CORONA PROGRAM HISTORY VOLUME IV RECOVERY FROM ORBIT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP89B00980R000500100001-8
• Release Decision: RIPPUB
• Original Classification: T
• Document Page Count: 65
• Document Creation Date: December 15, 2016
• Document Release Date: April 29, 2004
• Sequence Number: 1
• Publication Date: May 19, 1976
• Content Type: RP

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CORONA HISTORY
Volume IV
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CORONA PROGRAM HISTORY
NRO review(s) completed.
Copy ~ of 12 Copies
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CORONA HISTORY
Volume IV
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Directorate of Science & Technology
Central Intelligence Agency
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CORONA HISTORY
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Page
TITLE PAGE .................................................... i
PUBLICATION REVIEW
.................................... .............
11
TABLE OF CONTENTS
...................... ...........................
iii
DISTRIBUTION ...................................................... iv
SECTION I -
SATELLITE RECOVERY VEHICLE HISTORY AND DESIGN EVOLUTION .........
1-1
SECTION II -
SATELLITE RECOVERY VEHICLE .................. .............
2-1
SECTION III -
RE-ENTRY AND RECOVERY OPERATIONS ........... ...............
3-1
SECTION IV -
RE-ENTRY VEHICLE PERSONNEL AND DEVELOPMENTAL TESTING ..........
4-I
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Organization
NRO
SAFSP
CIA/S&T
CIA/Archives
CIA/O D& E
CIA/Project Officer
NPIC
ITEK
For Copy
Attention of Number
- J. Plummer
- Gen Kulpa
- C. Duckett
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SECTION I
SATELLITE RECOVERY VEHICLE HISTORY AND DESIGN EVOLUTION
In February 1958, the General Electric Company's Space Re-entry Program Division at Philadelphia,
Pennsylvania, was chosen to design and produce a recoverable capsule for the CORONA Program. This was
handled administratively under a subcontract to Lockheed Missile and Space Division. Concurrently, they
were also given a contract to design and produce a capsule for the recovery of animals from outer space.
These animal capsules, called a MARK (MK) I for use in recovering mice and a MARK II for the recovery
of primates, served a dual purpose. Their purpose was to gain re-entry information for the manned space
program that would follow, and also to provide a cover story for CORONA. Figure 1-1 presents a picture of
the MK I recovery capsule. The initial CORONA photographic recovery capsule was called MK IIA.
In April 1959, the first MK I was launched on DISCOVERER II with a planned recovery north of Hawaii.
However, an incorrect timing sequence caused the capsule to be ejected over Norway. The interesting events
that followed are described in Volume I. DISCOVERER III, with mice aboard, never achieved orbit. As a
result of the outcry from the press all launching of biomedical specimens on this program was halted.
DISCOVERERS IV through XI were haunted by either failure of the satellite to orbit or failure to recover
after orbit was achieved. As a result of these failures, especially DISCOVERER V, a series of intensive
studies and tests were undertaken by Lockheed and General Electric. Some highlights of these efforts were:
C. Electrical power was studied for thermal effects, reliability, and useful life; electrical system
and subsystem tests were performed; power supplies were increased for added safety; and changes were made
to improve the reliability of electrical components and systems.
~ D. Rocket test data were revaluated; added tests were performed; and a series of design
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TAP SECRET
r%ORONA HISTORY
volume IV
Ingar Clausen, Clf;'s Pirst DL~CC>VEItI;R Pr~,gram Manager, Showinq the Mark T Ca~~su.
l? ;eci in ehe Mouse I;xperimetrt
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I. Timing sequences in both the AGENA and the satellite recovery vehicle were reexamined and
additional safety factors were incorporated to assure adequate time intervals existed between critical events
to permit completion of one event before the start of the next.
In DISCOVERERS XII and XIII the entire payload weight allowance was transformed into a diagnostic
payload. Thus, the instrumentation carried in the SRV was devoted entirely to examining its own performance.
The information was transmitted back to recovery stations by telemetry for complete details from ejection to
recovery or for failure analysis if recovery were not achieved. The recovery vehicle was subjected to
complete qualification tests at the Lockheed environmental facilities at Sunnyvale on an around-the-clock
basis by Lockheed and GE engineers and technicians. One major change to the recovery system was made
during this testing period. The hot gas rockets used to spin/despin the recovery vehicle to maintain its
ballistic course had an uncertain reliability record. Repeated ground tests of these rockets left the Lockheed
scientists and engineers with no confidence. As a result they designed and manufactured a cold gas spin/
despin system to replace the hot gas rockets. When DISCOVERER XII failed to achieve orbit, DISCOVERER XIII
was immediately placed in checkout and test and readied for launch.
On 10 August 1960 at Vandenberg Air Force Base, DISCOVERER XIII was launched successfully. Twenty-
seven hours later, after the satellite had made 17 orbits around the earth, the ejection of the SRV was
accomplished. A USAF C-119 aircraft received the radio signal from the descending SRV but could not get
a bearing, and the capsule landed in the ocean approximately 330 miles northwest of Honolulu. Helicopters
launched from the recovery ship, the USS Haiti Victory, flew to the impact point and recovered the capsule.
When the Air Force received the capsule in Honolulu for transport back to the mainland, the Navy had taken
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advantage of the situation by painting in bold letters "Compliments of the US Navy" on the shipping can. The
capsule was a modified MK II called a MK IID/IVD. Figure 1-2 presents pictures of high level military and
civilian personnel observing the DISCOVERER XIII capsule.
With this recovery, the CORONA Program was on its way to a successful life span of 12 more years. The
camera operation was successful on DISCOVERER XIV with recovery by a C-119 aircraft which caught the
capsule at an altitude of 8,500 feet on 19 August 1960. Following this success the MK IV and MK V recovery
capsules were developed. These capsules were used successfully right to the termination of the CORONA
Program in 1972. The MK N was an unpressurized vehicle for use on CORONA and the MK V a pressurized
capsule for use on ARGON. Later, the MK V was used on MURAL and subsequent programs.
Successful recoveries became the rule rather than the exception with only minor improvements incorporated.
On 3 March 1962 an unusual event occurred when the recovery team was unable to get the capsule from a
MURAL I system completely into the shipping can. They shipped it back to the mainland perched atop the can.
When the shipment reached the AP Facility in Menlo Park, California, engineers discovered a "bonus." The
forebody had failed to separate from the capsule and had also been recovered. Engineers and scientists were
able to study, for the first time, the re-entry effects on the ablative shield which protected the capsule during
re-entry. Figure 1-3 provides photos illustrating this unique recovery, while Figure 1-4 allows aclose-up
view of re-entry effects. The forebody did not separate because one of the four squibs used to fire the
ejection pistons which separate the forebody from the capsule upon parachute opening failed to fire. Fortunately,
the parachute cover which was also separated by these squibs and pistons bent back under re-entry turbulence
and allowed the parachute to slip out and open, thus making the recovery possible. There was concern
following this recovery because of the possibility of the parachute not being able to deploy. A solution was
found by slotting the four legs on the parachute cover so that if any three of the squibs/pistons fired, the
cover could slip out of the grasp of the fourth leg and assure release of the parachute.
In 1961, at the direction of the CIA Contracting Officer, the contractual structure of the DISCOVERER
payload system was changed. In 1962 the name DISCOVERER was dropped at GE, and the CORONA Program
was designated A-45 until the program's completion in 1972.
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These Photographs Show the Effects of Re-entry Heating on the Phenolic Nylon E-seat
Shield at the Aft Skirt (above) and the Stagnation Point (below)
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CIIE WORLD'S P[RS'C SUCCESSFUL RECOVERY PROM SPACE
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Generals White, Ritland, Schriever and Col Battle Observing the Recovery Capsule
~~
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Gen Schriever, C'.ol Krause, and Senator Goldwater Examine the Capsule with a Mem~er of the
General L'lectric Research Department
Figure 1-2 TOP SECRET
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Col Murphy, L'. Clarkson, f. c'uslcy,
Col Bumm, J. Partanen lixamininq
the Capsule upon Arrival at AP
G. Stephenson, J. Pickett, J. Partenan
Recording Details of Capsule
J. Ousley and G. Cille~pie
C-Necking Additional Weight < t Porebody
Extremely Useful Data Was ~ gained
on Ablation Characteristic:;
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A complete A-45 satellite recovery vehicle with takeups from Itek and film supplied by Eastman Kodak
was subjected to a 30 day vacuum test at General Electric's Valley Forge facility, which it passed
successfully. However, there were components in this test that were questionable, and a series of
modifications were incorporated to increase confidence in the SRV. These modifications were:
A. A larger recovery battery called "Dreamboat" was designed to assure ample capacity for recovery
events after 30 days on-orbit. With the failure to recover the first J-1 capsule, the Dreamboat battery was
incorporated in all succeeding J-1 systems .
although the parachute was packed solidly on the ground, it might grow under vacuum conditions. This
expansion of the parachute under vacuum was never realized, but the added space under the parachute cover
was invaluable in assembly methods of the parachute and in aiding the aircraft during recovery operations.
After this modification, the CORONA Program never had a failure of cover/parachute ejection.
C. Early in the CORONA Program, a mechanical timer was installed to back up the regular recovery
programmer for either recovery or destruction of the SRV through re-entry heating if proper re-entry trajectory
had not been achieved. This timer, manufactured by Raymond, proved unreliable. Because of close
tolerances and adjustments, Raymond could not produce them in their regular manufacturing shops but had
to fabricate and assemble them in a model shop and could not meet schedules. The new Hayden Timer,
incorporated by GE, was successful.
D. Redundancy signals in the thrust cone modules, thrust cone "all-fire" modifications, and a
conformed coating over all parts and boards in the SRV programmers for protection against shorts during
ascent vibration were also incorporated.
A most interesting, but unorthodox, recovery occurred in April 1964 on Mission 1005 with the assistance
of many Venezuelans . This story is told in some detail in Volume I.
At the beginning of the CORONA Program, the SRV was produced as a subcontract to Lockheed. Many of
the parts in the recovery vehicle, especially those that were peculiar to the photo reconnaissance mission,
were designed, produced, and installed at the AP Facility. These included the device that cut the film and
sealed the capsule before ejection, the sink and drain valves, the J-1 swing down ballast, the tunnels that
shielded the film as it transferred from the camera to the capsule, and the nozzles and valves of the cold
gas spin/despin system. In 1965, these devices continued to be manufactured at AP; however, with the
implementation of the J-3 system (the VJ-SRV contract), these were shipped to GE for installation as part of
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be installed in the capsule at AP.
The J-3 system design and development also resulted in several major new features in the SRV:
A. Although the Dreamboat battery had a good reliability record, it had deficiencies. After it
was charged, its Ltfe was limited, and launch delays due to other problems could cause replacement. This
was a major effort since the entire CORONA system had to be disassembled, the SRV disassembled, the
battery replaced, the system reassembled, the camera system retracked, and the entire command and control
sequence reverified. Since the J-3 system was to have a long storage life, the use of this battery was a
limiting item. GE designed and developed a squib activated battery that could stay in storage for up to three
years and be activated on-orbit before the recovery sequence. This battery was used throughout the J-3
Program without a failure .
B. Due to the incorporation of a recoverable tape recorder in the J-3 system by Lockheed, a new
inflight disconnect system was developed which resulted in an increase in the number of wires that could be
utilized across the interface from 55 to 61.
C. The recovery programmer was repackaged and the parachute delay sequence in the programmer
reduced from 35 to 26 seconds. This allowed the drogue chute to be ejected at a higher attitude in order that
the heavier (J-3) capsule could be stabilized before main chute deployment.
E. The thrust cone on the SRV had been held on by two explosive bolts that were non-redundant.
Engineers had not been satisfied with this type of separation since a failure in one bolt could cause loss of
a mission. The bolts were replaced by a more reliable separation guillotine/cable device in which parallel
gyro devices were incorporated.
the previously supplied plastic cover.
G. The swing down ballast used on J-1 was replaced with a fixed ballast on the J-3 SRVs.
In 1968, with the extension of the J-1 and J-3 Programs, shelf life became a problem, and six J-1 SRVs were
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A.
MK I -
Mouse
B .
MK II -
Primate
C.
MK IIA -
CORONA C Series
D.
MK IV -
CORONA C, C', and C"'
E.
MK V' -
ARGON, LANYARD, and CORONA M and J Series
F.
MK IID/IVD -
DISCOVERER XIII (Diagnostic)
A photograph of an SRV from each of the CORONA systems is shown in Figure 1-5. The last capsule
returned for defilming prior to shipment to the Air Force Special Projects Production Facility for processing
and duplication is shown in Figures 1-6 and 1-7. Table 1-1 outlines the evolution of the SRV and parachute
design and development.
System Subsystem Component
Environmental
Control
MK II (Biomedical) Recovery Electrical Changes to accommodate new payload and
Heater
Thermostats
Insulation
Coatings
MK IIA to MK IID Orbit Ejection Spin/Despin Changed from solid rocket spin and despin
units to cold gas nozzles, pressure
bottles , and explosive valves
Electrical Changed to accommodate new spin/despin
harness components as well as diagnostic circuits
Re-entry Electrical Changed to accommodate diagnostic
harness circuits
Recovery Capsule Changed to accept diagnostic payload in
structure place of scientific experiments
Antennas Changed from flexible stub to folded dipole
type
Electrical Changed to accommodate diagnostic
harnesses circuits
Environmental Heater
Control Thermostats
Insulation
Coating s
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Svstem Subsystem
MK IIA to MK IID Payload
MK IID to MK IV Orbit Election
Thrust cone
structure
Retro switch
Control modules
Electrical
harne s s
Heat shield
structure
Election
pistons
Electrical
harness
Capsule
structure
Recovery
programmer
Recovery
battery
G-Switch
assembly
Flashing light
controller
Pressure
control valves
Changed from film recovery to diagnostic
package (sensors, T/M, tape recorder)
Design changed from TE 236A to improved
TE 236B
Change from single to double unit
Changes in construction and components
Changes to accommodate component
modification
Changed from all P/G shield to P/N ablator
with P/G structural liner; changes to
internal structural rings
Design improvements to increase parachute
cover
Changed to improve disconnect between
capsule harness and shield harness
Major redesign to accommodate new payload
and to improve structural strength
Major redesign to achieve compatibility
with new capsule structure
Design changed from pyro-actuated
mechanical timer to redundant solid state
timer
Changed from decentralized to central 14
volt power supply for recovery functions
Changed from single to multiple accelero-
meters for redundancy; changed vendor from
Inertial Switch to Magnavox
Changed from CW beacon with integral 6 volt
power pack to pulsed crystal-controlled
beacon
Design change and vendor change from MSVD
to Sonex
Changed from folded dipole to rigid stub
design
Design change and vendor change from MSVD
to Sonex
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Environmental
Control
MK IV to MK V Orbit Ejection
Re-entry
Recovery
Pressure control
valve s
Ejection
programmer
Heat shield
structure
Changes to all harnesses because of change
to central power supply and changes to
components of recovery subsystem
Changed from diagnostic package to film
recovery
No major changes except revision to
MK IV harness
No major changes except revision to
MK IV harness
Changed to employ added pressure control
valves
Design changed; vendor changed from Sonex
to ACR
Reverted from MK IVD {diagnostic) to MK IV
harness
Changed from 70mm width CORONA film
package to 5 inch ARGON film package
Changed design and changed vendor from
Tavco to Menasco
Changed housing design and time interval
from spin-up to retrofire
Redesigned forward and aft guides; changed
P/N layup
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TABLE 1-1 (CONT'D)
Component
Parachute Major design change
cover
Electrical
harnesses
Heaters
Thermostats
Insulation
Coatings
Capsule
structure
Parachute
cover
Electrical
harnesses
Heater
Thermostats
Insulation
Coatings
MK V to MK VA Orbit Ejection Spin/Desiin
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Recovery Changed to provide higher altitude parachute
programmer deployment and to make compatible with
destruct timer
Environmental
Control
Flashing light Redesigned to give increased output and
controller reliability
Backup timer Added this component to the subsystem
Pressure control Decreased number of valves and relocated
valves the remainder
Parachute In succession, the following changes were
made: (1) from 24 ft single to 30 ft dual
chute, (2) increased size of drogue chute
to 6.9 ft, (3) changed main chute to ring-
slot type
Parachute Redesigned attachment means to permit
cover ejection with 3 of 4 pistons operative;
increased spare available for parachutes
Electrical Changed to accommodate other subsystem
harness changes
Capsule cover Design change to suit new pressure valve
arrangement
Recovery Changed from 5 amp-hr battery to 8 amp-hr
battery battery (with contoured envelope) on
vehicle intended for 30 day orbit
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Changed to improve exciter design; also
packaged separate beacon controller into
beacon housing
Changed to a dual 70mm width film package
for MURAL and subsequently added an
additional 5 inch film package for DISIC
on the J-3 design
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Parachute Design and development of the MK VA Parachute Recovery System initiated on
Evolution 16 August 1961. First operational use of this system was on FTV 1123 in
March 1962.
First operational use of. a 34 second recovery timer was on FTV 1124 in April 1962.
Design and development of the MK VB-3 Parachute Recovery System on
15 October 1962. First operational use of the MK VB-3 system was on
FTV 1156 in December 1962.
First operational use of the MK VB-4 system was on FTV 1165 in May 1963.
First operational flight with the 6.9 foot deceleration parachute was on
FTV 1615-1 in May 1965.
First operational use of the MK VC Parachute Recovery System was on
FTV 1634-1 in May 1967.
First flight with the 26 second recovery timer was on FTV 1641-1 .
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The First J-3 Capsule (Sep 1967) Examined by
W. Cottrell and J. Nemer-Kamer
TOP SECRET
1-15
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Film Suitcases Used to Carry the Exposed Film from the Defilming Site in California to
A1'SPYF', Westover AFB, Massachusetts
Ue[_il~tin;; 'I'c~~_rn ~iPtc~ C:~ mplc~tion of'Cheir f,ast'Cask on Mission 1117-'L
Rear - IC. Per~yman, 'I. Barnes, k, Boettcher, 11. Garza, II. Rochetta
,'_ ntt: - W~~nclt, I.. Mar, P. t~onahue
Figure 1-7 TOP S E C R E T
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The functions of the satellite recovery vehicle (SRV) are to provide: (1) a structural, heat resistant nose
cone section for the launch vehicle; (2) a thermal and light protection for the inner capsule which collects and
stores the film during orbital operations and re-entry; and (3) a separable re-entry vehicle (RV) with
appropriate subsystems to de-orbit the film capsule and protect the film until it can be recovered, transported,
and downloaded. Figure 2-1 presents a picture of a CORONA J-3 SRV.
The SRV characteristics changed over the life of the CORONA Program as initial thrust, camera systems,
and film loads changed. Table 2-1 lists the data which characterizes the SRV used with the J-3 camera system.
TABLE 2-1
SUMMARY OF J-3 CAMERA SYSTEM SRV CHARACTERISTICS
Separation weight
Re-entry vehicle weight
Suspended weight
Hypersonic ballistic coefficient
Total impulse (retrorocket)
Rate of descent (at 10,000 feet)
Aerial recovery (JC-130)
Water recovery flotation period
Reliability
j-3 panoramic film recovered
DISIC film recovered
Specification
414 pounds maximum
323 pounds maximum
120 to 217 pounds (nominally 215)
68 pounds/ft2 maximum
10, 500 pound-seconds + 3 percent
28.5 feet/second maximum
15 , 000 foot altitude maximum
135 knots air speed maximum
55 to 95 hours
.984 (each SRV)
80 pounds (40 pounds/SRV)
11.3 pounds
The SRV configurations used with the J-1 and the J-3 systems are illustrated in Figure 2-2. Figure 2-3
is a drawing of the SRV which identifies the mayor SRV assemblies. These major SRV assemblies are then
portrayed in detail in Figures 2-4 through 2-9. The configuration used in these figures is the MK V (Series
800) which was designed and produced for the CORONA J-3 system. Figure 2-10 presents pictures showing
the assembled SRV without the retrorocket and the SRV with thrust cone, thermal cover, and parachute removed.
In view is the capsule cover showing the pan and DISIC film cutter/sealers, the flashing light, and the
electrical disconnect.
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xecovery~
Capsule
Recovery
Battery
Capsule
Cover
D e s pin/Spin
Nozzles
Ejection
Programmer -_'~
Antenna
(2 places)
Parachute
Telemetry
Battery
Fixed
Ballast
Retrorocket
Explosive
Bolt
Thrust
Cone
Test Plug
- Thermal
Cover
Forebody
Recovery
Battery
Tape
Recorder
Telemetry
Component
Recovery
Tray
Payload
(main)
TOP SECRET
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Thrust Cone
O
Thermal Cover
Parachute
Capsule Cover
Capsule
Forebody
TOP SECRET
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1 , Thrust Cone
2, W1 Harness
3 , Thrust Cone Programmer
4, Baroswitch
5, lAl8 Diode Module
6 , lA2 6 Arm Module
7, 1A27 Transfer Module
8 ~ lAl S Thermal Relay Module
9, 1A19. Thermal Relay Module
10. Thermal Batteries (2 ea)
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11, Thrust Cone/Capsule Discomzect Squibs
12 , Thrust Cone/Porebody Explosive k3olts
13, Spin Valve Squibs
14 , Despin Valve Squibs
15. Retrorocket Igniter
16. Retrorocket
17. Cold Cas Spin/Despin System
a. Spin and Despin Pressure Boiales
b, Spin and Despin Squib Actua~-ed Valves
c, Spin and Despin Nozzles
d. Spin and Despin Tubing Assemblies
e, Spin and Despin Bottle Mounting Brackets
18, SRV Separation Switch Actuating ~3rackets
19, Temperature Sensors
20. Separation Springs
TOP SECRET
25X1
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CC~RON1l HISTOiZY
Volumc IV
25X1
~'i~3ure 2-5 TOP SECRET
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 Approved For Release 20@/~F~DP89B00980R000500100001-8
CORONA HISTORY
Voaumc IV
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25X1
 Approved For Release ~~~~~i~RDP89B00980R000500100001-8
CORONA HISTORY
Volume IV
1. Cover
2, Main Watcrseal Assembly
3, SI Watcrseal Assembly
4. Ascent Valve
5. Vent Seal Assembly
6. Flashing Light Assembly
7. W8 Watcrseal Cable
8. W12 Watcrseal Cable
9. W4 Interconnect Cable
10. Capsule Cover Retaining Rir r,s
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25X1
 Approved For Release 2Q(~/p7~C~~RDP89B00980R000500100001-8
CORONA HISTORY
Volume IV
1 , Capsule
2. TM Antenna Assembly
3. Beacon Antenna l~:~ :cmbly
4. W2 Harness
5. W10 Beacon P,ntc ina Cable
6 , W 11 TM Antenna Cable
7. 2A14 Waterscal Nit~dule
8, 4A5 Thermal I:ela r Module
9. F'M/ FM TM Assn mbly
10. TM Battery
11, Recovery Battery
12. Recovery Tray Assembly
a. Recovery Programmer
b. Beacon Assembly
c, Destruct System Timer
d, flashing Light Controller
c. "G" Switch Assembly
13. Research Payload Bracket
14, TM Battery Bracket
15. Recovery Battery Bracket
16. Sink Valve
17. Drain Valve
18. Flotation Ballast
a. Cable Cutter
b, xcsearch Payload
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25X1
 Approved For Release 2~~d0a1~RDP89B00980R000500100001-8
CORONA HISTORY
Volume IV
1. Ablative Shell
2. Piston I',jectors
3. Piston L'jector Squibs
4, Piston Cjector Nlountinq Hardv~a c
5. Capsule Uuides
6. Ballast Arming Line (Not Visible?
7. W5 Ilarness
8 . 4A3 Ilarness
25X1
Figure 2-s TOP SECRET
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C(~RONI1 IITSTORY
Volume IV
Figure 2-10 TOP SECRET
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 Approved For Release 20/~~P89B00980R000500100001-8
CORONA HISTORY
Volume IV
The J-3 SRV is an integrated composite of equipment supplied by a group of associate contractors with AP
as the systems integrator. The Forebody, capsule, and thrust cone were supplied by General Electric. Itek
and Fairchild provided the film takeup cassettes. Lockheed provided the tape recorder, telemetry system with
TM battery, the parachute recovery subsystem, the MAIN and DISIC waterseals, and the spin and despin
valves and pyro squibs for the cold gas spin system. The waterseals and the spin valves were acceptance
tested at Lockheed and then shipped to GE for installation in the SRV. When received at AP, all equipment
was considered as government furnished equipment (GFE) . AP installed, assembled, and integrated all
interfacing subsystems, and tested and integrated the SRV as both a self contained system and as an
integrated subsystem of the j-3 system.
The SRV is described below under the following categories: (1) the orbit ejection system, (2) the recovery
capsule and equipment, (3) the Forebody, (4) the parachute, and (5) the parachute cover.
The thrust cone is a truncated, aluminum structure upon which the components performing the orbit
ejection functions are mounted. These functions in operational sequence are:
A. Separation of the re-entry vehicle from the system by pyrotechnically released pin pullers in
conjunction with spring pushers.
B. Spin-up of the SRV producing a roll rate of 55 to 65 rpm under conditions of maximum roll inertia.
C. Thrust generation to produce the orbit ejection velocity increment. The thrust must be sufficient
to impart a nominal velocity along the thrust vector of not less than 800 feet per second for nominal mass
conditions. Retro ignition occurs approximately 6 seconds following disconnect.
D. Despin of the RV slows the spin rate to yield a residual spin of approximately 9 rpm to
distribute re-entry heat uniformly over the surface of the Forebody. The despin operation requires less gas
than the spin operation.
E. The thrust cone is then jettisoned approximately 18.25 seconds after disconnect.
The spin system is composed of a gas reservoir, a pyrotechnically actuated valve, and two nozzles
which are located diametrically opposite each other and similarly pointed in a direction to allow the gas to
spin the RV in an axial, counterclockwise rotation. The spin tank reservoir is a welded, stainless steel
sphere with a burst pressure of 7,000 psi gas pressure. The flight tank is filled with a combination of gases
to a working pressure of 3,000 psi. The physical characteristics are:
A. The bottles are 5 inches in diameter. They are filled with 89 percent nitrogen, 10 percent Freon,
and have a trace of helium (1 percent) for leak detection purposes.
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CORONA HISTORY
Volume IV
B. Gas weight per bottle is .65 pound.
C. Specific impulse = 59.5 lb secs
lbs of gas
D. Total impulse = 59.5 lb secs x .65 lb = 39 lb sec
lbs gas
The despin system duplicates the spin system except that the nozzles are pointed in the opposite direction
to effect a clockwise spin and are located 90 degrees from each spin nozzle. The despin tank has a working
gas pressure of 2,400 psi.
The retrorocket is a solid propellant rocket which imparts a thrust of 1, 000 pounds for approximately 10
seconds' duration. The purpose of the retrorocket is to decelerate the RV. The rocket fuel is polyurethane,
the oxidizer is ammonium Perchlorate, and the igniter is composed of boron pellets. The physical
characteristics are;
A. Total packaged weight is 63 pounds.
B. Burn time is approximately 8 seconds.
C. Propellant weight is 40 pounds.
D. Specific impulse = 260 lb secs
lbs
E. Total impulse = 260 lbbscs x 40 lbs = 10,400 lb secs
F . Average thrust = 1,136 lbs
G. Maximum thrust = 1 , 609 lbs
The ejection programmer is a solid state electrical timer which feeds precisely timed electrical impulses
to the spin/despin system, the retrorocket, in-flight electrical disconnect, and the thrust cone retainer
pyrotechnics (guillotine) which, with the aid of four separation springs, collectively effect separation of the
orbit ejection subsystem from the recovery vehicle.
The capsule is adome-shaped, spun aluminum structure, see Figure 2-8. It is plated with gold for thermal
purposes and has a sink valve to allow it to sink if the capsule is lost at sea. The capsule houses the
following components and subassemblies:
A. The main takeup cassette and its mounting hardware.
B. The DISIC takeup cassette and ancillary hardware.
C. A tape recorder.
D . The recovery equipment . A remotely activated 5 ampere-hour battery powers the recovery
equipment (except the telemetry subsystem) by providing a voltage output of 14.8 to 17.0 vdc at .7 to 1.2
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CORONA HISTORY
Volume IV
amperes load from each of two batteries housed in one stainless steel envelope. These batteries furnish
power from shortly prior to separation to a minimum of ten hours after water impact. This power also is used
to eject the parachute and to operate the recovery aids, a flashing light, and a radio beacon transmitter.
E. The telemetry (TM) subsystem recovery event data is transmitted to the ground stations by a
telemetry transmitter. The telemeter system consists of three VCOs, one each for IRIG channels 7, 9, and 11;
an accelerometer with a range of + 5 G; and a 1.5 watt transmitter on a frequency of 228.2 megacycles. The
TM system is powered by a single silver-zinc battery having a nominal 28 vdc rating and a minimum capability
of .6 ampere-hours. The power duration specification is a minimum of 30 minutes. The battery is remotely
activated by the command, ARM 1.
F. A backup electronic timer Initiates a DESTRUCT command in the event a malfunction prevents
successful re-entry prior to 1,500 seconds after ARM command. The timer bypasses the RETRO command and
sends another command (called SEPARATE) to the thrust cone and parachute system. This command sequence
serves to disallow a successful re-entry by providing sufficient drag force which would result in burning up
the RV.
G. The recovery beacon transmitter is a VHF unit which operates on a carrier frequency of 225
megacycles ? .O1 percent. Power is supplied by the recovery battery. The signature is a unique, variable
pulse rate frequency signal. The purpose during descent and/or water impact is to provide a recognizable
sound to the search craft until the capsule is visually sighted and retrieved.
H. The flashing light is a backup recovery aid used to assist recovery crews in locating a capsule
at night. The light is omnidirectional above the horizon and is designed to be visible at sea on a cloudless
night by a search plane five miles away flying at an elevation of 10,000 feet.
I. The recovery programmer is a solid state timer which issues electrical commands through a variety
of time delay/relay activities, initiating the events subsequent to the orbit ejection sequence. These events,
known as the recovery events, are: (1) ejection piston gyro-actuated, (2) flashing light energized, (3) parachute
sequence, and (4) backup timer energized.
J. The inertia switch module is comprised of a bank of four viscous damped 3 G inertia switches ,
any two of which must operate. The purpose of these switches is to provide a time delay between orbit eject
and recovery events using the re-entry dynamics properties to trigger the recovery programmer.
K. Water seals are installed on the capsule cover for a twofold purpose: (1) to cut the main camera
and DISIC films and (2) to seal the capsule from light, water, and other contaminants.
An independent source of electrical power is provided in each RV to support orbit ejection and separation
of the thrust cone. This power is provided by dual thermal batteries, each capable of supplying loads up to 25X1
9 .0 amperes at 31 vdc for a minimum period of 20 seconds .
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..~ I
 Approved For Release 200~~O~E~~~P89B00980R000500100001-8
CORONA HISTORY
Volume IV
The purpose of re-entry and recovery is to accomplish the atmospheric re-entry of the recovery vehicle (RV)
and the subsequent air snatch or water retrieval of the capsule which contains exposed film and tape recorded
gas jet, time word, slit width, and filter position data. The de-orbit, re-entry, and retrieval functions
comprise a sequence of events involving the satellite, the SRV, the tracking stations, and the air and sea
recovery forces.
The recovery sequence is started from the Vandenberg Tracking Station (VTS) by an ENABLE command
backed up by a command from the Kodi Tracking Station (KTS) . Normally, the trajectory of the RV is within
radar range. The recovery force aircraft are deployed to cover the computed recovery impact point in a
controlled search pattern at 10,000 to 20,000 feet altitude. The aircraft and tracking station search equipment
is tuned to the frequencies of the RV RF beacon and the Blossom TM in a method which enables determining
the position of the RV by triangulation.
The orbital parameters and the nominal free flight ballistic trajectory of the SRV are precomputed. This
data is updated and corrected for known variables shortly before the start of recovery operations. The
satellite assumes the required spatial orientation to eject the SRV in the direction for atmospheric re-entry,
upon receipt of the proper SECURE real time command (RTC) . These spatial orientations are 120 degrees for
orbit vector for primary modes and variable for Lifeboat modes. The internal events occurring in the AGENA
during the 120 degree pitchdown maneuver, together with the associated pyrotechnic events occurring in the
J-3 payload system, prepare the SRV for free-flight operation during de-orbit. Figure 3-1 illustrates desired
re-entry parameters .
The Satellite Test Center (STC) located at Sunnyvale is the center for mission communications, acquisition,
command, and control. Major mission decisions such as time and location of recovery, recovery initiation,
length of mission, and mission conclusion are made and transmitted from STC.
Network tracking stations (Vandenberg, Kodi, and Hula) provide velocities, and telemeterized functions
data, as well as forwarding all STC requirements to the satellite vehicles (SV). In addition to these normal
tracking station functions, the Hula, Hawaii Tracking Station (HT S) acts as the center for the RV recovery
and recovery forces. The relationship between tracking stations and the SV, SRV, and recovery forces is
shown in Figure 3-2. The recovery sequence is illustrated in Figures 3-3 and 3-4. In addition, detailed
recovery events are presented in Table 3-1.
25X1
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 Approved Fo~Releas~_2004/(x/09 :CIA-RDP>~9B0098~RD005~010000~-8
~ ~O,
(p H
W ~x
H
0
~C
25X1
MISSION
? Perigee - 85 nm
? Apogee - 210 nm
? Period - 90.04 min
RE-ENTRY PERFORMANCE
? Retro Velocity - 850 fps
? Retro Angle - 60?
?CDA-68
? Range - 1,900 nm
? Dispersions {normal)
Up range 50 - 100 nm
Down range 60 - 180 nm
Cross range + 10 nm
? Heating
q Total 27,000 btu/ft2 (limit)
o O
,~ O
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 ~ Approved Fo~Releas~ 2004/C~[/09 : C[rA-RDP>~B0098DR0005~b10000N-8
SATELLITE CONTROL FACILITY OPERATION IN RECOVERY
~t , TM ~` ,do~~
Re-entryQ~pact ~ Go~
- ~ `~
Recovery ._ ~~~HTS ~
~~
~Coniro ~ ~
~ ~
~ ~
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 25X1
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Recovery Parameters
? Chute Out - 60,000 F`t
? Aircraft - 30 , 000 Ft
? Passes Start - 15,000 Ft
NOTE: Normally four JC-130 Aircraft are used to pattern-search the Recovery Zone.
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 RECOVERY SEQUENCE OF EVENTS
sP~rv, ~eETRO ~+~ RE~NTRr ~?"`~
ESPIN
E D
SEPARATIO~IV
CHUTE COVER OFF
ORBITAL TRACK
DECEtERAT/ON CN/JTE ` ~,
DEPLOYED ~ NEAT $HtELD ~'?,
SEP~4RAT/DN
MAIN CN/!TE
REEFED DEPtDYED
NIA/N CHUTE FUtt
OPEN SO, U00 FT
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 Approved For Release 200~4~~0~~~~i~P89B00980R000500100001-8
CORONA HISTORY
Volume IV
e of
Ti
Signal Source
Signature (Requirements)
Event or
Command
m
Occurrence (sec)
Description
Origin
Destination
Vo tage Current
Duration
1
Command
Pre lift-off
Relays in programmers
Age
Recovery Program
21 .0 to 29.5 V/
10 sec max
Reset
and SRV TM are reset
Election Program
2.0 A max
SRV TM
Commands
#1 & #2
Variable
Actuation of Dimple Motor #i
SV
Dimple motors
8.0 V/4.OA
SV controlled
3
To-76 + 0.5
Activation of SRV TM battery;
SV timer
TM battery
18.0 V/10.4A
Continuous
to SV/SRV
TM starts operating
squibs
electrical
separation
ARM
Backup timer starts timing
Recovery Program
Signal
after start relay in Recovery
#1
Program is actuated
Activation of Recovery Bat #1
Recovery battery
& Bat #2 (beacon turn on
squibs
operating from Bat #1 only);
Recovery Program armed;
Recovery Program
Ejection Program armed
.Election Program
4
To-76 + 0.5
Activation of Recovery Bat #1
SV timer
Recovery battery
18.0 V/8.0 A
tooSV/SRV s
ARM
& Bat #2 (beacon turn on
electrical
Signal
operating from Bat #1 only);
separation
#2
Recovery Program armed;
Recovery Program
Election Program armed (above
Election Program
events redundant with Event #3)
5
To-L.0 + 0.5
Actuation of Dimple Motor #2;
SV timer
Dimple motors
18.0 V/9.0 A
tooSV/SRV s to
Activation of Election Battery
election battery
electrical
#1 & #2
squibs
separation
Transfer
To (for SRV)
SV/SRV electrical disconnectio
IFD #1 squibs
SV controlled
Signals
(Election Program starts Ts
#1 & #2
timing)
To + (later)
SV/SRV mechanical separation
Adapter pin
SV controlled
pullers
6
Spin
3.4 + 0.3 after
Spin initiated (Election Program
Election
Spin squibs
8.0 A per
10 ms min
Signal
electrical
starts Tr timing)
Program
election
(Ts)
disconnect
battery
7
Retro
Ts + 7.55
Retrorocket ignition
Election
Rocket igniter
4.0 A per
40 ms min
Signal
+ 0.45
(Election Program starts Tos
Program
election
(Tr)
timing)
battery
e
Despin
Tr + 10.75
Despin initiated (Election
Election
Despin squibs
6.0 A per
10 ms min
Signal
+ 0.54
Program starts the jettison
Program
election
(Tds)
timing)
battery
9
T/C
Tos + 1 .50
Guillotines actuated to
Election
Guillotines and
10.5 A per
20 ms min
Jettison
+ 0.15
release T/C-Forebody
Program
IFD #2
election
Signal
attachments; T/C capsule
battery
electrical disconnect
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CORONA HISTORY
Volume IV
TABLE 3-1 (CONT'D)
Event or
Time of
Signal Source
Signature (Requirements)
Command
Occurrence (sec)
Description
Origin
Destination
Vo tage Current
Duration
10
G Switch
3G increasing
Recovery Program timing
G
Recovery Program
Contact closure
Variable
closure
acceleration
circuits energized
Switch
G 11
3G decreasing
Recovery Program timing
G
Recovery Program
Contact opening
Variable
opening
acceleration
started
Switch
Parachute
26.0 + 1.5
Cover ejection pistons
Recovery
Piston squibs
16.0 A per
20 ms min
Cover
after switch
actuated and cover ejected;
Program
flashing light
recovery battery
Ejection
opening
flashing light on from Recovery
Signal
Bat #1; Recovery Prog starts;
Recovery Program relays reset
13
Decel
Variable
Decel parachute battery lifted
Mechanical events
parachute
from capsule main parachute;
deployed
bagline cutters initiated;
(T2)
Forebody separates from
capsule
14
Main
T2 + 10.0
Main parachute bagline cutters
Pyro delay
parachute
(+ 3.0,-1 .5)
operated; deceleration
and mechanical
deployed
parachute strips main
events
(reefed)
parachute from bag; main
(T3)
parachute deployed (reefed);
reefing line cutter initiated
15
Main
T3 + 4.5
Reefing line cutters
Pyro delay and
parachute
(+ 1.5, -1/3)
operated;
mechanical events
disreefed
main parachute disreefed
16
Air
Variable
Capsule snatched by aircraft
Mechanical events
snatch
during descent
t7
Water
Variable
Capsule impacts
impact
t8
T/C
(180-205) + 40
Guillotines (4) actuated to
Backup timer guillotines
10.5 A per
30 ms min
Jettison
secs after ARM
release T/C -Forebody
and IFD #2
recovery battery
Signal
Signal #1
attachments; T/C-capsule
from
(Event #3); max
electrical disconnect
Backup
recovery bat
(above events occur only on
Timer
activation time
malfunction of Event #9)
is 25 secs
19
Parachute
(1500-1525) + 30
Cover ejection pistons
Backup
Piston
16.0 A per
20 ms min
Cover
secs after ARM
actuated; heat shield released
timer
squibs
recovery battery
Ejection
Signal #1
(above event occurs only if
(thru
Signal
(Event #3); max
Event #12 has not occurred)
Recovery
from
recovery bat
Program)
Backup
activation time
Timer
is 25 secs
20
Search
Variable
Beacon and flashing light
10 hours after
and
operating
ARM Signal #1
retrieval
2t
Sink
48 to 96 hours
Capsule sinks (occurs only
Salt water galvanic
after water
if Event #20 is not
action in sink valve
impact
successful)
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CORONA HISTORY
Volume IV
A. The separation sequences of SRV A and SRV B are similar except that A to B transfer precedes the
SRV A separation, and the fairing ejection precedes the SRV B separation, see Figure 3-5. Both events are
initiated by the recovery ENABLE command from the AGENA, but the fairing eject gyro circuits are disabled
during SRV A recovery ENABLE. SRV A SEPARATE command fires two gyro-actuated pin pullers in the fairing
which releases SRV A from the fairing. Four spring loaded pushers in the fairing push on the rim of the thrust
cone to eject SRV A straightaway from the main satellite at a velocity of 1.0 to 2.0 fps. Spin-up of the A SRV
occurs approximately 3.4 seconds after separation. After ejecting SRV A, the satellite pitches back to the
normal nose first flight attitude, returns attitude control to the guidance system, and resumes the normal
minus 4 degrees/minute pitch rate necessary to keep the cameras pointing earthward during the B part of the
mission. Upon command, the satellite again pitches nose down 120 degrees to the proper attitude for the
SRV B separation. For SRV B separation, the second recovery ENABLE command initiates firing of three pyro-
actuated pin pullers located on the forward rim of the conic to release the fairing. Three spring loaded pushers
eject the fairing forward with a +1.5 fps velocity just prior to the start of the second 120 degree pitchdown.
The SRV B sequence is then the same as the sequence used by SRV A.
B. The SRV is spun up to 55 - 65 rpm by the cold gas spin system. Spin-up is performed so that the
SRV will provide a stable platform on which to fire the retrorocket, thus maximizing the retro force in the
desired direction.
C. The retrorocket drives the SRV aft and down from the orbiting satellite at a velocity of
approximately 850 feet per second fora 100 percent load.
D. A residual spin (10 rpm) is desirable for vacuum flight stability. This provides a predictable
atmospheric entry attitude while having a minimum resistance to angle of attack convergence prior to parachute
deployment. The SRV i,s despun by a cold gas system identical to the spin system except for a bottle pressure
of 2,400 psi. The bottle pressure of the spin system is 3,000 psi.
E. The RV during descent begins to decelerate as the air becomes more dense. This deceleration
increases from 0 through 3 Gs, up to a maximum of 10 Gs, at which time it begins to decrease and attains
3 Gs for the second time. When a deceleration of 3 Gs is attained the first time, the G switches close,
arming the recovery timing circuit. When a deceleration of 3 Gs is attained for the second time, the G switches
open, starting the recovery sequence. In this manner, it is possible to assure parachute deployment at the
proper RV altitude and velocity. A representative curve of altitude versus G level is shown in Figure 3-6.
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CORONA HISTORY
Volume IV
25X1
Figure 3-5 TOP S E C R E T
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CORONA HISTORY
Volume IV
26 Set nds
Chute Out
2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0
"G" Levels (Gs)
25X1
Figure 3-6 TOP S E C R E T
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CORONA HISTORY
Volume IV
F. Figure 3-7 presents the parachute sequence and nomenclature. At approximately 60,000 feet the
parachute cover pistons release the cover. As the released cover is carried away by the airstream, a
connecting lanyard deploys the deceleration parachute. The deceleration parachute actuates the bagline
cutter, and 10 seconds later the deceleration parachute is released and the main parachute is deployed, but
reefed. The main parachute actuates two parallel, four second delay cutters connected to the reefing lines ,
which initially prevent full deployment in order to prevent excessive loads caused by deceleration. As these
lines are cut, the parachute is fully deployed.
G. Normally, the aircraft sights the descending capsule with ample time to perform an air catch.
Four Lockheed JC-130 military aircraft, especially adapted for aerial capsule recovery, are used. They are
spaced at selected intervals in the planned recovery area at an altitude of approximately 10,000 to 20,000
feet. When the RV has passed through the blackout zone and the parachute has deployed, the aircraft home in
on the RF beacon. Upon visual contact, an inspection pass is made by the sighting aircraft. When the
capsule has descended to 15,000 feet or lower, a final pass is made during which the capsule parachute is
engaged by the aircraft hooking equipment. This sequence and the special equipment used for the air recovery
are illustrated in Figures 3-8 and 3-9. A pilot's view and a winch operator's view of a recovery are provided
in Figures 3-10 and 3-11. Figure 3-12 shows a successful aerial recovery. Specifications for aerial
recovery are 400 to 15, 000 feet mean sea level (FMSL) , 120 to 131 knots indicated air speed (KIAS) , 80 to
3 , 000 pounds recovery weight, and 1 , 100 nautical miles recovery range .
..~,~gr~v~t~
H. Should the aircraft fail to be recovered by air, the capsule is designed to descend and remain
afloat for a minimum of 48 hours. In 48 to 85 hours the capsule will sink due to the action of an electrolytic
sink valve located in the bottom of the capsule. During the time interval mentioned and if the conditions of the
sea permit, the capsule may be retrieved by "frogmen" from the tracking vessel with equipment parachuted
into the impact area. The tracking ship is a naval communications type vessel which functions similarly
to the fixed tracking stations.
25X1
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 ~ Approved Fob Release 2004/([!/09 : CAA.-RDPS9B0098bR0005~D-10000b-8
1. Cover
Ejects
2. Deceleration Chute
Deployed and Heat
Shield Separates
3. Bag Line Cutters
Fire and Separation
Starts
Main
jChute
Suspension
Line s
Outer
Bag
~~
4. Main Chute Being
Deployed
5. Main Chute
Reefed Open
6. Main Chute
Fully Open
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Rate of Descent & Downtime
Versus Altitude
5 10 15 20 25 30 35 40 45 50 55
Rate of Descent (ft/sec)
2 4 6 8 10 12 14 16 18 20 22 2426 28
Downtime (minutes)
Aircraft Rigged & Ready for
Inspection Pass at 15,000 Ft
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Ir--- 21 Ft --*i
Forward-Looking View
~ __~
,~- Recovery Boom
(Pick-Up Position)
\~- Fairlead
? 400 to 15,000 FMSL
? 120 to 131 KIAS
? 80 to 3,000 Lbs
? Range 1,100 NM
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CORONA HISTORY
Volume IV
TOP SECRET
/1 P'ILOT'S VIF,W OF RECOVERY
TOP SECRET
3-1.5
25X1
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CORONA HISTORY
Volume IV
Figure 3-11 TOP SECRET
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25X1
 Approved For Release 2004/07/09 :CIA-RDP89B00980R000500100001-8
25X1
~3 ,~.. H
,ti .~ ~+~ b
P
y
~A ,' ~ ~
n ~; A
..
....
,. _ ..?
Sd , : _ . _ ~
Cif - -- -. Cr!
y y
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CORONA HISTORY
Volume IV
SECTION IV
RE-ENTRY VEHICLE PERSONNEL AND DEVELOPMENTAL TESTING
The CORONA Program served as a part of our Nation's national defense structure under four Presidents--
Eisenhower, Kennedy, Johnson, and Nixon. The General Electric personnel involved in the re-entry system
development were a' maior part of the success of CORONA. Credit for the achievement of that success and
the Central Intelligence Agency, the United States Air Force, and the United States Navy; and many sub-
contractors. Program managers and project engineers at General Electric for the CORONA Program were as
follows:
A. GE Program Managers
I. Clausen
j. Katzen Jun 1959 -Dec 1959
E. A. Miller Jan 1960 -Apr 1961
J. H. Baker May 1961 -Feb 1972
W. J. Ward (acting) Feb 1972 to completion
B.
Military Space Re-entry Program Managers
Mark Morton
1958 - 1963
Vaughn Nixon
1963 - 1968
Vic Boccelli
1968 - 1969
Ordway Gates
1969 - 1972
C.
Howard Jones
Project Engineers
1972 to completion
D. Rossman, R. Singer
1958 - 1959
W. E. Brunschwyler
1960 - 1961
A. A. Little
1959 - 1961
W. j. Ward
1962 - 1968
Al Fiumara
1963 - 1965
Chuck Leonard
1966 to completion
Ed LaMarch (specialist)
1965 - 1969
25X1
TOP SECRET
Government personnel from 25X1
NRO
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CORONA HISTORY
Volume IV
Figures 4-1 and 4-2 are pictures of some of the key managers and staff members involved in the develop-
ment of the re-entry systems for this program. Mr. John Baker, May 1961 -February 1972, was involved in
more development on this system than any other General Electric manager. A photograph of some of the
members of the early design team is presented as Figure 4-3.
Because of the need for more space and the security requirements involved in developing a satellite
capsule that could withstand the conditions of atmospheric re-entry, General Electric purchased a building
at 32nd and Chestnut Street in Philadelphia, Pennsylvania. This building was converted from a former Great
Atlantic and Pacific Tea Company (A&P) warehouse into the Re-entry & Environmental Systems Division.
Figure 4-4 presents a picture "before" and "after" the transformation.
Figure 4-9 shows two pictures of the Mark V {MK V) satellite recovery vehicle. The upper picture shows
the capsule open and ready for functional tests while the lower picture is a completely tested SRV ready for
installation into the payload.
Figure 4-11 shows a picture of the first object orbited in space and recovered according to plan. This
object was the DISCOVERER XIII satellite recovery vehicle. The DISCOVERER XIII was a diagnostic flight
without camera and film. The capsule which was recovered from the ocean on 11 August 1960 is on display
at General Electric's Re-entry & Environmental Systems Division.
25X1
TOP SECRET
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CORONA HISTORY
Volume IV
TOP 5ECRET
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25X1
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CORONA HISTORY
Volumc IV
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25X1
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CORONA HISTORY
Volume IV
25X1
1'ic~urc 4-3 TOP SECRET
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CORONA HISTORY
Volume IV
l'ic~ure 4-4 TOP SECRET
25X1
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CORONA HISTORY
Volume IV
TOP SECRET
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25X1
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CORONA HISTORY
Volume IV
Figure 4-6 TOP S E C R E T
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25X1
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CORONI1 HISTORY
Volumc IV
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L'.~7urc 4-7 TOP SECRET
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CORO1VA HISTORY
Volume 1V
25X1
~'i~rurc 4-8 TOP SECRET
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CORONA HISTORY
Volume IV
~'i.dure 4-10 TOP SECRET
25X1
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(Io l wnc N
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