Jun 14 1967
From The Space Library
NASA's MARINER V (Mariner E) spacecraft was successfully launched from ETR by Atlas-Agena D booster on four-month, 212-million-mi Venus flyby mission-NASA's only attempt to conduct a Venus flyby during the 1967 launch window. Agena stage separated from Atlas on schedule and ignited to reach 115-mi (185-km) -altitude parking orbit, where it coasted for 13 min before reigniting to inject spacecraft onto transfer trajectory toward Venus. Spacecraft then separated from Agena, deployed its four solar panels, and locked its sensors on the sun and the star Canopus. Midcourse maneuver was successfully conducted June 19 to assure that spacecraft would fly to within 2,500 mi of Venus Oct. 19. [U.S.S.R.'s Venus IV, launched June 12, was expected to reach Venus around same time.] MARINER V, fifth in a series of interplanetary probes, had originally been built as a Mars probe to back up MARINER IV but was remodeled to accomplish Venus '67 mission. Primary mission for the 540-lb spacecraft was to fly by Venus to obtain scientific data which would complement and extend data obtained by Mariner II pertaining to the and nature of Venus and its environment. Spacecraft's secondary mission was to obtain data on interplanetary environment during a period of increased solar activity and provide engineering experience in converting and operating spacecraft designed for flight to Mars into one flown to Venus. MARINER V carried automatic sensing devices to record data for derivation of radiation levels, temperatures, pressures, magnetic fields, and atmospheric density near Venus. First Venus probe, Mariner I, was destroyed during launch July 22, 1962; second, Mariner II, was successfully launched Aug. 27, 1962, and flew within 21,600 mi of Venus Dec. 14, 1962. Mariner III, a Mars probe launched Nov. 4, 1964, failed to achieve desired orbit when shroud remained attached to spacecraft. MARINER IV was successfully launched Nov. 28, 1964, and transmitted first close-up photos of Mars in July 1965. Mariner program was directed by OSSA Lunar and Planetary Programs Div.; project management and responsibility for spacecraft, mission operations, and tracking and data acquisition were assigned to JPL; and Atlas-Agena launch vehicle was managed by Lewis Research Center. (NASA Proj Off; NASA Release 67-124)
NASA announced incorporation of at least seven changes in Apollo Lunar Module (LM) program "to reduce the possibility of fire and to increase crew safety" in accordance with Apollo 204 Review Board findings [see April 9]. Changes, which would increase total weight by 25-125 lbs, included : (1) reassessing combustibility of all nonmetallic materials and substituting or redesigning where necessary; (2) reevaluating material acceptability by intentionally starting fires in LM mockup; (3) modifying water hose and providing a hose nozzle to permit use of water as a fire extinguisher; (4) using a built-in handle, rather than a removable tool, to open hatches; (5) instituting more stringent standards and controls on electrical systems and wiring; (6) adding isolation switches to electrical systems to ensure that no connector is "hot" while being connected or disconnected; and (7) installing TV camera to monitor activity inside LM cabin during ground tests. Changes were being made at Bethpage, N.Y., plant of Grumman Aircraft Engineering Corp., LM prime contractor. (NASA Release 67-159)
Special tests to determine best way to recover and reuse Saturn V 1st stage (S-IC) were being conducted at MSFC. In tests, a 1/10 scale model of the S-IC was dropped from altitudes of up to 156 f t into a 20-ft-deep water tank to simulate descent of stage through earth's atmosphere and into the ocean. Tests were studying a "soft splash" concept designed to bring back S-IC with a minimum of damage. MSFC engineers said a workable recovery method would save "millions of dollars" in future years. (MSFC Release 67-127)
Astronaut James A. Lovell, Jr., told the press at MSC that he did not foresee any problems in combining his new assignment as President's Consultant on Physical Fitness [see June 6] with his duties as an astronaut. He said he would devote about one fourth of his time to the fitness program and the rest to keeping "in a state of readiness" for future space flights. "The fact that I am not spending all of my efforts on my new assignment does not mean I consider it any less important than my role in space. In fact, I can't think of any mission more important than that of persuading the American people to keep themselves healthy and fit. These qualities are basic to everything we do. Whether we are trying to reach the moon, or merely running to catch a bus, it helps to be in good physical condition. . . . A healthy population is the backbone of a strong nation." (Text)
KSC awarded General Electric Co. a $7.7-milliom cost-plus-fixed-fee contract modification for additional Apollo engineering support services. Modification, effective through Sept. 30, 1967, increased total value of original contract to $49 million. (NASA Release 67-158)
Four US. universities-Cal Tech, Univ. of California, Univ. of Michigan, and Stanford Univ.-had formed Associates for Radio Astronomy to design, build, and operate world's largest, fully-maneuverable radiotelescope. The 328-ft-dia dish-shaped radiotelescope-78 ft larger than one at Jodrell Bank Experimental Station which was largest in operation at present time-would be constructed northeast of Pasadena in Owens Valley, Calif. (UPI, St. Louis P-D, 6/14/67)
Joint Senate-House Atomic Energy Committee approved Weston, Ill., as site for AEC's 200-billion electron volt (bev) proton accelerator. (UPI, WSJ, 6/15/67, 5)
Secretary of Transportation Alan S. Boyd received National Aviation Club's Award for Achievement in Washington, D.C., for "leadership in the development and establishment of . . . [DOT] and for his long and successful career in . . air transportation and public utilities." (NAC; Av Wk, 6/12/67, 23)
Aircraft flown by pilots "lacking professional ability"-usually those in general aviation-were responsible for most air accidents, according to study by Cornell Univ.'s Daniel and Florence Guggenheim Aviation Center. Fatalities involving general aviation aircraft in 1966 in US. totaled 1,069, compared with a loss of 59 passengers by scheduled domestic airlines, the study noted. "It is apparently futile to try to persuade the majority of pilots to secure and maintain instrument proficiency. . . . It would seem more effective to attack the problem of requiring manufacturers to incorporate better aircraft stability and controllability characteristics. . . ." Other methods suggested to improve air safety included: (1) raising airport standards by improving lighting and increasing landing aids, anti-collision devices, and weather data accuracy; (2) reviewing pilot certification procedures and incorporating more "human factors" into aircraft design; and (3) intensifying methods of crash fire protection and reevaluating emergency evacuation procedures. (NYT, 6/15/67, 81)
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