem
concerning spacing between equipment racks is simply one where the
physical size of the aircraft and the internal space available was insufficient
in terms of the amount of electronics equipment to be installed. The
specification states that the distance between an equipment rack and an
opposite facing obstacle should be at least 42 inches. Here, we have an
803A requirement pertaining to AGE which is simply not appropriate when
dealing with the confined space available in aircraft systems. '1Te distance,
for instance, between OA4-1 and -2 and OA7-3 and the Voice Control
Operator and Telemetry Control Operator work surfaces is 24 inches rather
than the specified 42 inches. However, this spacing cannot be increased
without cutting down on the crew aisle space which is already at a -. inimum.
This, then, is a justified compromise. The drawers involved can be
removed for maintenance and the situation is not considered a serious
human engineering problem, even though it does not present the -nost
desirable conditions from a maintenance point of view. The evaluation of
control and display locations evealed no areas of non-compliance. The
adequacy of crew seating was left as an area to be determined in the actual
aircraft, since crew seats were not available for installation in the xno.k-up.

Control Area

HEMLS evaluation of the HF Group included the Mission Coordinator,

Antenna Control and HF Operator positions. Evaluation revealed the same
space limitation problems as in the RF Group as discussed above. In
addition, the amount of seat adjust for the Mission Coordinator in the aft
direction is limited due to the location of the teletype equipment (OA-13).
The available aft movement, however, is sufficient for ingress and safe
egresF, during emergency conditions.

A non-compliance, concerning the Antenna Control Operator's Console

(OA-11), was discovered during the evaluation. The requirements of
A100211 state that precision indicators used frequently and to be read
precisely should be placed in an area between 16 and 35 inches above the

VII- 19
a
sitting surface. The Tracking Combiner panel on OA-11, which contains a
rnumber of such indicators, was found to be in an area 37 to 48 inches above
the sitting surface. However, the observer found that, seated in a mock-up
in a position and height at which the Antenna Operator would be, the panel
displays could be read without difficulty. Therefore, it appears that no
serious problem exists and a request for a deviation of the specification
requirements has been forwarded to ESD. The Request for Deviation
(DAC No. 8) was approved by ESD on 29 March 1967.

Record Area
The evaluations of the Record Group revealed the same crawl space and
kneeling or bending space areas of non-compliance as the other console
positions. Here again, access to this area will be required only when there
is trouble in the cabling or wiring. The space provided does not permit
adequate access. The crawl space height is 30 inches rather than the 34
inches called for in the specification. The bending or kneeling height would
also be 30 inches. The specification calls for 50 inches. As mentioned
before in discussing the consoles, the 30-inch height is dictated by the
specification requirement for the height of the work/writing surface. The
condition does not present a serious human factors problem. Tn fact, it is
questionable whether this under-the-console sp.tc.c. ->r kneewell should even
be considered a crawl space.

Evaluations of such areas as colors and the location of controls and displays
has been deferred until the receipt of the actual hardware. So much of the
equipment involved, e. g. , the two data recorders and the audio recorder,
is commerical equipment. The only drawings received were illustrations
from the manufacturer's technical manuals and these are inadequate for
evaluation purposes. The rest of the equiprner,t, especially the Bendix-
designed, appears clean and within specification and no HE/LS problems
are anticipated.

An additional area evaluated, which did not fall under any of the groupings
presented thus far, was the Radome/Fairing areas. The first problem
uncovered was that the design did not include a walkway/crawlway for
maintenance personnel. This problem was immediately brought to the
attention of the Program Office. A change in design was initiated to include
an appropriate crawlway in the fairing.

Other areas of non-compliance included the crawl space provided at the

access hatch and the bending or kneeling space within the fairing. The
space provided for a prone crawl area should be 17 inches. The measure-
ment at the access hatch area is 16-1/2 inchei.t The kneeling or bending
space provided is 38 inches, while the specification calls for 50 inches.
Actually, the whole nose fairing area presents a space problem. However,
the space available does permit the accomplishment of the necessary main-
tenance tasks. Request for v.aiver to the specification was submitted to
ESD, with the justification that the space available is the result of optimum
aerodynamic design of the radome. Request for Waiver (DAC No. 42) was
approved by ESD on 29 March 1967.

VII-20
 V
-l

3. 4 CONCLUSIONS AND RECOMMENDATIONS

In summarizing the Human Engineering and Life Support PSTE effort, it

can be said that the major problem area is the PMEE deviations from the
rep irciments of Drawing A100211. The deviations were not unexpected.
In (:oder to meet tight schedules and keep costs down, commerical "off-the-
shelf" equipment was used whenever possible. Experience has shown that
the purchase of "off-the -shelf" equipmtent cannot be expected to meet the
usual human engineering design criteria contained in MIL-STD-803,
AI00211, or similar documents.

On future programs, it is recommended that deviation to the Human

Engineering requirements be granted at the contract level as a blanket
release rather than by separate deviation to each specification requirernent.

VII-21

11
I •
 SECTION IV

CATEGORY II PSTE

4.1 OBJECTIVES

4. 1.1 Personnel Performance and Proficiency

The objective of Category II PSTE in this area is to verify the proficiency

of ope~rational and maintenance personnel, and performance of the equip-
ment in all A/RIA System Test operations. Test No. 2-11 inciudes verifi-
cation of:,

a. Customer Personnel Requirements - Test No. 2 -12.

b. Training -Test No. 2-13.

C. Technical Order usability and suitability - Test No. 2-14.

d. Equipment usability - Test No. Z-15.

e. System operational capability - Test No. 2-19.

4. 1.2 Technical Orders (Procedures) Validationi

Technical Orders and Procedures Validation is designed to verify thet

technical adequacy of tecninical orders which support A/1LLA Systemn Person-
nel Performance of operations and maintenance tasks, both scheduled and
unscheduled. Tests include:

a. Technical Order adequacy - Test No. Z-16.

b. System Inspections - Test No. 2- 17.

C. Unscheduled maintenance effects - Test No. 2- 18.

4.2Z SCOP1r

The scope of the Category 11 PSTE is limited to functional performance

demonstrations by PMEE operators and maintenance. perbonnel. ALOTS
operators, aircraft flight crew, and aircraft maintenance personn~el are
excluded for the obvious reasons, such as no position being manned and
capability already established.

4.3 IMPLEMENTATION

The complete A/RIA Personnell Subsystem Prongramn Plan was presented in

the, System Proposal Report 52929, The details of the Personnel Subsystem
Test and Evaluation (PSTE) were outlined in Report No. TU-28335, as the

VII-22

ER
annex, in compliance with Data Item Q-7-28.0. TU-28325 c itlines the
responsibilities of the PS FE team, and procedures to be used for the collec-
tion of personnel subsystem data during Category II testing, and its evalua-
tion and presentation.

Category II Personnel Subsystem test and evaluation were performed con-

currently with Category II System testing to verify that the requirements
specified in Soction 3 of the System Specification have been satisfied.

4. 3. 1 Operational Proficiency

4.3. 1. 1 Phase I - Preliminary Evaluation

The purpose of this evaluation was to establish the baselines for the PSTE,
by BxR personnel through observation by PSTE observers, for later evalua-
tion of Air Force operational personnel. A minimum of one (I) successful
flight test mission was required, observed by four (4) PS Observers, or
four missions by one (1) PS Observer. In establishing the baselines for this
phase, three (3) PS Observers were utilized at various times during eleven
(11) flights. Each PMEE position was observed for use of checklist proce-
dures, A/RIA Flight Test PMEE Flight Cards and Human Engineering/Life
Support design criteria. Each flight observed was documented by the respec-
tive PS Observer, and the resulting documentation was then consolidated into
one report for that individual flight. Distribution was made Lo those offices
concerned for information and/or necessary action.

Phase I was considered complete when each PMEE position operator demon-
strated succebsful test mission performance in accordance with the check-
list and flight cards. From this preliminary evaluation the procedures were
established for the Phase II and Phase IIi v;aliuations.

Data acquired during this phase was gleaned from eleven (11) iligitit tot-ling
61:30 flight hours, two (2) BxR PMEE crews, and I21:00 flight hours of
observations by three (3) PS Observers.

4.3. 1.2 Phcse Ii - Transitional Evaluation

The objective of this phase was to evaluate the indoctrination and t ransition
training of the Air Force operational personnel into the A/RTIA PMEE Systemn.
This phase rslquired a minimum of one (1) successful fJiL.it mission demon-
stration for each Air Force operator per position. However, the Air Force
personnel present for the transition training elected to eliminate in its
entirety the Personnel Subsystem Test and EvaJuation Phase II of the Cate-
gory II Test.

4.3. 1. 3 Operational Evaluation

This phase required the demonstration of the capability of a complete Air

Force PMEE crew to operate the system through a minimum of one success-
ful operational flight mission (actual or simulated). Data were acquired
during three flights totaling 16:30 hours with ZZ:00 hours of PS observation
of two (2) Air Force PMEE crews. The baselines established in Phase I

VII-23
•t

were emr 'oyed to evaluate the performance of the Air Force PMEE crews
through the use of checklists, flight cards, procedures and measure of success.

On 16 February 1967, Capt. Aiken and Crew demonstrated that a cormpl~ete

Air Force PMEE crew can operate the 435A through a successful simulated
operational flight mission. This event terminated Phase III of the Category II
PSTE.

Fourteen (14) demonstration flights by four different crews (two BxR and twro
Air Force) provided the data for evaluating the proficiency of operational
persmnnel.

4. 3. 2 Maintenance Proficiency

Maintenance functions were performed during, and in support of, Category II

Testing on an as-failed basis to demonstrate maintenance personnel profi-
ciency. Data were gathered on pre-flight, checkout and maintenance activities
from 9 January 1967 through 10 February 1967. However, insufficient data
were obtained to enable PS Engineering to certify that Air Force personnel
proficiency was adequate for all troubleshooting and repair. The reason that
the data are insufficient was that not enough failures occurred during the Air
Force personnel fanmiliarizatinr -t Douglas-Tulsa. It is recommended
that the demonstration continu- g Category III Testing.

It might be pointed out that the Category II procedures specified the Cate-
gory II testing would be a joint effort between Douglas, Bendix, and the
Customer. With the exception of coordination efforts of one Air Force Officer,
there was nil Air Force Personnel Subsystem Engineering representation at
this facility during Category II testing.

Excellent information was obtained from the Air Force Operations /Maintenance

personnei during the familiarization tour. However, only four of the PSTE
checklists ft -. :z..d them were completed and returned.

The following is a recap ol Category 11 Personnel Subsystem Verification

Demonstrations and data acquired:

Demonstrations

14 Flights - 78 flight hours - 1, 2, o: 3 Observer/Evaluators - 143 hours

observation.

First Flight - 7 December 1966 - Last Flight - 6 February 1967.

Phase I - 1l flights -- 61:30 flight hours - two BxR Crews - 1ZI hours
observation.
Phase II -- None.
Phase III- 3 flights - 16:30 flight hours - two Air Force Crews - 22 hours

observation.

Pre-Flight, Setup, Checkout and Maintenance - 9 January through 10 Febru-

ary 1967.

VII-24

0 j
7 PPGL's (Consisting of abbreviated checklists, flight cards, and pre-flight
and checkout procedures).

60 Reports of Interview (BxR and Air Force Operations,'Maintenanice

Personnel).

Z5 Observer /Evaluator Reports.

14 Flight 'rest Requests.

14 Flight Test Reports.

6 PSTE Checklists (BxR personnel).

6 Maintainability Checklists (BxR personnel).

4 PSTE Checklists (Air Force personnel).

4 Maintainability Checklists (Air Force personnel).

I Air Force Grew Qualification Statement (from BxR).

4.4 RESULTS

4.4. 1 Operations

The Category II PSTE effort was concerned primarily with verifying that the
435A System can be operated, maintained, controlled and supported by U.S.
Air Force personnel.

Operational proficiency of the system was adequately demonstrated by a

complete Air Force PMEE crew on 16 February 1967, which included pre-
mission setup, pre-flight and flight.

4.4.2 Meintenance

As previously pointed out in paragraph 4. 3.2, insufficient data were gathered

pertaining to maintenance proficiency of AF PMEE crews, due to the short
indoctrination period and lack of system failures.

4.4.3 Manuals

During the AF PMEE crew familiarization tour at Douglas-Tulsa, 27 "Reports

of Interview" with Air Force "Operational" and "Maintenance" personnel were
conducted. A cursory analysis of the comments revealed that the setup and
checkout procedures contained in the BxR published manuals were not adequate
and did not meet the requirements of AFSCM 310-1/AFLCM 310-1 Data Item
No. U-H-56. 1, "Range Instrumentation, Operation and Maintenance Manuals."
Since this was known prior to the operational crew's integration start date,
Air Force management personnel from ETR agreed to uue the field test pro-
cedures, which were developed locally during and for Category II test opera-
tions by BxR personnel, in lieu of manuals. This agreement was only a stop-
gap expedient for Category II operations, i.e., learning how to operate the
PMEE.

VII-25

.I,
Subsequent to the Category II pe' rat ions the fielid test set-up anidl checko ut
procedures were utxlated, c)rrected a td/Ir inclubded in Section III of appli-
cable manuals prior to their final publication and delivery.

4.4.4 Equipment 1)iscrcpancieo

Forty-five "Reports of Interview, " prepared by Douglas PSTE Observer/

Evaluators for ground operatic,ns and maintenance functions, revealed equip-
ment discrepancies and problem areas. The majority of the comments were
p'rsonal opinions; other comments pertained to commercial "off-the-shelf"
equipment where no corrective action c(,uld he taken under the present cor-
tra.Atual requirements. Representative samples of discrepancies and correc-
tive actions .ire:

4.4.4. 1 Inadequate Cabin Air Temperature Control

PMEE compartment temperature surveys conducted during the Category II

Test Program indicated excessive temperature differences between head and
foot levels at the forward PMEE Operator positions and a generally higher
temperature in the aft iest area. Installation oL the production interior par-
titions and carpet installations will improve the temperature distribution.
Design changes have been made to the cabin temperature sensor installation
for improved regulation. Adj,istment settings of the air conditioning air out-
let diffusers as developed on the flight test program have been incorporated
into the engineering drawings and aircraft handbook rigging procedures.
4.4.4. 2 OA-20 Overheat Indications

OA-20 overheat indications are caused by inadequate ventilation of the OA-20

cabinet which results in heat air exhausted from the units in the cabinet being
re-circulated back to the individual black box blower inlets instead of being
discharged through the back web of the cabinet. An air deflector was fabri-
cated and installed at the cool air duct outlet to deflect cool air up and across
the front of the OA-0.

4.4.4. 3 Servo Amplifier Power Supply

The Servo Amplifier Power Supply is all hard-wired to the circuit boards with
no connectors.

The PC boards in the Servo Amplifier Power Supply Drawer are not meant to
be directly interchangeable because of the number of "SAT" (Select at Test)
components. This was approved by DR No. 81.

4.4.4.4 Main Circuit Boards (Antenna Control Console)

The two Main Circuit Boards in the Antenna Control Console are hard-wired
in the chassis with no connectors.

The decision to hard-wire the PC boards rather than use connectors was made
in consideration (If the fact thLt the impedances are very high and the circuits

VII-26
 susceptive to pick-up. The use of connectors would be highly unsatisfactory
from ;in engineering standpoint, due to the critical nature of the circuitry.
DR No. 81, defining this subject, was approved by ESD.

4.4.4.5 Interphone Facility

The System Analyst does not have the facility to talk on the interphone from
any position.
"Listen only" interphone capability at the. PMEE operating positions for the
system analyst was added by PSC #17. This design was approved at the CDR.

4.4.4.6 Voice Annotation

The present setup makes voice annotation of the tape recorder very difficult.
This was a compatibility changet. The Record Operator was provided a mode
selector switch to allow him to annotate the tapes. Sidetone of all operators
was changed from a -20 dB to a -6 dB to allow recording of each operator's
voice as desired by patching. These changes were resolved by incorporation
of ECP 0047.

4.4.4.7 Additional Equipment

Additional equipment appears to be needed in the recorder position, e.g..

ECP 55 plus a degausser.

The additional test equipment referred to in ECP 55 is presently under study.

The budgetary estimate for the proposed change is currently being prepared.
This proposed change will provide all of the test equipment necessary to align
and troubleshoot all of the equipment in the record group. ECP 55 submitted
5 May 1967.

4. 4. 1. 8 Antenna Control Console Interchangeability

The antenna control console and the servo amplifier power supp1ly are not
interchangeable from one aircraft to another unless moved as a pair.

Interchangeability tests were conducted on Systems 1, 2, and 3 at Tulsa on

24 April 1967. Test results were satisfactory.

4. 4. 4. 9 Interlock and Auto Safety Systems

No interlock or auto safety system is known to exist that would prevent power
from being applied to the antenna while a mrnn is working in the radome.

Adequate safety procedures are incorporated in the aircraft handbooks to

eliminate ainy safety hazard associated with the Radorre Antenna. The pro-
cedures include (a) warning signs on the radome, (b) streamers on circuit
breakers at Antenna Console, and (c) communication facilities between
radome area and console position.

I 27
r

4.4.4. 10 Servo Power Amplifier Power Supply

The fuses have been removed frrim the servo amplifier power supply. The
only safety device left is the circuit breakers which have proved not to be
satisfact,'ry.

Circuit breakers are being installed to provide adequate protection to the

system.

4.5 RECOMMENDED CATEGORY III TEST OBJECTIVES

4.5. 1 Operational Control Procedures

Operational Control P rocedures used

to control personnel during operation and maintenance (scheduled and
unscheduled), or of the A/RIA System are adequate. Tests include:

a. Maintenance Procedures Adequacy.

b. Quality Control Adequacy.

c. Maintenance Records Adequacy.

d. Operational Control by Personnel.

4. 5. 2 Organizational Maintenance Effectiveness

Organizational maintenance effectiveness is required to verify that the

effectivenesf of the assigned Flightline Organizational area, in support of
the A/RIA System, is adequate.

4. 5. 3 Training and Training Equipment

Adequate support of the A/RIA System by the training and training equipment
(AAE) provided by ATC wi)l be verified.

VII-2 8
 SECTION V

PERSONNEI,/EQUIPMENT DATA (PED)

5. 1 OBJECTIVES

The first PSS concern was the establishment of a PED File. The A/RIA PED
was established in accordance with AFR 30-8 to be a centrally located and
maintained body of analytical data, in the form of task and equipment informa-
tion, and to fulfill the technical requirements of AFSCM/AFLCM 310-1.
Organization and maintenance of the file has been in accordance with criteria
outlined in AFSCM 80-3. All available data generated during the course of
A/RIA System development which will help to describe interfaces where human
behavior can affect system performance has been collected in order to:

a. Verify that equipment design is adequate for safe and efficient use
by the operator and maintenance personnel.

b. Verify personnel and manning requirements and allocations

(QQPRI, Training, etc. ).

c. Validate technical orders and manuals.

d. Develop proficiency measures for Category Il/Ill personnel

performance testing.

During the "Contract (Program) Definition Phase'" the PED file was utilized
for a variety of documentation and correspondence that passed through the
A/RIA Program Office. Elimination of all sundry material alien to PED
criteria (AFR 30-8 and AFSCM 80-3) was accomplished.

5. 2 IMPLEMENTATION

The re-vamped PED was organized to support the PS functional areas -

particularly the objectives of Category I and 11 PSTE. The file was divided
into six categories:

5. 2. 1 Category A

Applicable A/RIA Douglas/Bendix Reports (52900 Series). All reports gen-

erated during the A/RIA Program Definition Phase, up to and including
23 August 1965, were reviewed and evaluated. Those that were found valuable
as program background mat erial, PS development mat rial, and program
plans weie used toward completion of PSTE Annex objectives and AFSCM/
AFLCM 310-1 reporting requirements. All are a part of PED (Data Items
001 through 043).

5.2.2 Category R

Bendix Radio Technical Notes, Drawing and Tradeoff studies. All available
Bendix Technical Notes and Tradeoff studies, generated during the Program
Definition Phase, were reviewed and evaluated. Those providing general
program information, rationale for PMEE system configuration, and subject

VH-29

I!!
material for Douglas (PS) task. timelin, and link analyses were made a
part of PED (Data It(rms 060 through 143).

5. 2. 3 Category C
Douglas/Bendix FFBD/RAS. FFBD/RAS development by both Douwlas and
Bendix Systems Engineering were updated during the A/RIA acquisition phase
to the time of CDR. Those generated prior to 23 August 1965, have been
extracted from Douglas/Bendix A/RIA Reports 5Z902 and 52903 and made a
part of PED (Data Items 200 to 290). Enlarged copies of the same have been
collected and are also a part of PED. Note- The FFBD/RAS was not a
contractual data item for this program.

5. 2.4 Category D

PSTE Data (TU-Z8325). PED was organized to support the PSTE objectives
of A/RIA Category I and II testing. To systematically collect, organize,
and assimilate data, Category D has to be subdivided to coincide with PSTE
Annex (25 March 1966) Category I and II test planning. Each PSTE test plan
and procedure has been made a data item, into which support information is
incorporated as it is generated.

5.2.5 Category E

Human Engineering/ Life Support Data. Personnel Subsystem has investigated

a number of A/RIA critical areas not in direct support of any particular
PSTE objective. These human engineering endeavors have each been assigned
a Category E data item number.

5. 2. 6 Category F

Personnel Subsystem Group File (PS Disciplines and/or PED Supporting

Data). In addition to the formal PED file noted and described above, perti-
nent documentation used in the support of overall PS activity has been
collected and maintained.

The Personnel Subsystem Group File contains documentation in the way of

specifications, Air Force Manuals, etc., used to support the overall PS
effort.

As outlined in the Douglas 'A/RIA Standard Practice Memorandum 2412,

use of PED material by both the PS Group, and general Engineering was a
documented procedure.

5.3 PRODUCTS

5. 3. 1 ALOTS Installation

On 11 April 1966, an investigation into the time requirement for exchange of

the ALOTS System between EC-i35N aiccraft was initiated. A/RIA Part I
CEI CPI00007A (ALOTS Provisions for A/RIA), paragraph 3. 1. 2.2,
indicated a time limit of 48 hours for exchange of the system between A/RIA
aircraft, exclusive of the M. T. S. life support panel and sighting dome.

VII-30
Using the ALOTS Preliminary Instruction Manuals, prepared by Nortronics
Corporation (Volumes I through 4), a task and timneline analysis was done.
Installation time began when relieving aircraft cargo door was removed, and
ended when receiving aircraft was ready for ALOTS pre-flight operational
checks.

The task analysis indicated that physical installation and qualification check-
out required 31 steps. Resultant installation and qualification checkout time
was estimated at 28 hours and 15 minutes. Fifty percent of that figure was
added for support equipment setup and removal. The resultant total figure
was 42 hours.

In support of the above figures, each installation task requiring more than
15 minutes was further examined using a Task Analysis Worksheet. Defined
were job operation title, task location, personnel required, task description,
techniques to be used, minimum performance standards, probable error
factors, consequences of deviations from procedures, specific knowledge and
skill requirements, safety precautions, and training requirements.

The 48-hour remove and replace requirement is a part of A/RIA CEI

CPI00007A (paragraph 3. 1.2.2). Time required for ALOTS operational
change is 42 hours, which was arrived at through technical analysis.
5.3.2Z A/RIA PMEE Mission Critical Operational Period
In the middle of June, an analysis of PMEE Operator activity during the

12-minute critical portion of the A/RIA Mission was made.

Using Douglas/Bendix Reports Nos. 52902 and 52903, along with Bendix
Reports Nos. 1869T1, 1869T7, and 1869T8, all A/R~t. PDP documents, a
FFBD was developed covering the 12-minute critical period.

Resulting from this FFBD, six PMEE Operator task lists were prepared.
The FFBD was used until receipt of hardware and operating manuals pre-
pared by BxR.

All data collected, and in an updated state as of 1 September 1966, is a part

of the PED File (Data Item 440).

5. 3. 3 A/RIA Emergency Escape Procedures

Task, timeline, and link analyses were done to investigate and establish
escape procedures for abandoning the EC-135N during various emergency
configurations. Included were ditching; immediate, high- and low-altitude
bailout; and crash landing.

Analysis was done to determine possible positioning of crew members and

procedures for ditching in the EC-135N aircraft. Considered was an onboard
complement of 23 personnel, including air crew members, A/RIA PMEE
Operators, ALOTS Operators, and passenger. Also considered was the
unique relationship between the air crew and other onboard personnel.
Finally considered was the structural mounting of seating and PMEE in both
occupied and unoccupied areas.

VII-31
 Positioning of all personnel during a ditching situation was based on sub-
system configuration, location of escape hatches, and location of emergency
equipment.

Due to overall on-beurd crew composition, responsibilities assigned to air

crew members were designed to optimize the chance for successful evacua-
tion of all personnel during a ditching operation.

Analysis was done to investigate and establish procedur, - for bailout from
the FC-135N under four different conditions: immediate, high altitude, low
altitude, and over water. Responsibilities durling all four different conditinz
were based on air crew familiarity with procedures, location of escape
hatches and emergency escape ropes and location of necessary emergency
,equipment.
A

Procedures resulted from onhoard personnel positioning during airborne

conditions, location of ernergk;ncy equipment, and access to emergency
escape ropes and hatches.

Analysis was done to investigate and establish personnel procedures to be

used during EC-135N aircraft let-down with ncse gear and/or main gear
A- retracted.

Resultant responsibility for initiation of crew alert and aircraft let-down was
vested with the on-duty air crew. Responsibility for distribution of emer-
gency equipment, removal of escape hatches, and supervision of evacuation
was vested with off-duty air crew members.

On 7 July 1966, Emergency Escape Procedures were prepared as inputs to

Section 3 of the A/RIA Flight Manual, IC-135(E)N-1. Review of the pre-
liminary draft of IC-135(E)N-1 (20 September 1966) indicates that substantial
portions of the (PS) submittal was incorporated in sections of the above
manuscript.

All data generated, as noted are a part of the PED File (Data Item 430).

5. 3. 4 A/RIA Nose Radome/Fairing Component Remove and Replace

Task, timeline, and link analyses were done to investigate, remove, and
replace the UHF/ VHF Antenna Vertical Reference Gyro, the AS653A/APN
APN-59 Search Radar Antenna, and radome fairing modules.

Analysis of remove and replacement of the Vertical Reference Gyro cuit-

sidered component location, power shutdown, radome accessibility, per-
sonnel requirements, and job aids. Not considered were component
troubleshooting cr gyro realignment inside the antenna mount assembly.

Resultant remove/replace estimate as a result of this analysis was

88 minutes and 30 seconds.

A task and timeline analysis was done to investigate remove and replace of
the AS653A/APN-59 Search Radar Antenna located in the nose radome of the
A/RIA EC-135N aircraft. Considered was component location, radome
accessibility, personnel requirements, and job aids. Remove and replace

VII-32
 procedures were bas( on T. 0. lC-135A-2-Il-l, visual inspection of the
radome area (A/RIA aircraft No. 1), AS653A/APN-59 Search Radar
Assembly, and Bendix Drawing No. 2004695.

SS100000, paragraph 3. 1. 1. 3. 5, indicates that 203 aircraft maintenance

personnel will be assigned to the A/RIA aircraft. Because the APN-59
antenna is part of the basic aircraft, itn maintainability is the responsibility
of the above personel (AFSC's have not been assigned).

The analysis indicated that approximately 21 minutes will be needed to

remove the antenna. If the stabilization data generator is also removed,
overali renmuve time b1e(uiLb approximately 25 minutes. Total remove/
replace time for the antenna is approximately 51 minutes. Reniov;2/replace
time for both antenna and generator is approximately 59 minutes.

A task and timeline analysis was done to investigate remove and replace of
the antenna assembly modules located in the nose radome fairing. Considered
were component location, radome fairing accessibility, personnel require-
rments and job aids. The analysis was based on physical inspection/measure-
ment of the fairing interior (A/RIA Aircraft No. 1).

Considered in the analysis were two TWT Amplifier Assemblies OA50-4 and
-15, each weighing approximately 60 pounds, the VHF Channel Assembly
OA50-Z, weighi-ig approximately 35 pounds, and the VHF Voice Tx/Rx
Assembly OA50-3, weighing approximately 30 pounds.

The remove and replace analysis indicated that removal of OA50-2 or -3

will take about 9 minutes. Removal and replacement requires about
20 minutes. Removal of OA50-14 or -15 will take about 16 minutes.
Removal and replacement about 35 minutes.

A/RIA UHF/VHF Antenna Vertical Reference Gyro remove and replace -

Douglas Drawing No. AlOOZ1I deviations:

Paragraph 8. 6. 3 Act, :ssibility - Units shall not be placed in recesses,

behind or under stress members, floor boards, seats, boards, hoses, or
other items which may be difficult to remove.

The vertical reference gyro is encased in th, antenna pedestal. Antenna

cabling/wiring makes access to pedestal assembly interior difficult. Units
surrounding the gyro inside the pedestal assembly make removal of gyro
impossible without also removing its mounting platform.

4 VrF-33
I
I AS653A/APN-59 Search Radar Antenna remove and replace - Douglas Drawing No.
F A100211 deviations:

SParagraph 8.5. 2 Weight

a. Lifting by one man - Whenever feasible, equipment shall be modularized so

that thu•e weight of each remov.. abl-c undt d,•E; not exceed 45 pounds.

MIL-STD-803A-1, paragraph 9.2.4 Unusual Positions -

Minimum vertical work space clearance - 42 inches.

Minimum crawl space vertical clcaranc - 17 inches.

Vertical work space clearance varies from 16-1/2 inches at the nose radome
access hatch to 37 inches at Station 178.

Vertical clearance at nose radome access hatch is 16-1/2 inches.

VI1-34
 APPENDIX VUII
K|
SYSTEM SAFETY ENGINEERING SUMMARY REPORT

a!

VIII-1
r

" TABLE OF CONTENTS

Section Title Page

I Introduction ............ ............................. V1I-4

II Summary ............... .............................. VIII-5

III Test and Evaluation ......... ......................... VII-7

3.1 General ........... ........................... VIII- 7

3.2 Specific ........... ........................... VIII- 7

3.2.1 Coordination of Failure Analyses ............. VIII-7

3.2.2 Processing of System Safety Checklists ........ VI1-9
3.2.3 System Safety Worksheets ..... ............ .VIII-9
3.2.4 Hazard Reporting ....................... VIII-10
3.2.5 Test Monitoring ....................... ... VIII-10
3.2.6 Design Coordination ...................... VIRI-11

IV Results ............. ............................... VIII-12

V Recommendations ........... .......................... VM-13

LIST OF ILLUSTRATIONS

Figure Title Page

VIII-1 A/RIA System Safety Engineering Schedule ................. VIII-8

VIII-2
 LIST OF ABBREVIATIONS

BAir Force Base

AF Air Force
AFTO 22 AF Tech. Order Change Form 22
A-LOTS Airborne Lightweight Optics Tracking System
A/RTA Apollo Range Instrumented Aircraft
BxR Bendix
CEI Contractor End Item
C.G. Center of Gravity
DACo Douglas
ERI Engineering Review Item
FACI First Article Configuration Inspection
PMEE Prime Mission Electronic Equipment
SSCL System Safety Checklist
SSE System Safety Engineering
SSEP System Safety Engineer Plan
T.O. Technical Order
TWA Trailing Wire Antenna
U1Ff Ultra High Frequency
VHF Very High Frequency

II VIII-3

I
F

SECTION i

INTRODUCTION

This Final System Safety Engineering Summary Report is written in con-

junction with MIL-S-38130 and supports all system safety activities
incumbent with the A./RIA (Apollo Range Instrumen*ed Aircraft) Program.

The System Safety Engineering Program Plan, Douglas Report No. 52932,
was written in the prograrn definition phase of the A/RIA project; it too
was governed and dictated by the -)recepts of MIL-S-38130.

All of the various efforts, forms, coordinative activities, reports, monitor

functions, etc., which are called for in the SSEP (Report No. 52932), and
were carried to successful conclusion contributory to A/RIA system safety,
are described in detail herein.

The System Safety Engineering Documentation File (in two volumes), the
Norton AFB Safety Wire File, and the SSE Correspondence File constitute
the back-up information used in the compilation of this report. These
archives are available for customer investigation at any time.

Vm-4
 IJ
I4
ii

SECTION II

SUMMARY

The A/PRIA System design included major modification to a C-135 type

aircraft. Considerations invol'uing safety which were investigated during
A/RIA design, test and development, fell into the following categories:
1. Aircraft Modification

a. Generator modification

b. Aerodynamic changes to the airframe, addition of radorne

nose, fairing, TWA nest, and wing tip antenna

c. Gros. weight and center of gravity changes affecting the

airframe
d. Modifl'týion of the environmental control system

e. Trailing wire antenna design and installation

f. Emergency egress and variations in T.O. escape routes

peculiar to A/RIA

2. PMEE Installation
a. Rack mounting

b. Cooling equipment and ducting

c. Operator positions

d. PMEE Itself (BxR)

3. Procedural media affected by safety factors.

The flight characteristics of the C-135 were not, effectively or adversely,

altered by the modification of the aircraft to the A/RIA configuration. See
Category I Aero-Structural Flight Test Report (ESD-TR-67-293) for specific
details.

Results of tests conducted showed that the system elect-ical load was not
significantly greater than for the basic C-135 vehicle. All future growth
potential mai. easily and safely be handled with the inclusion of the addi-
tionall generator source on the No. 4 Engine.

Various additions and deletions made to the airframe do not adversely affect
gross weight and center of gravity. Lateral, directional, and longitudinal
trimability do not differ perceptibly from basic C-135 aircraft. Fuel

V111-5
V'
IJ
 management for climb, cruise, etc., varies only slightly from standard
C-135 aircraft, with the c. g. limits shifting slightly aft. The A-LOTS
l configuration showed some differences on lateral/ directional dynamic
stability from
was the standard
satisfactory A/RIA.
SA/RIA
in all Performance of the A-LOTS-configured
respects.

Installed PMEE and equipment racks have been designed to withstand

acceleration shocks at least equal to those expected in other portions of the
airframe during ditching. Operators' takeoff seat positions are designed
to withstand accelerations associated with ditching. New bailout and
emergency egress procedures have been developed for the AiRIA cabin
arrangement, and should make this configuration comparable favorably,
from an escape standpoint, with other aircraft of tha C-135 series.
Electrical shock has been effectively precluded from the A/RIA PMEE
design.

VI-6
 SECTION III

TEST AND EVALUATION

3. 1 GENERAL

During Category II the specific safety responsibilities included, but were

not limited to all of the following:

a. Coordination and review of Failure Analyses from Design Sections

b. Review of System Safety Checklists from all safety sources

c. Review and classification of test data received from all sources

d. Monitoring of component, subsystem, and system tests affecting

safety, which were coiducted by the Contractor

e. Interviewing of AF/Subcontractor personnel, questioning for

potential/actual safety hazards; especiaUy during set-up and
check-out of the PMEE

f. Processing of Hazard Reports received

g. Creating of Contractor Safety Bulletins, where required, to

alleviate Douglas safety problems prior to -1 T.O. revision
and issuance

h. Modifying Technical Orders (Safcty Supplements)

i. Monitoring of and passing on of information received in Norton

AFB Safety Wires affecting C/KC-135 types of aircraft.

A pictorial summary of System Safety activities is presented in Figure

VIII-I, "A/RIA System Safety Engineering Schedule.'

3. 2 SPECIFIC

3. Z. 1 Coordination of Failure Analyses

During Citegory II flight test, the failure analyses performed in-house

were coordinated, classified and filed. The Failure Analysis form
(including modes and effects) was utilized as an adjunctive to trouble-
shooting or trouble analysis. Approximately 40 of these sheets were
prepared in support of this effort.

Results of failure prediction analyses figured heavily in rewriting portions

of Technical Orders pertaining to trouble analysis (trouble-shooting
procedures). Complete failure analysis forms were substituted, almost
intact, into appropriate sections of the T. 0. dealing with environmental
control, electricr1 power problems, and No. 4 Engine Generator/
Alternator.

VII--7
 IL

zz

01

7E I

vii z
In certain cases, especially where PMEE was concerned, safety personnel
coordinated directly with the Publications Section in developing safety
procedural media.

3.2.2 Processing of System Safety Checklists

The System Safety Checklist form was prepared in all necessary areas.
This checklist is comprised of 42 questions having safety impetus. These
questions are asked by designers of every component within the A/RIA
System where a potential hazard might have existed. The questions are
worded so that a "Yes" or "No" will answer them. "No" answers to
checklist questions reflect a safe condition for the component or part.
Investigation is not continued on parts giving up all "No" answers. "Yes"
answers to questions show that the part is potentially hazardous and that
further investigation is required in order to arrive at a safe solution to
the problem posed by the "Yes" answer. Over 40 sets of seven pages each
of SSCL's were prepared.

A System Safety Worksheet was always processed for each checklist

question showing a "Yeo" (unsafe) answer.

3.2, 3 SyLtem Safety Worksheets

A System Safety Worksheet was prepared in response to each "Yes" answer

to an SSCL question. In excess of 200 System Safety Worksheets were
prepared in support of the SSCL's written against A/RIA PMEE components.

Examples of specific problems resolved by Worksheets during Category II

of the A/RIA Program are listed as follows:

a. Patch panel problems concerning electrical shock were alleviated

by the utilization of protective warning on the panels themselves
and by the inclusion of appropriate entries in the T.O.

b. Several of the PMEE Drawer Units were too heavy for one man
to remove and replace, especially in the cramped OA-19/OA-20
aisleway. Weights were marked clearly on all oversized (over-
weight) components and appropriate entries were made in the
T. 0. 's.

c. It was possible for an antenna control console operator to inad-

vertently trip either the Azimuth or Elevation Control of the UTHF
scanner while maintenance personnel worked in the radome.
Incorporation of warning streamers, and coordinative entries in
T.O, 'a affecting maintenance/operations personnel and their
usage of the equipment, reduces this possibility.

d. The UHF dish emitted rays in an increased arc to that of the

VHF antenna; because of this the safety hazard area was increased
from a line 100 clockwise and counterclockwise of a line normal
to Station 278 to a line 450 clockwise and counterclockwise of
the same reference plane.

VIII-9
 e. Certain high voltage and high frequency areas were accessible
to operational and maintenance personnel. These areas have been
given protective covers and these covers have been clearly
labeled; additionally, appropriate entries have been made in the
pertinent T.O. paragraphs.

3. Z. 4 Hazard Reporting

MIL-S-38130 describes safety hazards in a precise manner. There are

four classes of hazards associated with system safety. They are
respectively, from the least hazardous to the most hazardous, Class I,
safe; Class II, marginal; Class III, critical; and Class IV, catastrophic.

The contractor has acted to remove all Class IV hazards, and reduce
Class III's and II's to the safe (Class I) classification. This result has been
effected through the use of a closely coordinated hazard reporting program.
Approximately 30 hazards were reported during the A/RIA Program.

Significant hazards which have been reported and corrected during the
A/RIA Program are listed as follows:

a. PMEE cooling ducting in aisle for OA-8/OA-9 is positioned so

that when the two individuals involved assume their ditching
positions located there, said ducting strikes them in the back
of the heads. To alleviate the possibility of serious injury at
these positions during ditching, backboards were designed and
installed.

b. The interface between BxR and Douglas male/female connector

plugs was unsafe (did not supply proper grounding). Consequently,
adapters were designed and are now in use.

c. Magnesium ducts were being used on the No. 4 Engine Panel in

a location planned for exit gases (very high temperature) accompany-
ing a cartridge start. All stainless du.cting has been substituted
in this position.
d. The marking of the Emergency Annunciator Panel was inconsistent.
Originally letters other than "X" had been used to mark this panel.
Now all emergency annunciator panels are marked the same, with the
letter "X."

e. A riJtential hazard exists for the A-LOTS "High-Chair" operator

in *he event of explosive decompression. It is possible for an
individual occupying this position, and without his seat belt or
shoulder harness in place, to be drawn out the sighting bubble hole.

3. Z. 5 Test Monitoring

The program was monitored during ground and flight test i having any
potential safety significance. Component and subsystem tests conductud
on a laboratory basis, and significant to the A/RIA safety effort were:

VIII-i0

Um
 a. Tensile strength tests conducted on th,, Trailing Wire Antenna.
Determination of the particular wire to be ultimately used in
the TWA design was made from these tests.

b. Environmental tests conducted on the TWA controls.

c. Strength tests run on the A/RIA radome nose.

d. Electrical load tests and analysis conducted on the (newly designed)

No. 4 Engine Alternator/Generator.

Tests monitored on major subsystems and/or the total A/RIA System are
as follows:
a. Pressurization and leakage tests conducted on the pressurized
cabin.

b. Landing gear swing tests with the aircraft jacked.

c. PMEE tests, including cooling (especially ground cooling), of the

equipment.
d. Ground check-out of the PMEE, including pre-flight setup operations.

Data from flight test were reviewed, analyzed, and filed, and portions of
it having safety significance now comprise a section of the System Safety
Documentation File. From a safety standpoint the flight characteristics,
electrical loads, ditching and emergency egress problems entailed in the
new design do not differ adversely from those of basic C-135 aircraft.

3. . 6 Design Coordination
During Category II, System Safety Engineering took an active part in
Contractor End Item (CEI) and Engineering Review Item (ERI) meetings.
The safety function also was present (on a standby basis) for all locally
presented FACI (First Article Configuration Inspection) meetings.
Although most of the design coordination with the variouý.' Engineering
Design Sections (and with Safety counterparts at BxR) was conducted
during Category I, a significant portion, especially where feedback from
the field figured heavily in decisions made, carried over into Category II.
Design feedback liaison with the customer was heaviest during Gatetory II
testing, after AF personnel had had the opportunity to more fully evaluate
equipment under operational conditions.

VJII-If
 SECTION IV

RESULTS

As a result of System Safety action taken in the form of design coordination,

participation in design reviews, monitoring of tests on components, sub-
system, and systems, the A/RIA vehicle is as safe as a basic C- 135. In
addition, much of the analysis work performed, i. e. , failure prediction
analysis, system safety checklist and worksheet analysis, and hazard re-
porting and analysis locattdc! and corrected mistakes (often) previously
unnoticed in the basic C-135 design and/or pertinent Technical Orders.

Specific examples of potential safety problems in the basic C-135 which

were closely monitored and frequently corrected by the SSE are:

a. Lack of supports for the cargo door to hold it in the open position
b. Cracks located in various parts of the airframe especially,

(1) Vertical Fin attach fittings

(2) Landing Gear (main gear mainly)

(3) Hydraulic Leak Problems (cracked hydraulic cylinders)

c. The use of magnesium flanges for a cartridge start exhaust duct on

the No. 4 Nacelle Inboard Panel

d. Inability, on frequent occasions, to assure a down lock on the nose

landing gear

e. Serious problems involved in removing the spoiler from the crew

entry door during mairtenance activities
f. Various and sundry problems originating in the CSD Gearbox and
related equipments

(1) Generator will not stay on the line

(2) Stripping of gears

(3) Loss of lubricant/eventual destruction of the CSD.

VTII-12
 SECTION V

RE COMMENDATIONS

Specific recommendations concerning System Safety for the A/RIA Program

are as follows:

a. Cargo doors should be supplied with braces to hold them in the up

(open) position.

b. The T. 0. should be altered t effect this change in maintenance

procedures. (AFTO Form ZC has been submitted.)

c. On ALOTS-equipped machines, special procedures will be

developed. The "high chair" operator should wear his safety
belt at all times, in order to preclude a hazardous situation in
the event of explosive decompression.

II a

VIII-1
 a

APPENDIX IX

A/RIA ALOTS

COMPATIBILITY

FINAL REPORT

IX-1
 T4BLF OF CONTENTS

Section Title Page

1. 0 Introduction ................ ............................ IX-4

2.0 Summary .......... .............................. ... IX-5

3.0 ALOTS Configuration ........... ........................ IX-6

4.0 Test and Evaluation ......... ......................... 1X-9

4.1 General ........... ........................... IX-9

4.2 Ttst Operations ......... ....................... IX-10
a. Ground Tests .......... ...................... IX-10
b. Flight Tests ........... ..................... IX-14
4.3 Personnel Subsystem ........ .................... IX-20

S.0 Results and Conclusions ........... .................... IX-21

5.1 Gr und Tests ........... ........................ IX-21

5.2 Flight Tests ............ ........................ IX-21
a. Electromagnetic Incompatibility ................. IX-21
b. Operational Evaluation ..................... ... IX-21
c. Environmental Systems ...................... ... IX-21
d. Acoustics ........... ........................ IX-24
5.3 Personnel Subsystem Test and Evaluation ............. IX-27

6. 0 Recommendations ........... .......................... IX-38

IX-2
Fr

LIST OF ILLUSTRATIONS

Figure Title Page

IX-1 Airborne Lightweight Optics Tracking System (A-LOTS)..... IX-7

IX-2 A-LOTS Video Monitors ......... ...................... IX-il
IX-3 PMEE System Configuration for A-LOTS Compatibility Testing IX-15
IX-4 Overlap Area Common to A/RIA and A-LOTS Equipment..... IX-23
IX-5 A/RIA A-LOTS Cruise Flight Sound Pressure Levels ....... .... IX-26

LIST OF TABLES

Table No. Title Page

I A-LOTS Checkout Procedure ........ .................... IX-12

H Airplane Equipment Normally On In A Cruise Configuration . . . IX-13
III PMEE Functional Checkout with Tulsa Ground Station .......... IX-16
IV PMEE Functional Checkout with Target C-121 Apollo
Simulator Aircraft ....... ......................... ... IX-18
V HF-A-LOTS Compatibility in Flight .................... ... IX-22
VI A-LOTS Temperature Survey ........................ IX-25

Annex A PSTE Checklist for A/RIA-A-LOTS Compatibility Flight. IX-31

Annex B Personnel Subsystems Interview Report .............. Ix-34

IX--3
 1. 0 INTRODUCTION

The general specification for the Apollo/Range Instrumented Aircraft

(A/RIA), SS100000, established the requirement that four of the eight A/RIA
be equipped with the Airborne Lightweight Optics System (ALOTS). The
ALOTS was supplied to the contractor as an operational system for in-
corporation into the A/RIA.

ALOTS is used for detailed documentary and engineering sequential photo-

graphic coverage of missiles and space vehicles during early launch,
pausage through nigh dynamic pressure portions, staging and separation,
re-entry and recovery. During the PDP, the compatibility between ALOTS
and A/RIA's Prime Mission Electronics Equipment (PMEE) was investigated.
Concurrent use was shown to be feasible (Ref. DAC Report No. 52940). It
was found to be technically possible to fly the aircraft so that both the PMEE
and ALOTS data acquisition systems could be brought to bear on a given
target when it was within the range of both data systems.

The required compatibility testing was accomplished as a part of the

Category II Test Program on A/RIA AFSN 61-327 out of the contractor's
Tulsa, Oklahioma facility. Ground tests were run on 2Z May 1967, the
Flight Test (Flight No. 29) was made on 25 May 1967. The test procedures
were described in Supplement No. 1 to DAC 56171 (A/RIA Category II Test
Program).

This final report describes the compatibility between ALO°•S and A/RIA.

IX-4
 2. 0 SUMMvARY

The general objective of the flight test program was to determine t what
extent the ALOTS can be simultaneously used with the A/RIA's PMEE.
Since ALOTS was supplied to the contractor as ai, operational system for
incorporation into the A/RIA it was not tested per se. It was established
that it was working properly prior to the start of compatibility testing.

Specifically, the testing established A/RIA ALOTS compatibility electro-

magnetically, environmentally, and operationally.

All of the flight test objectives were met successfully. With ALOTS
operating, PMEE acquisition and tracking was successfully accomplished at
P-Band, L-B-ind, and S-Band frequencies, telemetry data were recorded;
teletype was used; rate memory was exercised.

HF transmissions to 14 MHz caused light to heavy interference in the ALOTS

video displays; however, this condition is known to have existed on the
original ALOTS aiiplane, NKC-135, AFSN 5S-3123. The ALOTS photo
camera drive motor was found to interfere with ALOTS auto track. No other
interference was detected.

Temperature and acoustical surveys were conducted in the cabin in the

vicinity of the ALOTS equipment. Temperatures were comfortable com-
parable to the basic A/RIA. Noise levels were higher than specification,
but also comparable to the basic A/RIA with the exception of the manual
tracking station (MTS); at the MTS the levels were exceeded by as much as
30, 1 dB.

The testing proved conclusively that there is a large area of overlap between
ALOTS and PMEE, and in that region the systems are compatible, thus
allowing simultaneous acquisition and tracking.

S~IX-5
 Hým

3. 0 ALOTS CONFIGURATION

The ALOTS subsystem, supplied to Douglas by the Air Force, was modified
•by
S Nortronics for incorporation into the A/RIA system. It consists of four
integrated major components:

a. Manual tracking station;

b. Control console;

, C. Automatic tracking system;

d. Photographic System. (See Figure IX-i.)

* Manual Tracking Station. The manual tracking station is located at fuselage

station 480. The original NKC-135 ALOTS airplane had it located at fuselage
station 710. The ALOTS bubble was moved forward to Station 480. This
location places the astrodome and its associated equipment in the -ricinity
of the cargo door-thus grouping the ALOTS equipment in one area.

Control Console. The control console is located on the right side of the air-
craft at Station 520. It is the central distribution point for all aircraft
power input to the ALOTS. It also contains all of the controls and indicators
necessary to operate the r-,stern. Among the indicators are two television
monitors. One monitor displays the coarse (five and 1/Z degree) field of
view, and the other, the fine (zero-degree, 39 minute) field of view. A
proportional control is provided which allows manual control of the gimbal
unit in the event of tracking system failure.

"Some modification was effected in the ALOTS power supply so that it could
"operate from the airplane's power supply rather than from its own separate
power source.

Automatic Tracking and Photographic (Optics) System. The automatic

tracking system and the optics system are integrated into a single assembly
contained in a pod, which is mounted externally on the forward cargo door.
Two tracking vidicon sensors, and a recording camera, are integrally
attached to a T/16, Z00-inch telescope housing. The entire assembly is
located on the inner gimbal of a two-axis gimbal system housed within a
servo-controlled rotating turret. The system is capable of rotating plus or
minus ninety degrees in elevation and plus or minus thirty degrees in
azimuth from the 9 o'clock position-as referred to the aircraft.

The optical view window of the pod was not available during the scheduled
tests, due to damage and Nortronics schedule for its replacement. This
V necessitated the use of a Nortronics aluminum panel in place of the window.
This panel blocks the view of the Z00-inch telescope and photographic
system; however, two slots in the panel permit use of the tracking vidicon
sensors. The slots restrict the field of view in azimuth to plus 200, minus
110 in both coarse and fine tracking.

IX-6
 Dome

Automatic Tracking System

il4ANUAL TRACKIN(; STATION

Photographic
system
EXTERNAL POD

a...

CONrROL CONSOLE

FIGURE IX-1. AIRBORNE-LIGHTWEIGHT OPTICS TRACKING SYSTEM (ALOTS)

IX- 7

!I
 The ALOTS pod is attaced to the cargo door with one lower and two upper
struts. The original C-i 3SA cargo door was designed to be a replaceable,
not an interchangeable iter,; therefore, four A/RIA cargo doors are
modified to accept the GFA- ALOTS pod and strut assembly. 'The door
I modification consists of attacnrcient of four GFAE bracket assemblies to the
inner vertical rib structure of the standard C-135A door per DAC drawing
J101523. Skin fasteners have been added to accept an aerodyrarnic fairing
kit when the pod is not int talled. The fairings do not interfere with the
* normal operation of the door.

U 1s-B
 4.0 TEST AND EVALUATION

4.1 GENERAL

The compatibility program consisted of both ground and flight testing as follows:

a. Ground Tests

(1) ALOTS System Operational Checks

(2) Electro-Interference Tests

b. Flight Tests

(1) PMEE System Operational-Checks

(2) Electro-Interference Tests

(3) Environmental Systems Tests

(4) Operational Analysis

(5) Personnel Subsystem Testing and Evaluation (PSTE)

In addition, four other areas of compatibility testing and evaluation were

completed:

c. Aircraft handling characteristics and performance with ALOTS

installed on A/RIA

d. Acoustics in the vicinity of the ALOTS operations

e. Vibration environment of the ALOTS equipment

f. Aircraft electrical subsystems effects

The testing of Items c, d, and e was accomplished per Supplement No. I to

DAG 56169 "Category I Flight Test Procedures for A/RIA ALOTS Configur-
ation." All of the testing described therein is reported in Vol. IV of DEV-3769
(ESD-TR-67-293) "Category I Subsystems Flight Test Final Report. " It
is known that the ALOTS has a peak power requirement of 11 KVA (Ref. Report
No. DAG 56107). The aircraft power supply system is rated at 160 KVA.
During the Category I Flight Testing, each of the four 40 KVA brushless
generators was loaded to a minimum of 95 percent of capacity (38 KW) with
no problems. The ALOTS power requirements, together with the PMEE
and aircraft system, is calculated to be approximately 98. 3 KVA cruise
mission load (Ref. DAC 56107). Since this is less than the total system
capability of 4x38 or 152 KW no further tests were required. With one
generator "out" there is a 5. 1 percent excess of power while on a PMEE
ALOTS mission.

IX-9

"I
r

Ground tests were run to verify satisf: ctory ALOTS operation without PMEE
operating. Quality of reception was assessed and recorded by USAF ETR
ALOTS specialists. In addition, ground test,- were run to complete the
* electromagnetic compatibility (EMC) tests per Douglas Drawing A100284;
* specifically this was a determination of the effect of PMEE VHF voice
transmission on ALOTS and the effect of ALOTS operation on the airplanes'
fuel quantity indicating system and the APN-59 weather radar. These and
all other EMC data are filly reported in the Category I Final Test Repoit,
DAC 56148.

Flight testing was conducted first against the Tulsa ground station to
verify that the PMEE was observed. The PMEE operator evaluators were
trained Bendix Radio personnel (who had participated in the PMEE flight
test program); the ALOTS operator evaluators were trained USAF ETR
specialists. At the conclusion of this phase an operational evaluation was
made of simultaneous utilization of the A/RIA's PMEE and ALOTS. Target
for both systems was a C-121 Apollo simulator aircraft.

During the operational testing, environmental system testing was conducted

including cabin air conditioning and ALOTS observer's dome defogging. A
cabin sound pressure level survey was made. Throughout the entire flight
test, PSTE observations were made.

4.2 TEST OPERATIONS

a. Ground Tests

The A',OTS was operated to verify satisfactory performance as

follows:

(1) With ground power to the airplanie, no PMEE operating, the

ALOTS was turned on and operated by USAF ETR ALOTS
specialists in accordance with Section III of the subsystem
handbook operating procedures (see Table I) using moving
vehicular traffic on the Douglas Aircraft Company Tulsa Plant
flight ramp for target. Both the coarre field and fine field
video monitors were viewed for moduLation or interfering
signals and target stability (see Figure IX-2). Operation was
found to be normal; however, the ALOTS photo ca iera drive
motors were found to interfere with auto-track.

(2) With all airplane engines running at approximately 70% N 2

RPM, no PMEE operating, all (4) generators paralleled to
the SYNC BUS (per applicable paralleling procedure in T. 0.
lC-135A-l), and all normnal aircraft equipment turned on per
Table II, the video monitors were again observed, as in (1)
above, while one engine was run up to take-off power and back
to idle. ALOTS operation was found to be normal but the photo
camera drive motors again interfered with auto-track.

(3) Electromagnetic compatibility (EMO) testing of the ALOTS

PMEE and basic airplane systems was accomplished per Douglas
Aircraft Company A100Z84. These tests and results are fully
described in the Category I Final Test Report, DAG 56148.

IX-10
 0
z
0
hi
0

I4IA

ix--j
 TABLE I

ALOTS CHECKOUT PROCEDURE

I. ALOTS TURN-ON

a. 28 VDC Circuit Breaker ON

b. llSV 400 Power Circuit Breaker ON
c. 115V 400 Camera Circuit Breaker ON
*d. Temperature Control Switch ON
*e. Auxiliary Heater Switch ON
f. MTS Track Mode ON
g. Monitor (Coarse) Power ON
h. Monitor (Fine) Power ON
i. T. V. Power ON-OFF ON
j. T. V. DC Power ON-OFF ON
k. MTS Blower Motor ON
I. MTS Flying Spot Reticle ON
*Not normally required for ground operation ON

II. PHOTO CAMERA CHECK

a. Press Photo Camera Switch to ON and adjust speed for 40

FPS and allow film to run for = 30 sec. Turn off camera.

b, Adjust shutter from close to 1200 and back.

III. IRIS CONTROL

a. Press the Iris Coarse Switch to OPEN and CLOSE, indicator

moves from f4. 5 to f32. Return to flI.

b. Push Iris Fine Switch until the filter cycles through the four
positions. Return to No. I

IV. PHOTO-CAMERA FOCUS

a. Adjust Focus Knob from 4. 5 NM to 00 and return.

V. RASTER ROTATION

a. Turn Raster Rotation 90o left and 90 right from dead centc
(00) and return.

VI. TRACK WINDOW POSITION

a. Move window in VERT and return to center.

b. Move window in HORIZ and return to center.

VII. TRACKER SENSITIVITY

a.. With target on coarse and fine, place target contrast to both and
sensitivity from min. to max. to cause track lights to energize.

IX-12
VIII. TURRET DRIVE

a. Place MTS at 0 -0° and press torquer power. Turret should

slave to MTS. Have MTS drive turret in azimuth and elevation.
Return to 00 -00.

TABLE II

AIRPLANE EQUIPMENT NORMALLY ON

IN A CRUISE CONFIGURATION

1. Aux Hydraulic Pumps

2. Pilot's and Copilot's Instrument Gyro Switches

3. Autopilot (Engage Servo Motors)

4. Eight (8) Fuel Boost Pumps

5. Two ADF Radios

6. Two TACAN Receivers

7. Two VOR Receivers

8. Two VHF Radios

9. Two UHF Radios

10. Two HF Radios

11. Navigation Lights to Flash

12. APN-147 On

13. Loran (APN-70)

14. APN-59 On

15. Window Heat Normal

16. Pitot Heater

17 Q Inlet Heater

18. Rotating Beacon (5 minutes restriction)

IX-13
r

b. Flight Tests

(1) PMEE system operational checks and EMC with ALOTS. All
the functions shown in Table III were accomplished to verify
normal PMEE system operation.

HF interference was evaluated at different transmitter modu-

lations and frequencies utilizing the antennas on the wing tips,
fin tip and the trailing wire antenna. The results are shown
In Table V. fhe ALOTS video monitors and servo system as
installed on the NKC- 135 are known to be responsive to HF
transmissio-n at frequencies below 14 MHz; the interference
causes heavy modulation of the video and causes the servo
system to jitter and lose track. The same problem was en-
countered with ALOTS on the A/RIA.

The PMEE system operational checks and electromagnetic

compatibility checks were run concurrently.

After airplane engines were started the ALOTS equipment was

turned on. Shortly after take-off the PMEE equipment was
turned on, one OA ca6'net at a time, OA-l through OA-27. A
switching transient x-.-s noted on the ALOTS video monitors
when the PMEE auxiliary cooling blower was turned on. A
switching transient '.as also noted as OA- 16 was turne( -n.
No other RFI was noted,

After turn-on was completed, PMEE Verification was accom-

plished, the only interference noted at ALOTS was due to HF
transmission.

Upon completion of PMEE Verification, the ALOTS equipment

was run through its entire operational environment as per
Parts II through VIII of Table I. No interference was noted on
either the PMEE or ALOTS equipment.

Three data runs were made against the ground station.

The ground station was configured as shown in the block

diagram in Figure IX-3. The "standard" Category II Test
"race track" pattern was flown as described in Figure 2,
While the PMEE equipment was tracking the ground station,
the ALOTS equipment was operated.

Data Run #1

During the run, the HF was operating teletype in the blind

on 17. 553 MHz. All modes of L-Band tracking were selected
with good tracking and no i,.P,'rference was noted. All data
were recorded on Wideband Recorder #2 and VHF voice trans-
missions were carried on with the ground. Rate memory was
checked after Point 5 with good results. No interference was
noted on either the PMEE or ALOTS throughout the run.

IX-14
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IX- 16
Data Run #2

During the back leg of the "race track" pattern, between Runs
1 and 2, the L-Band tracking receivers were reconfigured for
Unified S-Band tracking. Run #2 was utilizing VHF tracking
with S-Band being phased in the air. All n,,odes of VHF track-
ing were tried and no interference between PMEE and ALOTS
was noted. During this run a special test was performed
utilizing HF at 13, 218 MHz. This was to determine if the PMEE
antenna would be driven off by the HF while tracking on
237. 8 MHz. During the test the PMEE antenna did not drive off,
but audio was heard in the background. During the trans-
missions by HF, the ALOTS tracking was completely blocked.
At Point 5, on the "race track" pattern, a rate memory check
was performed with good results.

Data Run #3

Tracking and acquisition were accomplished on UHF. Again

during this run both ALOTS and PMEE were monitored for
interference.; none was noted. During the run teletype was
transmitted in the blind at 17. 553 MHz and VHF voice trans-
missions were carried on utilizing 296. 8 MHz. At "race track"
pattern point 5 Rate Memory was checked.

(2) Operational Evaluation - Simultaneous Acquisition and Tracking

Simultaneous tracking by PMEE and ALOTS of an airborne
target was conducted with the NASA (422) C-121 Apollo
simulator at 16, 000 feet and the A/RIA at 12, 000 feet. The
relative position of the C-121 was changed such that it passed
from the PMEE zone of surveillance to the ALOTS and vice
versa. No intersystem interference was detected during the
acquisition and tracking phases of either system. The PMEE
was functionally checked with the target C- 121, ;-s shown in
Table IV.

Once a rendezvous was accomplished, the A/RIA dropped

behind the C-121. PMEE acquisition was on VHF/OPT. Data
were recorded in both VHF and UHF. The PMEE acquisition
was accomplished with the following antenna settings: 500 Left
Az and +80 E. Teletype transmissions were sent in the
blind on 6712. 0 MHz. This frequency caused considerable
interference to the ALOTS equipment. The frequency was
shifted to 1755. 3MHz. At 20:55 GMT, ALOTS started tracking
the C-121. PMEE antenna position at that time was 1170 Left
Az , +90 E. Both PMEE and ALOTS tracking cortinued with
no interference noted in either system. At 21:01 ALOTS
lost track with the PMEE antenna at 700 LEFT Az and +80 E.
PMEE continued tracking until 21:06 GMT, At this time
PMEE track was broken off and the C- 135 was "dirtied up"
to reduce the speed and allow the C-121 to pass. The PMEE
antenna acquired on UHF/OPT, utilizing sector scan, auto
acquisition. PMEE acquired at 21:11:55 with the antenna at

IX-17
- ___ _ ! _

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x x

IX-18 i_
C)i

0"< x• aS
 1240 Left Az, +80 E. ALOTS acquired at 21:13:46 with
antenna Az 72o Left E +70. Tracking continued on both
systems until 21:18 GMT, with" no interferrnco, .Nt that time
ALOTS reached its limit with the PMEE antenna at 1130 Left
Az, +060 E. PMEE continued tracking to limits. The above
runs were repeated twice more to insure that no intersystem
interference was present and comparable results were obtained.

(3) Environmental System Tests

(a) Airconditioning

A head-level and foot-level temperature survey was con-

ducted at the ALOTS operator's stations as follows:
(Results are shown in Table VI. )

In a cruise configuration at altitudes of 12, 000 feet,

30, 000 feet, and 37, 500 feet, the head-level and foot-level
temperatures at both ALOTS operators' positions and
console cooling air inlet and exhaust temperatures we'e
taken every 5 minutes for a minimum of 40 minutes with
an Aneomtherm Model 60 portable temperature reading
device (+ 1/20 F accuracy).

Cabin altitude was set to follow a normal schedule; all

PMEE was operating; one PMEE cooling system fan was
operated continuously; PMEE temperature control switch
was in "auto" position; adjustable air outlets were open
but were not permitted to blow directly onto the test
temperature probe.

(b) Defogging

A qualitative evaluation of the MTS dome defogging was

made by turning on the system fan and heater during
airplane descent from 37, 500 feet altitude to 12, 000 feet.
The dome remained clear and free of fog throughout the
test flight.

(c) Oxygen

The oxygen equipment was evaluated as to accessibility and

usability during the flight, The equipment is conventional-
standard Air Force issue - and was deemed to be con-
veniently located and accessible. There may bc a problem
of insufficient equipment; however, the AFETR personnel
aboard indicated that it is the practice to use four or five
ALOTS operators even though there are provisions for only
two (see the Personnel Subsystem Test and Evaluation
Section for more discussions on this latter point).

IX-19

91
I
(4) Acoustics

Sound pressure levels (SPL's) were obtained at the ALOTS

manual tracking station and ALOTS console operator's position.
Test instrumentation, equipment calibration, and data acquisi-
tion and analysis techniques were similar to those reported in
Vol. III of DEV 3769, Section 3. 4.

Measurements were taken while both ALOTS and A/RIA Primary

Mission Electronic Equipment were functioning in flight.
Acoustical noise recordings were obtained at ear positions of
both ALOTS crew stations during the following cruise flight
conditions:

Altitude - 30, 000 feet

Mach No. = 0. 75 (V cruise for max. range)

Indicated Airspeed = 285 knots

Cabin Altitude = 5, 000 feet

Gross Weight - 192, 000 pounds

4. 3 PERSONNEL SUBSYSTEM TEST AND EVALUATION (PSTE)

The PS evaluation of the A/RIA system is derived from the original proposal
document, Report No. 52931, and the PSTE Annex, TU 28325. The scope of
the Category II ALOTS compatibility with the A/RIA system is outlined in
Supplement 1 to the Category II Test Procedures, Report No. DAC 56171,
dated 8 May 1967. With these documents used as guidance, a detailed check-
list was derived to cover the areas of investigation and inquiry during this
evaluation. A copy of the checklist is presented in Annex A. The principal
areas of interest were: equipment characteristics, environment, workspace,
safety, procedures, communications, personnel manning, training, and
technical publications. This evaluation included the use of the noted check-
list, Personnel Subsystems Interview Reports, study of available docu-
mentation on the ALOTS, and personal observations and inquiries during the
test flight on 25 May on A/RIA No. 4 (AFSN 61-327).

IX-20
 I I
5.0 RESULTS AND CONCLUSIONS

5. 1 GROUND TESTS

During the ground tests it was determined that the ALOTS operates normally
on either ground power or with engines running.

It is understood by the contractor that tests made by Nortronics on the ALOTS

system originally installed in the NKC-135 showed that both conducted and
radiated broad band interference generated by the Photo Camera Drive motor
exceeded MIL-I-6181D limits. To suppress this interference a separate
ALOTS power supply was installed on the NKC-135 airplane. Part of the
rework accomplished by Nortronics on the console prior to re-installation
in the A/RIA airplane was installation of filters to remedy this condition,
so that the ALOTS can use normal ship's power. Operation of the 70-mrm
photographic camera drive motors on the ground either with ground power
to the airplane or with engines running revealed that interference still occurs
in the ALOTS video and servo systems. In the opinion of the AFETR ALOTS
specialists (Mr. John Shauman of PAA) interference in AUTO-track is as bad
as, or worse than, the original NKC-135 installation.

Although earlier Category I electromagnetic compatibility tests revealed

that the ALOTS video monitors and servo systems are susceptible to HF
transmissions when keyed at frequencies below 14 MHz, no noticeable
degradation of ALOTS was found during this series of ground tests when the
HF transmnitter was keyed and voice modulated at 6. 625 and 10. 750 MHz.

5.2 FLIGHT TESTS

a. Electromagnetic Incompatibility (EMI). EMI was found between HF

transmission and the ALOTS. Heavy interference, severe enough
to prevent ALOTS tracking, was found at 12. 5 MHz and below with
the wing probe antennas, at 13.5 MHz and below with the trailing wire
antenna and at 13. 0 MHz and below with the vertical fin tip antenna.
The complete survey is tabulated in Table V.

b. Operational Evaluation Simultaneous Acquisition and Tracking.

The flight against the C-121 Apollo simulator aircraft proved that it
is feasible to acquire and track the same target with the A/RIAs
PMEE and with ALOTS. At a PMEL antenna elevation angle of 8
to 9 , there was a 47 overlap in azimuth and at 6 to 7 elevation
the overlap was 410 (in azimuth). Since this was with the limited
field of view provided by the slotted aluminum plate, it is apparent
that the UHF/VHF antenna will completely overlap the ALOTS with
the proper window installed. (See Figure IX-4.)

c. Environmental Systems

The airconditioning load imposed by the ALOTS control console,

astrodome, manual tracking station and the operators is calculated
to be 12,770 BTU/HR (Ref. A/RIA RFP ES5-50229). This is about
16 percent of the 79,840 BTU/HR heat load of the PMEE (when all
PMEE is operating). Detailed quantitative flight testing on A/RIA

k IX-21
 TABLE V

HF-ALOTS COMPATIBILITY IN FLIGHT

EC-135N AIRCRAFT NO. 61-327

Flight No. 29
25 May 1967

Test XMTR Freq Ant Notes Results

1 PMEE 6.712 LWP 1 Heavy Interference - no track

2 PMEE 14-11 LWP 1, 3 13. 5 and 13.0 MHz light interference -

possible track
12.-5, 12.0 11.0 MHzheavyinter-
ference - no possible track

3 PMEE 6.712 RWP 1 Heavy Interference - no track

4 PMEE 14-11 RWP 1.3 13.5, 13.0, 11.0MHzlight

interference - possible track
12.5, 12.0, heavy interference -
no track

5 PMEE 6.712 TW 1 Heavy interference - no track

6 PMEE 14-11 TW 1,3 14, 11.5, 11MHz, light

interference - possible track
13.5, 13, 12 MHz, heavy interference -
no track

7 PMEE 6. 712 FP 1 Heavy interference - no track

8 PMEE 14-11 FP 1, 3 14, 11.5, 11MHz, light interference -

possible track

9 Liaison 6. 712 FP 2 Heavy interference - no track

10 Liaison 14-11 FP 2, 3 14, 12, 11MHz, light interference -

possible track
13.0, 12. 5 MHz, heavy interference -
no track

NOTES:

1. Modulated Al sideband with voice, and BI sideband with TTY.

2. Modulated upper sideband with voice.

3. Reduced transmitter frequency in . 5 MHz increments starting at 14

MHz.

IX-22
 +300

AZIMUTH OVERLAP

640

1240 1240

+1010

900

............. ELEVATION OVERLAP

.340

-900

FIGURIE IX-4. OVERLAP AREA COMMON TO ARIA AND ALOTS EQUIPMENT

IX-23
 r

is more than adequate for absorbing the subsystem's heat loads. It

was found that in the PMEE configuration there was no difficulty in
maintaining an average compartment temperature at 70 F within the
airplane operating imrits of +20 C RAM air temperature (RAT-
indicated) and -40 C RAT (Ref. Vol, III of Report DEV 3769).

The cabin temperature survey in the ALOTS area showed that

temperatures at the console operator's and MTS operator's stations
were comfortable and comparable with the rest of the A/RIA
operators' stations. The temperatures at the two stations differed
by a few degrees, sometimes one way and sometimes the other- in
other words one station is not characteristically hotter or colder
than the othe&. The mean differential head to foot level tempera-
tures were 3 F at the console and 2 F at the MTS. Console cooling
inlet temperatures appear to be adequate to maintain sufficient
cooling. Temperature survey information is presented for 3
altitudes in tabular form in Table VI.

The MTS dome defogging kept the dome clear and free of fog during
a descent from 37,500 feet to 12,000 feet. There was a noticeable
increase in the cabin ambient temperature at the MTS with the
defogging heater on.

d. Acoustics

Sound pressure levels at the ALOTS positions were generally the

highest measured within the A/RIA equipment compartment. This
was anticipated due to the local effects of separated flow and
thickening of the boundary layer c-tused by the ALOTS pod, its
struts, and the ALOTS manual tracking dome protuberance.
Data in the Table below (in decibels) indicate SPL's at the ALOTS
console operator's position exceed the equipment compartment
(instrumentation area) octave band specification levels by as little
as 5. 7 dB and as much as 30.1 dB. Similarly the speech interfer-
ence level (SIL) and loudness level (L. L.) specifications were
exceeded at both ALOTS crew positions.

Acoustical noise levels (in decibels re 0.0002 microbar) a-e shown

in graphical form in Figure IX-5.

OVER
Neft to* ErR - 2.36
M2-M
ALL ZIIL-3IL4L1 1 ] OCTAVE SAWS
III SI L.L
FRiEGUECIES - CPG
43 43 [ ~~iiiO140 1400100 60
110 9 3
19 M 710 11 300 U8W 11200M.

IlLS
10L9m 10&.1 00.6 364 9L.7 U.1 37.0 32.1 91.7 110.

L
~~K4
I-.-;o
ALOTS Comb
O(~sw" PýeM M
jGP
---
~S4
918

I
4 5.5

77A
7.4 M 7.8
93.1
.to-
W6.4

72.
61.0

G&
[-
77.3

GL
77.3
2.
UO
-
W6.
-

70.3
102.1

L32.

IX-24
 TABLE VI

ALOTS TEMPERATURE SURVEY

Test No. 1: Airplane Alt - 30, 000 ft; Cabin Alt -6,000 ft

Time Head Head Foot Foot Rat Inlet

Min. Console Dome Console Dome °C Console
0 73 65 67 63 -14 73
5 63 71 63 68 -13 64
10 64 75 62 69 -13 63
15 65 69 63 67 -13. 5 63
20 64 74 61 67 -14.5 62
25 63 67 60 65 -14 62
30 63 67 60 65 -14 62
35 65 70 60 68 -14 63
40 63 67 60 65 -14 62

Test No. 2: Airplane Alt - 37, 500 ft; Cabin Alt - 10, 000 ft

Time Head Head Foot Foot Rat Inlet

Min. Console Dome Console Dome °C Console
0 65 63 73 67 -32 73
5 71 68 63 63 -3Z 64
10 75 69 64 62 -32 63
15 69 67 65 63 -32 63
20 74 67 64 61 -32 62
25 67 65 63 60 -32 62
30 67 65 63 60 -32 6z
""5 70 68 65 60 -32 63
40 67 65 63 60 -32 62

Test No. 3: Airplane Alt-- 12, 000 ft; Cabin Alt-- 2, 000 ft

Time Head Head Foot Foot Rat Inlet

0
Min. Console Dome Console Dome C Console
0 89 90 87 89 +15 82
5 88 89 85 88 +15 85
10 86 89 85 85 +18 85
15 84 85 83 87 +18 83
20 85 85 84 87 +18 84
25 84 86 84 87 +18 84
30 84 86 84 86 +18 83
35 85 86 84 86 +18 84
40 85 85 84 86 +18 84

NOTE: 1. All tests run with PMEE auxiliary fan only (main fan was
inoperative).

2. All temperatures in O' except for RAT.

IX-25
 A/RIA No. 4 (61-327) Fliqht 29, 5-25-67
Altitude - 30,000 Ft. Cabin Alt. = 5,000 Ft.
Airspeed - 285 KIAS Mach No. a 0.75
Gross Waeight = 192,000 Pounds

S- ALOTS Manual Tracking Station

'-- -ca ALOTS Console Operator's Position

i 8 -...
_ _ _ _ _ .a

71

_
"9 18

I
1""70 40 280 50

9-0 180 S5 0 1140 2800 5600 11?00

OCTAVE bAND - CYCLES PEk SECOND

PkiLM0WW IX-.. AftiA-ALOTS CURUISK F ,.IT SOUIND PRESSURE LEVtELS

I-X- 26
 5.3 PERSONNEL SUBSYSTEM TEST AND EVALUATION (PSTE)

From a PSTE standpoint the operation of ALOTS has many inadequacies, most of which
are not a result of the installation on the A/RIA. The bulk of the inadequacies can be
traced to the need for more men to operate the system than there are stations pro-
vided for on the aircraft.

A completed ALOTS PSTE checklist is presented in Annex A and interview reports

with the ALOTS personnel are presented in Annex B.

a. Equipment Characteristics

The ALOTS control console appears to be laid out for functional operation;
however, it was originally designed for a single operator and the Air Force
is presently using three men at the console to perform the mission. In
addition to the regular operator a photographer is at the console whose task
is to control the settings and operation of the camera; an additional instru-
mentation Technician, AFSC 31770, is carried, to maintain proper adjust-
ment of the sensitivity of the TV monitors. This increase in the size of the
ALOTS crew imposes problems on use of the controls, coordination between
the operators, and the provision for life support. The requirement for two
additional operators was discussed in detail with all Air Force personnel,
and they were of the unanimous opinion that the mission could not be satis-
factorily accomplished without the assistance of the photographer and the
additional man for sensitivity control, because tWe console operator (prime)
is completely occupied in the actual control of the tracking.

b. Environment

Due to the position of the control console, the console operator has a TV
image which is actually reversed from the picture taken by the TV cameras.
This causes a reversal in the apparent direction of motion on the monitor
screen. However, once tl,c image is in his monitor screen, his tracking
requirements are identical to those which were experienced with the console
on the opposite side of the cabin (on the NKC-135), and oriented the same as
the camera. Apparently the only problem which might be encountered -- if
in fact the reversed orientation might bh a problem -- is in the area of initial
target acquisition, when the operator might have an inherent tendency to mis-
direct the cameras, based on past experience, and the TV image as he sees
it. The test mission did not reveal evidence of any definite problem associ-
ated with the console orientation.

The lighting and temperature control were considered satisfactory in the

ALOTS area. The noise 1'..el in the console area is comparable to that
observed in the rest of the cabin area, and not considered bothersome to the
ALOTS crew members. The measured noise level in the MTS dome is
significantly higher than at the normal work level in the cabin, The dome

4 IX-27

S mm m m m m
 de-fogging worked satisfactorily, both with and without heat. The oxygen
equipment is adequate for the two crew positions provided; however, there
are no provisions for life support or emergency equipment for the two addi-
"tionalcrew members currently being utilized by the Air Force i.)r the ALOTS
mission.

c. Workspace

The workspace is cramped for three men at the control console. There
appears to be adequate space for trouble-shooting, and in-flight maintenance
of the ALOTS equipment. AFETR has a fly-away kit in readiness for deploy-
ment with ALOTS-equipped aircraft. No definite plans have apparently been
finalized for adjusting the fly-away kit to the A/RIA mission and aircraft.

The EC-135N boarding ladder, as presently stowed on the inside of the cargo
door, is definitely in the way, and a hazard to the movement of crew members
about the ALOTS area. In addition, the ladder comes in contact with bundles
of control wires going through the door to the ALOTS pod, subjecting them
to possible damage whenever the ladder is stowed or removed from its
assigned stowage area. The ladder could be relocated to alleviate this
condition.

There is a definite probltm with exterior light shining on the control console,
and interfering with the TV monitor screens. The console is located quite
close to the MTS dome through which the light enters. This condition could
be corrected by the installation of a curtain between the MIS operator
position and the control console.

d. Safety

All emergency equipment is immediately svailable, although no provisions

are made for the two additional ALOTS operators. A major problem is
apparent in the MTS seat, and retaining seat belt. The seat, which was
provided by the USAF, is much too low for the operator, necessitating the
addition of a cushion which is approximately 10 inches in thickness. This
makes it impossible for the operator to fasten the seat belt which is
provided. This is considered a definite hazard in case of loss of the dome,
and resultant cabin decompression. In addition, it is considered most
desirable that some sort of a screen or grating be provided for the dome
area, to be used when the ALOTS equipment is removed from the A/ARIA
aircraft to prevent personne! hazards in case of decompression.

Alarm bells and signals were observed during pre-takeoff checks and are
ennsidered to he nronerlv placed for the ALOTS crew members.

IX-28

/S
 I
e. Procedures

The interphone procedures, and coordination activities of the ALOTS mission

thzrough the MCC, appear to be quIte adequate. Captain Redmon, who was
observer MCC on this flight and is also a qualified ALOTS officer, 'tated that
in his opinion the procedures established are good.

f. Communications

The interphone control box is quite adequate on the ALOTS control console.
The control box is not standard, either to the A/RIA aircraft or the PMEE
eqi ipment. It had to be specially wired for the installstion, and the resultant
performance was very noisy, and unsatisfactory. It Is recommended that a
control box, similar to those installed in the PMEE section, be I- ;talled on
the partition wall immediately to the right of the control console, with pro-
visions for a second interphone jack, for the additional photographer/operator.
Isolation of the interphone from the console, such as the suggested locatior
on the wall, would possibly lessen the interference observed in the system.

g. Personnel Manning

It is quite a parent that the Air Force requirements for personnel are not
being reflected in the procurement of hardware. The proposal for the A/RIA
system procurement reflected a requirement for only two ALOMS operators,
as does the Nortronics ALOTS Handbook and marketing brochure. However,
for some time AFETR has been using four or five operators for the ALOTS
equipment on every mission requiring its use, and apparently they will con-
tinue to do so. Definite action will be required, either to authorize the appro-
priate personnel, or to modify the existing equipment so that the authorized
personnel can operate it and perform the mission.

h. Training

No specialized training is available within the Air Force for ALOTS techni-
cians/operators. The AFSC A31770 is used to identify the ALOTS operators,
which is in the field of Instrumentation Technicians. A very small amount
of photographic training might be included in such basic training. The addi-
tional photographic technician, normally carried for operation and control
of the camera, is normally trained within the photographic field.

II

IiIX-29
 i. Technical Publications

No formal Technical Order has apparently ever been published for the ALOTS
equipment. "'he Handbook currently in use (provided by Nortronics) is simply
a commercial-type publication, and not in conformance with established
T. 0. requirements. Neither is there any provision within the A/RIA techni-
cal publications schedule for any procedures or checklists for the ALOTS
equipment, or its operation when integrated with the A/RIA system. This is
considered a serious discrepancy, one which should te corrected, at least
to include abbreviated checklists and emergency procedures. It is most
interesting to note that the AFETR personnel have developed their owp check-
lists for operation of the ALOTS equipment, including both ground check-out
and in-flight operations. They are markedly different from those presented
'in the Nortronics Handbook.

IIX-30
 ANNEX A

PSTE CHECKLIST FOR A/RIA-ALOTS COMPATIBILITY FLIGHT

PSTE Observer J, R. Lyall
DACo

Equipment Characteristics
a. Q. Are any of the controls difficult to reach, operate, or read? If so, what
are they, and any recommendations?

& Yes. TV sensitivity - Left cabinet

b. Q. Are the controls and displays in the optimum location for readability and
use? (Requirement for an utilization of multiple operators)
A. Yes
c. Q. Do any controls or displays appear to be unnecessary for performance of
the normal tasks ?

A. No

Environment
a. Q. Does the orientation of the control console with respect to camera view
affect the control of the equipment?

A. Apparently not.

b. Q. Is the lighting adequate in the ALOTS area?

A. Yes
c. Q. Is the temperature control in the area adequate ?

A. Yes
d. Q. Is the noise level in the area bothersome in the performance of the
mission ?

A. No

e. Q. Is the dome de-fogging provision adequate?

A. Yes
f. Q. Is the oxygen equipment conveniently located, acoessible ?

I Yes - both 0.K.

Workspace

a. Q. Is there adequate space in the a 1ea for the operators to perform tasks ?
(Space for multiple operarors)

A. No - cramped for 3 operators.

IX-31
b. Q. Is there adequate workspace for trouble-shooting equipment, and repair,
in-flight and on the ground.
A. Yes
c. Q. Is there space for test equipment, and any spares possibly required in
flight?
A. Yes

Safetv
a. Q. Is all emergency equipment readily accessible to operators?
A. Yes
b. Q. Are any problems evident in possible ih light emergencies, such as
getting out of positions, and taking eme *,,ency action?
A. Yes - difficult to get in and out of MTS.
c. Q. Is any potential hazard present in case of loss of dome, and ensuing
decompression of cabin? Are seat belts utilized, and what is course of
action in case of decompression?
A. Yes, no
d. Q. Are emergency procedures known by operators ?
A. Yes
e. Q. Is alarnm bell and signal in proper location for signals to ALOTS position?
A. Yes

Procedure.
a. Q. Is the interphone procedure, as established with MCC control of ALOTS
mission adequate in the performance of ALOTS tasks ?
A. Yes
b. Q. Is the procedure for communications with the pilots adequate ?
A. Yes
c. Q. Are the established procedures for operation of the ccntrol console
correct and/or adequate ?
A Yes
d. Q. Is there an adequate pre-take-off checklist for the ALOTS positions ?
A. No
e. Q. Are there any recommendations for improvements in established pro-
cedures for operation of the ALOTS equipment, or integration of it with the
rest of the A/RiA system?

IX-32
 I
A. Use A/RIA interphone control. Odd ball box used - noisy.

Communications
a. Q. Is the interphone system as installed in the A/RIA aircraft adequate and
satisfactory for the ALOTS equipment and mission?

A. No - only 1 outlet for console - should have a box like A/RIA - dual jack
on wall.
b. Q. Can the ALOTS operator(s) communicate with all crew members required
in the performance of ALOTS mission, and in emergencies ?

A. MCC and pilot - yes

Personnel Manning

a. Q. Is the A/RIA aircraft properly manned for the ALOTS mission, either
with the PMEE or as an ALOTS-only aircraft?

A. Undetermined
b. Q. What is the minimum number of ALOTS -qualified operators required
for the ALOTS mission?

A. Unknown

Training
a. Q. Are the ALOTS operators adequately trained to perform the mission,
and maintain the equipment?

A. Yes

b. Q, Does the ALOTS equipment--and the A/RIA mission--require special

training to qualify assigned personnel ?

A. Yes

Technical Publications
a. Q. Is the ALOTS handbook, as provided and in current use, adequate for the
operator and maintenance of the A LOTS equipment?

A. No
b. Q. Are the A/RIA Technical Orders adequate in the coverage of the ALOTS,
as integrated into the system?

A. No - none. Should be integrated.

c. Q. Are checklists available, and in use?

A. No

IX-33
 ANNEX B

AIACMRArT MOODI/CATVON 0/Vh/MON

PERSONNEL SUBSYSTEMS INTERVIEW REPORT

CATEGORY .. TEST . , 4 IJ/•,

OPI'RATOR &, , , , POSITION (NAMIE) (NO.) .

Note: This form to be completed as soon as possible after

the interview.

Can you recall any difficulty or problem experienced during

task /y1

If so, what was it

What do you think caused the difficulty

Was there a lack of equipment, procedures, tech. manuals that

might make difficult for A.F. personnel (or someone less

skilled than yourself) to perform the task

Did you deliberately add or delete any steps in the

* procedure )'-sa (ffS"'Oof~~/~ieQ

If soO why fl,,
u?,

Did the job or task take significantly longer than you had

expected it to take ,4/L9

If so, why

V How would you improve the equipment, procedure, technical

manuals or anything else about the job •> - , , ..

IX-34
 A/ARcAAFT '400#I/cAT/ON 0D"1VI15IOAI:

PERSONNEL SUBSYSTEMS INTERVIEW REPORT

CATEGORY. TEST ,)L? ,-

"j
S;4;)
OPERATOR _ J. _POSITION (NAME) (NO.)

Note: This form to be completed as soon as possible after

- the interview.

Can you recall any difficulty or problem experienced during

task /v [ -Y 1t L;Ti

F
If sop what was it _ .______________ ___ ._____ ____

What do you think caused the difficulty ,,• ,

Was there a lack of equipment, procedures, tech. manuals that

might make difficult for A.,F. personnel (or someone less

skilled than yourself) to perform the task 4/• ,'_. .

Did you deliberately add or delete any steps in the

procedure / a #-v*-- ,
If so, why

Did the job or task take significantly longer than you had

expected it to take V/2_

S:il f so wily

How would you improve the equipment, procedure, technical

manuals or anything else about the job Z

•. IX*-35
 AIRCA Fr MO0V'FfCA TtON °IVIBtCA'

PERSONNEL SUBSYSTEMS INTERVIEW REPORT

CATEGORY r TEST .L),-. ,

OPERATOR •e- . ,K POSITION (NAME) (NO.) _

Note: This form to be completed as soon as possible after

the interview.

Can you recall any difficulty or problem experienced during

task~rv~d •c' /W 5, fa 6&y

If so, what was it /-'leV, C - >4 a ,4) c~ J& -ta"-

What do you think caused the difficulty 1!

Was there a lack of equipment, procedures, tech. manuals that

might make difficult for A.F. personnel (or someone less

skilled than yourself) to perform the task J , jo,,

Did you deliberately add or delete any steps in the

procedure lye,
If soO why ._.

Did the job or task take significantly longer than you had

expected it to take .4'o

If so, why .........

How would you improve the equipment, procedure, technical

manuals or anything else about the job >vq$.

> '0/-

IX-36
 AIIRCRAtW T HtOOIFICA 7/ON 0/V/U/ON

PERSONNEL SUBSYSTEMS INTERVIEW REPORT

CATEGORY ,k TEST A-L-> 'iw,.-

____OPERATOR_____,, /,._ POSITION (NAME) (NO. _.

Note: This form to be completed as soon as possible after

the interview. -,, l ier y'. . . y y, :,i.,:

Can you recall any difficulty or problem experienced during

task t. . p.'

If so, what was it

What do you think caused the difficulty_

Was there a lack of equipment, procedures, tech. manuals that

might make difficult for A.F. personnel (or someone less

skilled than yourself) to perform the task

Did you deliberately add or delete any steps in the

* procedure ,__,

If so, why ... .......

Did the job or task take significantly longer than you had
expected it to take

"If soO why

How would you improve the equipment, procedure, technical

manuals or anything else abrut the job

.: e:.
 6.0 RECOMMENDATIONS

The following recommendations are made for improvement in equipment, environment

an] procedures in operating the ALOTS, as integrated into the A/RIA system:

a. Provide additional personnel stations with necessary life support equipment

and communications in the vicinity of the ALOTS console to recognize the
requirement for the number of personnel needed to operate the system or

b. Provide means for automating the camera controls and TV sensitivity, so

that a single operator may control the system through the control console.
This would not only simplify operation of equipment, but also reduce the
number of personnel required for manning the system, thus relieving tih:
congestion in the ALOTS workspace and eliminating the requirement for
addition life support equipment and communication equipment.

c. Relocate the aircraft boarding ladder so as to remove the hazards involved

with its present mounting on the cargo door. In addition to the hazard to
personnel movement through the area and possible damage to ALOTS
cabling, it restricts the workspace of tdi ALOTS operators.

d. Modify the MTS seat so that the operator may use the sight, and still get
the safety belt fastened. The seat is installed as provided by the Air Force,
and constitutes a safety hazard without a usable seat belt.

e. Install all A/RIA-type intercommunications control box on the partition wall

immediately to the right of the ALOTS control console -- with multiple jacks,
if continued use of multiple operators is anticipated.

f. Provide and/or modify A/RIA Technical Orders and Abbreviated Checklists

so as to include all the necessary procedures for operation of the ALOTS-
equipment, as integrated into the A/RIA system.

g. Install a curtain between the MTS and control console, to reduce the exterior
illumination of the console and the TV monitor screens.

IX-38
 UNCLASSIFIED

-Si_'t
7y Clalssfit ati,'n

DOCUMENT CON rROL DATA. R & D

(Security rJ~l~asifjr ln o rfit/., hl.dy of Rn,) indexing
t mn,,,,tnrgo
fa nuIld he *Ised what, fhr over.! trelport f- ine-itJled)
I G1NATIN ACTIViTy CCorurare ngthor) Wa. HEPOnT SE[CURITY CLASSIFICATION
Douglas ircraft Company UNCLASSIFIED
2000 N. Memorial Drive 1 ...
Tulsa, Okla. 74115 N/A
TITL F
J REPORT

A/RIA SYSTEM CATEG ORY II FINAL TEST REPORT

A OFyCRIP rIVE NOTES (Type ofrepotI and Inclusive date&)

None
5 All THOR111 (FIr-? nm.., middle Inntil,)o last name)

None

6 REPORT DATE I&. TOTAL NO OF UAGES T-1. ,io OF REFS

July 1967 262 17

0a. CGNTRACT OR GRANT NO Q.. ORIGINATOR'S REPORT NUMRSS(S)

AF[9(628)-4888
b. R NO
NO ESD-TR--67-P0T. Voi

c. Ob. OTHER REPORT NO[$) (At'i other nuflb•O,- that may be .. eal. ed
this report)

d. DEV-3796
10DISTRIBUTION STATEN ... This document has been approved for public release and sale;
its distribution is unlimited.

1 SUPPLEMENTARY NOTES I.2 SPONSORING MILl rARY ACTIVITy

erospoce Instrumentation Program Office

Electronic System Division
I_. G. Hanscom Field, Bedford, Mass. 01730
1A CThe IA systcm is designed to provlde voice and telemetry data communication
with Apollo and other spacecraft, with a capability to relay all communications to he Manned
Spaceflight Network, and record all telemetered data on board. The system includes a basic
C-135A aircraft, modified to accept and support the electronics equipment and automatic track-
ing antenna required to perform the mission. The purpose of the Category IH flight test progran
was . , eiif ',' - t the sv-o*em c',,", equire and track an orbiting space vehicle--and trajectory
of ballistic nussiies--using VHF, UHF, and Unified b-j3arlA° "':ei, wii;t bimul livLsti• ],.-
cording and two-way voice link with ground stations via HF. Quantitative system testing was
performed at Douglas Aircraft, Tulsa, Okla.; operational evaluations included coverage of
Gemini XII, a Polaris ballistic missile, and simulated Apollo coverage through use of a NASA
C-121 Apollo Simulator. Tests demonstrated system capability to acquire and track an Apollo
vehicle at the radio horizon, a range of approximately 1200 nautical miles on VHF, with an ex-
pected data bit error rate of 1 x 10-4 in the data link. On the Unified S-Band, the expected ran
is 900 nautical miles, with an expected data bit error rate of 1 x 10 4. HF communications
have been demonstrated at ranges up to 5500 nautical miles, using simplex, duplex, single
sideband, independent sideband, frequency diversity, and sideband diversity. Extrapolation of
the test results to the expected operational performance of the Apollo spacecraft indicates that
the A/RIA system will fulfill the design requirements, and perform its assigned mtssion.

FORMa• IX-39
DD...OV ". 1473 UNCLASSIFIED

E Sictritv Caniificutinn
 Unglassified
'ecurity Ctasmifncntion
LINK A LINK 6 LINK C
KEY WORD$ ...

ROLE Wl ROLE WT ROE WT

A/RIA--Apollo Range Instrumented Aircraft

ALOTS--Airborne Lightwveight Optics Tracking System
EC-135N- -Designation of A/RIA-modified C-135A
PMEE--Prime mission electronics equipment--on A/R.A
OSP--On-Station Position (of aircraft)
Unified S-Band
Rate memory
UHF/VHF Tracking Antenna
Data dump

IX-40 Unclassified
Security Classification