Gy

The following maximum values for velocity to be gained were obtained for each lander VELOCITY AND POSITION AT DEORBIT BURN END AND ENTRY TIME The velocity and position at the end of the deorbit burn were not obtained due to the inability of the FPAG to integrate the body accelerations output by DECSET. There was an excessive number of bit hits and noise on the telemetry data that prohibited obtaining an accurate integral. It is possible to assess the accuracy of the deorbit burn (including the...

Iiiil

Terminal Descent Velocity, Cnannels U, V, and W Terminal Descent Velocity, Cnannels U, V, and W An anomalous increase in velocity indications occurred just before touchdown on both landers. Channel 3 of VL1 increased from 7.75 fps to 8.12, 9.22, and 13.10 fps Channel A increased from 7.90 fps to 8-11, 9.77 and 15.12 fps for the last-three 200-ms samples Channel 1 increased from 7.AO to 8.87 fps at the same time. Channel 3 of VL2 increased from 7.75 fps to 9.9 6 and 16.23 fps for last two 200-ms...

T t

5 - 10 Dynamic Pressure at Peak Load, psf Figure V-4 Predicted versus Actual Load Figure V-5 Attitude Rate Sensitivity to Load The drag performance of the parachute was evaluated based on the descent rate and vertical acceleration. This was done to eliminate the uncertainty involved in separating the parachute lift from winds and is similar to the method used to evaluate the drag during the high-altitude tests BLDT . The resulting incremental parachute drag with the forebody drag removed is...

Info

Figure IV-8 Static Stability Derivatives The static directional stability data shown in Figure IV-8 does noL exhibit the increase found in the pitch data. This is be- lieved due to the fact that the yaw oscillations occur near zero sideslip angle while the pitch oscillations were about the trim angle of attack. Reference 2 shows that the real gas pitching moment versus angle-of-attach curve to be rather flat near zero and much steeper in the 10 to 15 angle-of-attack region. The uncoupling of...

Figure IV Aeroshell Separation Conditions

The parachutes on VL1 and VL2 both performed in a completely satisfactory manner and quite close to expectations. A. PARACHUTE DEPLOYMENT CONDITIONS The flight conditions at mortar fire of both Viking landers were well within the envelope of acceptable conditions as shown in Figure V-l. The reaction of the lander to the mortar impulse was evident on the axial accelerometer where velocity increments of 4.6 and 5.05 fps respectively for VL1 and VL2 were indicated. These values compare favorably...

Figure IVS Viking Trimmed LD

Table IV-1 Entry Vehicle eg Displacements Physical Dimension Tolerances RSS Acceleration and Ablation Bias Aeroshell Axis Offset VL1 The sensitivity of trim angle of attack to eg position in the hypersonic regime is 5.64 deg in., based on wind-tunnel tests in air. Thus, vertical eg bias plus tolerance could only account for a change in trim angle of attack of from 0.21 to -0.44 . The effect of outgassing and loss of ablator material on the entry vehicle aerodynamics and trim alpha Is unknown....

Entry Data Analysis For Viking Landers I and

NASA-CS-159388 ENTRY DATA ANALYSIS FOB Nd1-7u77o VIKING LANDEHS 1 AMD 2 Final Beport Martin Marietta Corp. Martin Marietta Corporation DENVER DIVISION P. 0. Box 179 Denver, Colorado 80201 NATIONAL TECHNICAL INFORMATION SERVICE This report is submitted as DRL Line Item N3-C003 under Contract NAS1-9000 to satisfy Phases 2 DECSET and 3 LTARP of the Entry and Touchdown Analysis Procedure MDO 1-13 . The principal authors for this report are II. DEORBIT BURN A. Time of Deorbit Burn B. Velocity to be...