Instrumentation Report: SERT I Event

Page 2

Sandia Laboratory, Albuquerque This report covers the SERT I test (Sheet Explosive Room Test) conducted at the Nevada Test Site on October 29, 1964. This test was a part of the ARES program and consisted of a blast loading response test on a THV type of coneshaped vehicle test bed. The vehicle instrumentation system is given, including gage type and location, signal conditioning and some associated equipment. Results presented include both the "room" environmental data and the vehicle blast response data. The vehicle data included strain measurements, pressures, accelerations, velocities, and displacements.

Page 3

This report is not to be reproduced, in whole or in part, without written permission by the manager of the originating

Page 4

The SERT (Sheet Explosive Room Test) was performed at the Nevada Test Site on October 29, 1964. A Sandia Type II Thunder Hole Vehicle (THV) was the instrumented vehicle. Instrumentation in the vehicle included accelerometer, strain, velocity, displacement, and pressure transducers. There were also pressure and displacement transducers in the "room, " i.e., the space around the vehicle. From the viewpoint of the instrumentation system, the test results were successful. The data records showed very little noise (about 1 percent), cable integrity was maintained, and all channels were functional. The multiplex system also performed exceptionally well. The transducer performance in the vehicle was somewhat less than that desired. All four accelerometers (Endevco 2261) included in the test failed mechanically. The velocity gage gave good results. Twelve strain gages were recorded. Seven of these gages gave excellent results, three were overranged, and two exhibited a defective condition during the shock input to the vehicle. The pressure gages performed properly and gave good data. The displacement gage also performed properly. The room instrumentation, provided by LASL and recorded by Sandia, gave reasonably good results. Eight of the nine transducer outputs recorded gave data.

Page 5

TABLE OF CONTENTS APPENDIX -- CABLING AND SIGNAL CONDITIONING 37 LIST OF ILLUSTRATIONS 2 Instrumentation Location (Drawing No. N82764) 10 3 Typical Gage Circuit 11 4 thru 8 Vehicle Data 12 thru 16 9 thru 19 Vehicle Data (20-kc playback) 17 thru 27 20 Vehicle Displacement Gage 28 21 Room Pressure Data (8-kc playback) 29 22 thru 24 Room Data (1-kc playback) 30 thru 32 25 thru 27 Room Pressure Data (20-kc playback) 33 thru 35 LIST OF TABLES II Data Summary Sheet, SERT I 8

Page 6

INSTRUMENTATION REPORT: SERT I EVENT The SERT (Sheet Explosive Room Test) event was detonated at 10:34:59.9 PST in Area 3 (U3dc) of the Nevada Test Site on October 29, 1964. The test was performed to determine the feasibility of the SELT (Sheet Explosive Loading Technique) system of blast-loading a cone-shaped test-bed vehicle in a confined space. Determination of actual vehicle response was of secondary importance in the experiment. Relating to the instrumentation aspects of the operation, the following items were important objectives: 1. Determination of the new 20-kc multiplex recording system performance 2. Study and checkout of grounding and shielding techniques 3. Performance test of junction box system, and 4. Determination of vehicle transducer performance. The test event was performed as a joint effort of Los Alamos Scientific Laboratory and Sandia The general physical arrangement for the test is shown in Figure 1. A Sandia Type U THV was installed, with its SELT blast-loading system in a steel support frame at the bottom of a 60-foot-deep, 12-foot-diameter hole (U3dc). Appropriate support equipment, such as electrical junction boxes, electrical signal cables, and steel recovery cables were also placed in the test hole. An "add-on" experiment container (Limbo) was attached to the lower portion of the support frame, just beneath the steel floor. One Sandia 40-foot multiplex instrumentation trailer (B-25) was used for recording all data relating to the vehicle response. The trailer and power generators were electrically isolated from earth, which resulted in a totally "floating" (40 megohms) instrumentation system. A second instrumentation trailer (F-23) was used to record various data from the Limbo box. This data is not included in this Trailer B-25 was also used to record outputs from LASL "room" gages located on the down-hole support frame and the dummy pipe cap.

Page 7

Vehicle instrumentation included four accelerometers, three pressure, 12 strain, one velocity, and one displacement transducer. Table I itemizes the transducers and the predicted peak signal amplitudes. Detailed locations of the transducers are shown in Figure 2 (Drawing Number N82764). The LASL down-hole room data channels recorded included five crystal pressure, one backfilling pressure, and two backfilling displacement transducers. Output from a LASL Bently displacement/ accelerometer transducer located in the nose of the vehicle was also recorded. The instrumentation cables used in the vehicle were three- and four-conductor miniature shielded cables, with the exception of the displacement gages which required a miniature coaxial type of conductor. All cables exiting from the vehicle were protected from the SELT high-explosive blast by a 2-inchdiameter, 24-foot-long, 5000-psi, hydraulic flexible hose. The hose connected the vehicle and the junction box which was located near the top of the support structure. An explosively actuated cable cutter was used to cut the vehicle cables at zero time plus 30 seconds. The cutter was located approximately 8 inches below the junction box. Four 19-pair shielded armored instrumentation cables were used to connect from the vehicle junction box to trailer B-25. Transducers used in the vehicle were all of the bridge type, with the single exception of the displacement transducer. Figure 3 shows a typical gage circuit, grounding, and shield configuration as used for this test. However, shield No. 2 as shown on the drawing was not used for this test. The experiment was considered very successful from the viewpoint of the instrumentation system. The multiplex recording system, the junction box, blast-protector hydraulic hose, and cable cutter, all performed properly during the event. It was evident from the data playback that the shielding and grounding system gave exceptionally noise-free (1 percent noise) data. The desired cable integrity was maintained during the shock input to the vehicle as desired. The explosively actuated instrument cable cutter fired at zero time plus 30 seconds as programmed. Data obtained from the vehicle gages are shown in Figures 1 through 4. Data in Figures 4 through 8 was reproduced with an 8-kc response system. The same data reproduced on a 20-kc system is presented in Figures 9 through 18. The LASL-installed gages placed in the space around the vehicle included five crystal pressure gages, one special pressure gage, and two foam displacement gages. The data obtained is presented in Figures 19 through 23. The LASL crystal pressure gage cable No. 6 was found to be defective during recovery of the vehicle. This data is also shown with a 20-kc playback system in Figures 24 through 27.

Page 8

Summary of Results A quick reference summary of results is given in Table II, with appropriate comments pertaining to the data. Note that comparisons of the data playback with the 8-kc response system and the 20-kc response systems show minor differences in the basic signal shapes. However, considerable filtering of the higher frequencies is apparent on some of the signals. It also appears that the 20-kc system response may be inadequate to record all frequencies present in typical accelerometer output signals. Code Pridicted peak

Page 9

DATA. SUM MARY SPEET TABLE NO. II GAGE PEAK VALUES COMMENTS NO. MFG. TYPE LOCATION DIRECTION PREDICTED MEASURED A-I ENDEVCO 2 2 Co 1 NOSE LONG. G,000 G'S GAGE WAS FOUNDTO BE BROKEN ON POST-MORTEM GAGE WAS FOUND To BE BROKEN ON POST-MORTEM GAGE WAS FOUND TO BE BROKEN ON POST-MORTEM GAGE WAS FOUND TO BE BROKEN ON POST-MORTEM B-I BENTLY — NOSE LONG. 6,0006'S CABLE WAS FOUND TO BE BROKEN ON POST - MORTEM 5-I BYTREX DB-102. COLUMN LONG. 18001416 1600/.4E. NOISY DATA. ELEMENT SHORTED TO SHELL 5-8 BYTREX DB-IO2 SHELL, BOT TANG. 5001.46 1800pe OPEN LEAD BEFORE SHOT. GAGE WAS NOT RECORDED. 5-14 — DB-102 SHELL, BOT. TANG. 5 MV DUMMY GAGE AND RESISTOR ONLY. DUMMY GAGE TEST P-2 BYTREX HFM-10KR CONE. NORMAL 4300 PSI P-3 BYTREX 14FM-10KR BASE NORMAL 4600 PSI 0-1 BENTLY D-28 -7 CENTER SECT. LONG. 0.060 IN. 0.007 IN.

Page 12

SUPPORTED IN WOODEN TROUGHS Figure 3. Typical Gage Circuit TYPICAL GAGE CIRCUIT

Page 23

Cal: 0 to peak, 720 As Cal: 0 to peak, 720 is

Page 25

Cal: 0 to peak, 320 4s Cal: 0 to peak, 1000 is

Page 26

Cal: 0 to peak, 320 ps Cal: 0 to peak, 1000 ps

Page 27

Cal: 0 to peak, 320 pa Cal: 0 to peak, 500 is

Page 34

Cal: 0 to peak, 100 psi Sweep rate: .5 mseciara Cal: 0 to peak, 20 psi

Page 35

Cal: 0 to peak, /400 psi Sal: 0 to peak, 60 psi

Page 39

Please substitute the attached Append.x for pages 37 through 43 in your copy of his do:ument.

Page 41

SA Ca la L40 7,0 7 VCU vit Lle Figure A-1. Instrumentation Schedule SERT I

Page 42

1911111114 6.11 SOK 0 10/ 111 .00 0•0/1•1 Kra to 760 toisiA CI, CI Ell I no es to Figure A-2. Instrumentation Schedule SERT I (cont.)

Page 43

3 CONO SHIELDED 4 CONO SoNELOCO SUCH AS WIRE CUTTING'S OR SOLDER. Figure A-3. Wiring Diagram for Pressure Gage SERT I

Page 46

ABLE. kciA(,f_ To NOOULE) Figure A-5. Wiring Diagram for Strain Gage SERT I

Page 47

TYPE NO. RAVE AMPLITUDE FREOCO TK lVCO GAIN FRED SPIN GAGE OUT VCO IN POLARITY SURE P-1 10.000 PSI 4300 PSI 50C40 SURE P-2 10.000 PSI 4300 PSI y_cc STRAIN 5-13 SP ECI AL. — 30 RELAY COIL EXCITATION ei.A.

Page 50

GAGE CABLE (GAGE TO MODULE) 1. For general wiring diagram infc 2. Solder connections per SG167681 3. Avoid shorting components with] 4 COND 5F413 COND SHIELDED Figure A-3. Wiring Diagr

Page 52

foreign materials, such as wire cutting or solder. PIN BWHITE (-)E XCITATION I I BLACK MEXC I TAT i ON am for Pressure Gage SERT I

Page 56

.eneral wiring diagram information see 9926012. shorting components with foreign materials, such as wire cuttings or solder. 2, and CAL R-1/2W, 1 percent prec. 'am for Velocity Gage SERT I

Page 58

For general wiring diagram information see 9926012. Avoid shorting components with foreign materials such as wire cuttings or solder. Positive signal denotes tension, increasing resistance of active arm. Calibration resistor give + tension output. ^am for Strain Gage SERT I

Page 59

1. For general wiring diagra 2. Solder connections per SC 3. Avoid shorting component: 4. Calibration resistor gives Figure A-6. Wiring Diag

Page 60

19pR s IELDEO) ARMOREDND. 5%1 ELMO, with foreign materials, such as wire cuttings or solder. n for Accelerometer SERT I