Instrumentation and Data Report-- SERT II

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SANDIA SYSTEMATIC DECLASSIFICATION REVIEW DOWNGRADING OR l'.'.CLASSIFICATION STAMP ATION CHANGED TO .AUTHORITY: 141 e PERSON VERIFYING MARKI & DATE INSTRUMENTATION AND DATA John W. Allen and James E. Lohkamp, 7246 Sandia Laboratory, Albuquerque AEC ATOMIC WEAPON DATA - SIGMA 3 This report covers the SERT II (Sheet Explosive Room Test) conducted at the Nevada Test Site, Area 3, on March 2, 1965. This 'est was the second in the series as a part of the Advanced Re-entry System (ARES) program and consisted of a blast loading response test on an ARES cone-shaped vehicle test bed. This test was essentially a repeat of the SERT I test conducted on November 2, 1964. The vehicle instrumentation system, including gage types and locations, signal conditioning, and associated recording equipment, is described. Excellent results were obtained from all parts of the system. Data presented includes all gage outputs describing the vehicle blast response. Data measurements included strain, skin pressure, acceleration, velocity, and internal displacement. • Do Not Take From This Room

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Director, Air Force Weapons Laboratory (AFWL) Kirtland Mr Force Base, New Mexico

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TABLE OF CONTENTS Instrumentation Cables and System S Comparison of Gage Results !", APPENDIX - WIR.LNG DIAGRANIS FOR SERT II 43 LIST OF TABLES IL Transducer Data Summary 3: III. Comparison of Gage Types 40

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LIST OF ILLUSTRATIONS 1. SERT Experiment Configuration 2. SERT II Instrumentation t. SERT II Strain Gage Installation 4. SERT II Strain Gage Installation SERT U Strain Gage Lnstallation 7. SE.IIT II Accelerometer Mount SERT II Pressure Gage Installation 9. Mounting, Displacement Gage 10. Mounting, Strain Gage - Dummy 15 11. Typical Gage Circuit If;. Playback Traces 23 IC. Playback Traces 24 IF. Playback Traces 26 IP. Playback Traces 27

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A Sandia Thunder Hole Vehicle Mr:). Type it, Was flaky instriument....' and ),!...attIrd In the 6.0-fe,4, 44.- deep SERT I hole in Area 3 of Nevada Test Site (NTS). The vehicle assernbk. - if,: a Los Al.acrod.esLcrted ment input pulse to the vehicle system. The instrumentation installed in the ^TIV: - ..%t..ticsigted to measure the vehicle's response to the blast input. One Sandia (7246) multiplex recording trailer was used in recu.dirng the vehicle The rata obtairr.d from the test was excellent both in qublity and quantity. A large number of data cha.--nels were installed and the data obtained matched the computed predictions well. Comrison between adlacent sizrilas transducers and redundant transducers was also good.

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The SERT lI (Rice: Explosive Room Test) vehicle was detonated on March 2, at t t:C4 A.I. EST. in Area 3 (1:3dc) of the Nevada Test Site. The detonation occurred at a depth of 60 feet. The SFRT II test was performed in an effort to meet those objectives not cumpletely met due .= th«. Sort 1 event as well as to serve as a pretest for the Finfoot nuclear experiment in which an ARES vehicle will be exposed. The main objectives were to: s. Obtain further definition on the accuracy of the SELT (5 feet Explosive Loading Technique) 2. TesL the vehicle recovery system. Oleain additional data on Room environment. 4. Determine adequacy of Room (vehicle support instrumentation) design. Test the Limbo package recovery system. :;. Determine detailed vehicle response. 7. A secondary objective was to obtain data which would •.-erify reproducil fatty of vehicle response measurements in this environment. This report covers only objectives 6 and 7. This test was performed as a joint effort of Los Alamos Scientific Laboratory and Sandia. The general pn:„-sical arrangerner.: for the test is shown in Figure 1. It is essentially the same as that A Sandia Type II THV (Thunder lick Vehicle) was installed in the bottom of a 60-foot-deep. 12-footdiameter, steel-cased hole (U3dc). This hole was also used f *1- SERT I. The vehicle assembly included a `FLT blast loading explosive system. Support equipment included signal cable junction boxes. SELT firin; system, and signal cables. Steel recovery cables were used to lower the vehicle into place in the test hot.'. The steel recovery cable system was designed from that used on SERT I. A Limbo experiment container was attached to the lower portion of the support structure for a pressure and shock test of that system.

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A Sandia multiplex trailer, 11-25, was used for recording gage output data from the vehicle. In contrast to procedures used for the SFRT I test, Trailer 8-25 was operated remotely from the CP-11 statter_ The instrumentation system was totally isolated electrically from earth ground. Isolation restaaance ahtained was approximately 10 megohms. The LASL trailer, 38-5, was used for recording data team transducers in the near vicinity of the test vehic'e. The newly-designed SCUM (Sandia Control Unit and Monitor) system was used for this test. This system performed satisfactorily. Vehicle instrumentation included the following: 2 Sandia velocity gages 3 Kistler crystal pressure gages 3 BLit foil strain ga s es Table l itemizes the transducers installed in the test vehicle. Details of the transducers in the vehicle are shown in Figure 2 (Dwg. N84298). Figures 3 through 10 show details of mounting techniques used !or strain gages, pressw ages, accelerometers, and displacement gages. A special LASL BentlyiNevada displacement/accelerometer transducer was located in the nose of the vehicle and its output was recorded Other transducers recorded for secondary information included two accelerometers in junction Praxes and two special temperature sensors. Data from these four transducers does not pertain to vehicle respoase. It should be noted that a large number of redundant transducers were included in this test vehicle in order to obtain information as to the reproducibility and reliability of these types of measurements. Also, several different strain-gage configurations were evaluated as part of this test. Beals Bytrex strain element tote accelerometers ai.1 crystal type accelarometers were used in an effort to obtain correlation between these two gage types. In addition to the normal Bytrex pressure gages, three Kistler crystal pressure gage -•s were included to obtain comparative results from these two types of gages. Instrumentation Cables and System Trailer 13-25 was located 150 feet south of the test hole. Four 19-pair armored and shielded instrumentation cables were run from the trailer to the vehicle junction box located near the test vehicle on the support structure. This junction box was used to house signal conditioning modules and cable connections . . The signat conditioning modules included bridge completion and calibration networks in addition to special circuitry far the displacement gages. A 5000-psi armored hydraulic hose was used to protect miniature signet cables running from the junction box assembly and the test vehicle. The instrumentation cables from the. ,...unction box to the transducers in the vehicle were specially designed miniature 3-4 conductor shielded cables.

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Instrumentation cables inside the vehicle were attached with plank cable clamps and glass tare to rze‘vot damage during the shock loaning. Transducers used in the vehicle corsisted cf the following three basic types: 3. Tuned circuit displacement Figare 11 shows a typical gage circuit, grourding, and shielding configu.-ation used en this test. The experiment was considered to be a tatal success because the instrumentation system performed welt and essentially all of the data was obtained. Over no percent of the data channel gage outputs were close to predictions; comparisons between the recorded data and detailed computer results have $11c, w1.1 :1:-,7a:.ing similarity. This is essentially true in regard to the .t.zerlerometer and strain-gage data. Th..- multiplex recording system, the junction box equipment, blast cable protectors and the cable cutte..rs ail nerformed properly during the event. The multiplex system again gave excellent noise-free recording. Cable integrity to the vehicle was maintained throughout the shot sequence. The explosively actuated instrumentation cable cutter fired at zero time plus 30 seconds as programmed. Only one of the two G&G-supplied cutter power supplies functioned at fire time. Data obtained from the vehicle transducers is summarized m Table IL The ctalIed gage output tru --:..'s are shown in Figures 12 through 24. This data playback was performed in a manner which resulted in a response capability. Ikea obtained on the SERI I test in the same manner was compared to 20--kc scope playbacks and showed negligible differences. Both the calibrate values and the signal peak values are iterniZt- e. on :Ile data playbacks. A timing display is also included for convenient data redaction. Comparison of Gage Results Comparative results on the various strain gage types and configurations, two types of accelerometers, and two types of pressure gages are shown in Table III. Note that comparisons are good in most cases.

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EPY 400 I 3 CONDUCTOR SHIELDED STOP SHIELD HERE Figure 4. SERT II Strain Gage Installation

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DUMMY 7-- GAGE ELEMENT FOR ACTIVE ELEMENTS 2. ADHES I VE EPY - =4-00 PRINTED CIRCUIT TYPE Figure 5. SEW: II Strain Gage Installation

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SHIELD OPEN HERE Figure 6. SERT II Accelerometer Mount Figure 7. SERT II Accelerometer Mount

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TORQUE AT 20 IN LBS FLUSH INSULATOR SHIMS I. ATTACH SHIELD TO CASE GND. PIN a. GAGE DIAPHRAGM SHOULD BE FLUSH AT THE CENTER LINE Figure 8. SERI' II Pressure Gage Installation

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Figure 9. Mounting, DiJpla cement Gage OR - ACTIVE: BYTREX GAGE BONDED DIRECTLY TO SKIN WITH EPY 400 Figure 10. Mounting, Strain Gage - Dummy

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PEAK STA kZIM DESCR NO. COLOR 51 JCS P-1 BYTREX 4790 10.000 PSI it 53 JCS P-3 BYTREX 4786 10 000 PSI 200 3009.3 PRESSURE S000 PSI 65.41 337 ° 30 CONE 54 JCS P-4 BYTREX 4'31 10,000 PSI 200 2723.5 PRESSURE 5000 PSI 83.03 337 ° 30' CONE 55 3CS P-5 BYTREX 4794 10,000 PSI 200 3825.8 PRESSURE 5000 PSI 83.03 354 ° 22' CONE 57 3CS p - 7 BYTREX 4788 10,000 PSI 200 • 3234.5 PRESSURE 5000 PSI 24.30 67 ° 30' CONE 53 JCS P - 8 BYTREX 4761 10,000 PSI 200 2727.4 PRESSURE 5000 PSI 41.92 67 ° 30' CONE Si 3CS P-9 BYTREX 4787 10,000 PSI 200 3466.2 PRESSURE 5000 PSI 65.41 67°30' CONE 60 3CS P-I0 BYTREX 4784 10,000 PSI 200 2868.2 PRESSURE Is° PSI :3.03 67 ° 30 CONE 61 3CS P-II BYTREX 4774 10.009 PSI 200 5109.5 PRESSURE 300 P31 COVER 337 ° 30' AFT 63 3CS P-13 BYTREX 4785 10, 000 PSI 200 5616.4 PRESSURE 300 PSI COVER 67 ° 30 AFT 64 JCS P-I4 BYTREX 4811 1200 PSI 200 5612.8 PRESSURE 300 PSI COVER 337 ° 30 AFT I I. BRN 65 3CS P-I5 BYTREX ---- 1200 PSI 200 PRESSURE 300 PSI COVER AFT IS 6 VOC DELETED

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Transducer Data Summary GAGE PEAK VALUES COMMENTS NO MFG TYPE LOCATION DIRECTION PREDICTED MEASURED P5 CONE 5000 PSI 4000 PSI P8 BYTREX NORMAL 4260 PSI P11 BACK COVER 300 PSI 190 PSI P12 BACK COVER 300 PSI 52 PSI P13 BACK AYER 300 PSI 72 PSI P14 BACK COVER 300 PSI 150 PSI TI WINSCO 40-100' NOT APPLICABLE TO TEST VEHICLE (SFICIAL 7246 GAGE) NOT APPLICABLE TO TEST VEHICLE (SPECIAL 7246 GAGE)T2 NINSCO 40-100' All ENDECO 2500 G NOT APPLICABLE TO TEST VEHICLE (SPECIAL 7246 GAGE) Al2 ENDECO 2500 G NOT APPLICAIILF TO TEST VEHICLE (SPECIAL 7246 GAGE) 57 BYTREX 08-102 C041 AFT LONGITUDINAL

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GAGE PEAK VALUES COMMENTSNO. MFG TYPE LOCATION DIRECTION PREDICTED MEASUK 9 SIO 3YTREX D8-112 CONE, AFT TANGENTIAL 1000 a 1.100 uE SII 08112-STD COME. AFT LONGITUDINAL CONE, AFT LONGITUDINAL AI BYTREX AT-20,000 SEE FIGURE 2 LONGITUDINAL 4500 GA2 BYTREX AT-20.000 SEE FIGURE 2 A6 BYTREX AT-20,000 SEE FIGURE 2 HORIZONTAL CABLE WAS FOUND DETECTIVE BEFORE SHOT TIME. QUESTIONABLE DATA BECAUSE OF VEHICLE TILT AT ZERO TIME. VI SANDIA HORZ. SEE FIGURE 2 V2 SANDIA MORI. SEE FIGURE 2 TRANSVERSE 26 /SEC -- QUESTIONABLE DATA BECAUSE OF VEHICLE TILT AT ZERO TIME. DB11-102 CONE. AFT LONGITUDINAL

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GAGE PEAK VALUES COMMENTS NO. MFG TTPE LOCATION DIRFCTION PRFOICTFO mcAcuarn OUFSTIONARIF DATA - CARIF NOISE A8 ENDECO SEE FIG. 2 LONGITUDINAL 10,000 G DI BENTLY CENTER WEB LONGITUDINAL . 060 .013" 02 BENTLY CENTER WEB LONGITUDINAL . 060 .006 COMPARES WITH BYTREX PRESSURE GAGES OFELLIIVE CALMAT 7FRO TIME OUESTIONABLE DATA (A PECIAL LASL GAGE) P17 KISTLER CONE NORMAL SPECIAL SEE FIG. 2 LONGITUDINAL 10,000 G

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Comparison of Cage Types A3M STA TYPE ORIENT. STRAIN BYTREX D8112 015112 4 1000 pS OVEN GAGE STRAIN DB102 DIN 10 1500 IS 2100 pS

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RI DGE MODULE .A.K.J4 AO PRE CUTTINGS OR ROI OER. Wiring Diagram for Temperature Gage - SERT II