P65 - 10 I2l

NE
EWS RELEASE
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION
400 MARYLAND AVENUE, SW, WASHINGTON, D. C. 20546
TELEPHONES: WORTH 2-4155 -------- WORTH3-6925

FOR RELEASE: THURSDAY PM's

January 23, 1964
RELEASE NO: 63-268

NASA TO LAUNCH FIFTH SATURN

Five years ago the United States decided to experiment

in ground tests with a very large rocket having a thruct of

one and cne-half million pounds. The program later expanded

to flight "hardware" and the decision was made in late 1959

to develop high-energy liquid hydrogen propulsion for upper

stages.

That was the beginning of the Saturn program. In the

next few days, no earlier than Jan. 27., 1964, the National

Aeronautics and Space Administration will attempt to launch

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the first complete Saturn vehicle. This will be the fifth

Saturn to be fired (SA-5), the first of the Blockc II version

of the vehicle in which the second stage is live and an earth

orbital capability exists.

SA-5 is the most powerful and most heavily instrumented

rocket ever launched by the U.S.

The main purposes of the flight are to further test the

first stage (S-I), to demonstrate separation of the S-I stage

and the second stage (S-IV), and to test the function of the

S-IV propulsion system Which uses liquid hydrogen to provide

a performance more t'nan a third greater than conventional

fuels such as the one used in the S-I stage.

If all systems perform as expected, an inert payload of

38,000 pounds will be placed in earth orbit. The satellite

assembly is 84 feet long including the empty S-IV rocket stage.

It carries no scientific payload. The purpose of the flight

is to prove the operation of a complex launch vehicle being

so tried for the first time. If all goes well the upper

element of the vehicle will cfit the earth as a natural result

of the flight course, but the fact that it will orbit is incon-

sequential to the development program.

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The Saturn project is under the direction of the Asso-

ciate Administrator for Manned Space Flight, Dr. George E.

Mueller. The development operation is directed by the NASA-

Marshall Space Flight Center, Huntsville, Ala., and launchings

are conducted by an integrated team of the NASA Launch Opera-

tions Center, Cape Kennedy, Fla. and the Marshall Center.

Dr. Wernher von Braun and Dr. Kurt Debus head I'iarshall and

LOC, respectively. Chrysler Corporation and Douglas Aircraft

Company, S-I and S-IV prime contractor, respectively, will

assist in the launch of SA-5 and subsequent vehicles.

The Saturn I testing program has met with unequalled

success. Four large rockets, each generating 1.3 million

pounds thrust and weighing about a million pounds, have been

launched without notable delay and have performed perfectly.

But; the upcoming test is far more difficult than any performed

to date.

The first four missions were principally to test the

propulsion and control systems of the first stage, and the

overall structural integrity and aerodynamic design of the

complete rocket. (See "Block I Testing. ")

SA-5 will be fired following a 10-hour countdown from

Launch Complex 37B at John F. Kennedy Space Center. This

huge facility, under construction two years at a cost of $65

million, is being employed for the first time. Thus this will

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be a test of both the vehicle and the ground facility.

(See "Launch Complex 37.")

SA-5 is the fifth in a series of ten Saturn I rockets

planned. The ten are split into two groups, known as Block

I and Block II. The four Block I rockets, now concluded,had

only the boostersstage "live." Beginning with SA-5, the first

of Block II vehicles, all Saturns will have powered second

stages with the capability of placing 20,000 or more pounds

into earth orbit. Later vehicles in the series will launch

early; unmanned models of the Apollo command and service

modules. Manned Apcllos, however, will be launched only on

Saturn I's successors, the Saturn IB and the Saturn V. Other

secondary missions have been assigned to two Saturn I's.

SA-8 and SA-9 will carry large meteoroid detection satellites

with 100-foot wingspan into low earth orbit to investigate

the frequency and size of the small space-particles.

The SA-5 vehicle is 164 feet tall. It will weightabout

1,124,000 pounds at liftoff, somewhat heavier than previous

vehicles which carried water-ballasted inert upper stages.

The vehicle consists of four elements: S-I stage, S-IV

stage, instrument unit and payload assembly (Including adaptor).

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 Both the S-IV and the instrument unit are being flown
for the first time. Additionally, the S-I has been modified
and is undergoing its first flight test in this configuration.
S-I changes include:
-- The eight H-1 engines are flying at their rated thrust,
188,000 pounds, for the first time, giving the stage its
designed thrust of 1.5 million pounds.

-- The nine propellant tanks have been extended by six

feet, adding about 100,000 pounds to the usable propellant
capacity (850,000 pounds presently) and 30 seconds to burning
time.
-- Tail fins have been added for increased stability.
(For more details on the launch vehicle, see separate
piece, "SA-5 PFckground and Description,".)

Flight Sequence
The booster ignition and liftoff sequence is the same as
on previous flights. The vehicle will be held to the launch
pedestal until assurance is received that all engines are oper-

ating smoothly. Normally liftoff occurs about three seconds

following ignitioe.

SA-5 will be fired on an azimuth of 90 degrees, but during

the first few seconds will "roll into" its flight azimuth of
105 degrees. The tilt program will begin following 15 seconds

of flight. The rocket will continue to tilt until the 135th

second of flight, when it will be inclined at 6: degrees from
the launch vertical.
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 Seventy seconds following liftoff the rocket will pass

through the region of maximum dynamic pressure, when tire

forces exerted on the rockcet's structure are at their greatest.

This critical time in flight will occur about three st.atute

miles in range and eight statute miles in altitude.

Soon after the 100th second of flight there begins a

critical series of actions concerning the separation of the

two stages and the ignition of the S-IV. The primary steps

are as follows:

1. At T+107 seconds, S-IV engine hydrogen prestart flow

begins, lasting 42 seconds.

2. The S-I propellant level switches which will sense a

low level of propellant and initiate the LOX prestart sequence

in the S-IV are armed at T+133.

3. S-IV LOX prestart flow starts at T+139.

4. According to propellant utilization estimates, the

S-I inboard engines will be cutoff at T+141. The outboard

engines will be cut off by an automatic timer (program device)

six seconds later, at T+147. At S-I cutoff the vehicle will be

traveling at 6,000 statute miles per hour; the altitude will

be about 48 miles and the range about 65 miles.

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5. Within less than two seconds, these actions occur

(in the order listed): The S-IV's four solid propellant
ullage motors be in' their 3 to 4 second firing period;
separation command is given and the explosive bolts attaching
the two stages are activated; the S-I's four solid propellant
retrorockets begin their two-second firing period; the S-IV
stage engines are then ignited, at about T+149.

Some 20 seconds following S-IV ignition, the stage's

ullage rockets are jettisoned and the tilt program is resumed
and lasts until cutoff when the rocket's angle will be 107
degrees from the launch vertical. The S-IV burns to T+630
seconds, or almost eight minutes. At that time, 10-1 minutes
following liftoff, the S-IV stage and attached payload of the
vehicle ko into orbit.

At insertion into orbit, the body will be traveling at

about 16,650 statute miles per hour. Injection will occur
about 1,300 statute miles downrange from the launch site,
375 miles north of Antigua tracking station of the Atlantic
Missile Range.

The Payload
The length of the orbiting portion is 84 feet, or slightly
more than half the length of the entire vehicle. It is made
it, of the following items, approximate w*ights of which are
given:
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 Spent S-IV stage -- 14,300
Instrument Unit -- 5,200

Payload Adapter -- 4,000

Jupiter nose-cone -- 2,500

Ballast (Sand) -- 11,600

Miscellaneous -a 100

Total -- 37,700

There are several reasons why it is not possible to

forecast with accuracy the characteristics of the orbit.. or

its duration. SA-5 has no active guidance system, only a

control system. Thus the vehicle is not being guided :.nto

an exact orbit of -re-determined values. The rocket's drag

characteristics are not known. Because of these unknowns,

it is only possible to estimate that the payload may orbit

with a perigee of about 160 statute miles and an apogee of

about 400 statute miles. It should be in orbit at least

several days.

The Satellite will have an orbital period of about 93

minutes. It will probably be tumbling slowly, requiring

about eight minutes to complete one revolution end-over-end.

Under certain atmospheric conditions it may be visible to the

naked eye from earth. Its visibility will vary with altitude,

but in general terms iit will appear about the size of Venus,

the Evening Star.

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If the vehicle is launched about mid-morning, as is

presently planned, the satellite will not be visible to the

North American continent on the first evening. It should

be visible the next morning, however, to at least the southern

tier of states. Two passes would occur with possible sighting

opportunities -- at about 5 a.m. and 6:35 a.m., CST.. (Other

information on this subject will be released as soon as it

is available).

In the nose cone is a minitrack transmitter which will

be operating on a frequency of 136.995 m.c. Four temperature

measurements will be broadcast to ground stations, from the

following locations on the satellite: minitrack beacon;

stabilized platform (ST-124) mounting ring in instrument unit;

and two places on the minitrack beacon battery pack. The

system includes twelve 50-pound batteries, which should assure

operation for about six weeks.

In addition, the vehicle's entire telemetry system is

expected to operate through one orbit, providing signals which

will be tracked by other gound stations.

Aside from vehicle missions, the SA-5 flight will afford

an opportunity for a significant test of all the majorground

tracking networks of the United States, NASA, the Department

of Defense and the Smithsonian Astrophysical Observatory will

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take part in a unique global ground tracking exerfise, one

of the most extensive yet conducted. (See separate piece,

"SA-5 Global Tracking.") The Goddard Space Flight Center will

be responsible for coordinating this operation; early "quick

look" tracking and data reduction to determine orbital charac-

teristics will be conducted at the Marshall Center with

assistance from several stations.

Measuring Program

SA-5 will telemeter to the ground during flight, 1,183

measurements, as follows: S-I, 616; S-IV, 362; instrument

unit, lo9; and payload, 16. This is by far the largest

number of such measurements taken from a U.S. space vehicle.

Earlier Saturns, with only one stage live and carrying no

instruemnt units, had about 600 flight measurements.

In addition to these flight measurements, there are 201

so-called "blockhouse measurements" which are received in the

blockhouse only during countdown and are terminated at liftoff.

Generally the blockhouse measurements are a duplication on a

selective basis of the in-flight measurements, for the use

of the launch crew during countdown.

The vehicle has 13 flight telemetry systems: six on

the S-I, three on the S-IV and four on the instrument unit.

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 The telemetry systems transmit such measurements as

engine turbine temperature and propellant pump rpm; positions

of valves, temperature of engine bearings, heat exchanger

outlets, tail skirts, turbine exhaust and nitrogen pressuri-

zation tanks; pressures in combustion chambers, propellant

tanks and payload; strain and vibration throughout the vehicle;

stabilized platform position; velocity; motion of control

actuators; propellant level; battery voltages and currents;

inverter frequency, etc.

Other significant portions of the vehicle instrumentation

are the optical systems which are being carried for the first

time. Eight motion picture cameras and one television camera

will record vital functions of rocket operation. Such instru-

mentation has not previously been attempted on this scale.

(See separate piece, "Optical Systems.")

Aside from vehicle measurements, as in the past Saturn

launchings NASA will measure acoustic, vibra tion and blast

effects of the launching. A total of about 50 measurements

will be made at Launch Complex 37, elsewhere on Cape Kennedy,

on Merritt Island and on the Florida mainland up to a distance

of about 15 miles from the launch site. This program is being

conducted by the NASA-launch Operations Center.

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SA-5 BACKGROUND AND DESCRIPTION

The Saturn I rocket (Block II) consists of two stages,
an instrument unit and a payload. SA-5 is the first of
these vehicles. This configuration is capable of placing
into earth orbit about 20,000 pounds of useful payload--
in the case of SA-5, the total weight is nearly 38,000,
but this includes the spent S-IV stage, the Instrument
unit and the payload adapter, whicN .4na normal mission,
would not orbit with the payload.
In August, 1958, the Advanced Research Projects Agency
of the Department of Defense initiated the Saturn program
with the von Braun development group at Huntsville, Ala.
That group was then a part of the Army Ordance Missile
Command; by mid-1960 both the group and the Saturn
project had been transferred to the NASA.
The program grew out of studies made by the von Braun
group in 1957. Initially the objective was to demonstrate
with ground tests the feasibility of building a large
rocket using a cluster of available engines. Within
little more than a year, a flight program, including
the development of high-energy upper stages, was started.

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The Saturn I, as it is now known, has had a remarokably

successful test program to date and has led to the develop-

ment of two larger space vehicles, the Saturn IB and the

Saturn V. Now that the lunar landing program is firmed

up, it has become obvious that because of timing, scheduling

and funding considerations, the Saturn I, with its limited

capabilities insofar as the moon program is concerned,

will not be used for manned Apollo flights. NASA announced

in October that it had cancelled the four manned earth

orbital flights previously assigned to the Saturn I.

The Saturn IB vehicle used virtually the same first

stage as the Saturn I. For its second stage, it uses the

S-IVB, which develops 200,000 pounds thrust instead of the

90,000 for the S-IV. Originally the only ;use for the

S-IVB was as the third stage of the Saturn V moon rocket.

Employing it in the Saturn IB allows NASA to increase the

Saturn I payload capability by 50 per cent without the

expense of starting a new development program.

With the reshaping of the Apollo manned fights, the

Saturn I program will end with the 10th flight, according

to present plans. There will, then, be five firings after

this one. The missions of those vehicles will be to

contribute to the development of Saturn IB and Saturn V,

bp launch early, unmanned versions of the Apollo command

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and service modules (beginning with SA-6) and to place

in earth orbit large satellites (Having wingspread of 100

feet) to detect the presence and size of meteoroids in

near space (SA-8 and SA-9).

The Saturn I, with dummy Jupiter nosecone such as

is carried on SA-5, stands 164 feet tall. With Apollo

spacecraft, including launch escape system, it will be

190 feet tall. The vehicle weighs more than 1,1 mi.lion

pounds--SA-5 liftoff weight is 1,121,680 pounds.

Description

Following are the descriptions of the Saturn I stages

and instrument unit:

S-I: The first stage (S-I)ia powered by a cluster

of eight Rocketdyne H-1 engines, eachof which produces

188,000 pounds to give the stage a nominal thrust of

1,504,000 pounds. In all four previous launchings

the engines have been operated at an interim level of

165,000 pounds thrust, giving the stage only 1.3 million

pounds thrust. SA-5 is therefore the first test

of the propulsion system at its designed rating. Few
internal changes in the engines were necessary in order

to increase the performance. It was primarily a matter

of increasing the rate of flow of propellants into the

combustion chamber.

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The H-1 engine is an outgrowth of an engine which has

propelled several hundred missiles and space vehicles.

The same basic engine is used on Jupiter, Thor and Atlas

(in pairs in the latter). The H-1 burns RP-1 (kerosene)

and liquid oxygen. For its Saturn use, major changes

incorporated in the H-I include a simplified start sequence

using a solid propellant gas generator, and location of

the turbopump on the thrust chamber below the gimbal

block so that the flexible propellant lines to the

engine need carry only low level pressure propellant.

The eight H-1 engines are atta4hed to an eight-legged

thrust frame on the aft end of the vehicle, arranged in

two square patterns. The four inboard engines are

rigidly attahced and canted at a three-degree angle to

the center line of the booster. The outboard engines

are canted at an angle of six degrees and mounted on

gimbals which permit them to be turned through angles

of up to eight degrees to provide control of the vehicle

during first stage powered flight.

Nine tanks feed the eight H-1 engine. Clustered

in a circle about allarge center tank of 105 inches in

diameter (Jupiter size) are eight smaller tanks, each

70 inches in diameter (Redstone size). The center tank

and four outer ones contain liqud oxygen, while the

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remaining (alternating) four outer tanks carry the kerosene
fuel. The fuel tanks are pressurized by gaseous nitrogen
carried atop the tanks and the liquid oxygen through
heat exchanges that are part of each engine package.
The fuel tanks as well as those containing liquid
oxygen are interconnected at the base to allow the mainten-
ance of equal levels in all tanks during burning. In
case one engine malfunctions and is cut off during
flight, this arrangement permits the remaining seven
engines to consume the fuel and oxygen intended for the
dead engine. Thus, the burning time of the seven remain-
ing engines is increased and there is little loss in overall
booster performance.
The nine propellant tanks are attached at the top
by a structural member called a "spider beam." This
structure supports the S-IV stage.
The booster is 80 feet long and 21-1/2 feet in diameter.
Empty, it weighs about 107,000 pounds.
Eight of the ten S-I flight stages are being assembled
and tested by the Marshall Center, The other two S-LBts
for the Saturn IB, are being produced by the Chrysler
Corporation at MSFC's Michoud Operations, New Orleans.
The S-I has had several modificatimea, beginning
with this vehicle, the first of the Block II design.
Following isa summary of the more important changes:

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1. Full Thrust--As previously mentioned, the H-i

engines are flying at their rated full thrust for the first

time, giving the booster 1.5 million pounds,

2. Longer Tanks--The maximum burning time of the

stage has been extended by about 30 seconds as the result

of elongating the nine propellant tanks. They now hold

850,000 pounds of usable propellant instead of 750,000,
having been extended by about six feet. The overall
length of the booster was changed from 81.6 feet to 80,2

feet--the area above the S-1 tanks where instrumentation

was formerly carried has been eliminated. The S-IV

stage now pits directly upon the spider beam, and the

instruments once carried in this area have either been

moved to the instrument unit or relocated to the two

small instrument compartments above two fuel tanks.'

3. Fins--Fins have been added to the tail section to

increase stability. Four large fins--each having approx-

imately 120 square feet of area and extending out about

nine feet--are attached to the S-I stage thrust structure

at 90 degree intervals around The circumference of the

tail section. Four stub fins--each having some 50 square

feet of area--are attached to the thrust structure at

90 degree intervals midway between the larger fins.

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The fins provide aerodynamic stability to the vehicle
and eight attachment points to arms which hold the vehicle
to the launch pad until it is assured that all engines
are operating properly. Three of the stub fins also
provide enclosures and attachments for exhaust duct
assemblies which allow chilldown hydrogen from the S-IV
stage to be dumped overboard.
4. LOX-SOX Disposal System--The liquid oxygen-
solid oxygen disposal system prevents unintentional
detonation of cool-down LOX, SOX, or both, which falls
from the thrust chambers of the S-IV stage engines during
the chilldown period prior to S-I/S-IV stage separation.
Gaseous nitrogen (GN2) is channeled from storage tanks
through six dispersal manifold rings into the RL-10
thrust chamber areas. This GN2 .keeps the liquid oxygen
from freezing during chilldown and allows the gaseous
oxygen to escape into the atmosphere.
5, Hydrogen Vent System--The purpose of the hydrogen
vent systemis to remove the chilldown hydrogen which begins
to flow through the S-IV stage plumbing approximately
40 seconds prior to S-I/S-IV stage separation. The
hydrogen exits the S-IV stage through three 12-inch-
diameter ducts which lead down the sides of the S-I/S-IV
interstate at 90 de-rees around the S-I stage in line
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with stub fine II, III, and IV. The ducts exit through
these three stub fins, thus leading the hydrogen completely

away frDm any explosive environment and duraping it into

the edge of the jetstream.

6. S-I Fuel Pressurization--This system, originally

having as storage vessels 48 small fiberglass spheres,

now has two steel tanks. The 20 cubic foot tanks provide
gaseous nitrogen for maintaining tank pressure during

the flight.

7, Feed Lines Modified--Propellant feed lines have

been modified in the boattail area. In earlier versions

of the S-I stage, LOX was piped from the center tank through
the outside tanks and in turn to the engines. A sump
assembly has been welded to the bottom oL each tank with

flanges nor interconnect lines welded to the sump. A

Y-arrangement now carries propellants from both the center

tank and the other tanks to the engines. This arrange-

ment gives better utilization of the propellant and better

performance.

8. Structural Changes--Ihe outriggers of the thrust

structure have been modified. The Block I boosters had

beam outriggers while SA-5 has beam and panel outrigger

assemblies. These improved structures accommodate the fin

supports.

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A second stage adapter assembly has been changed.

The adapter is siow covered Wy a seal plate. The seal

plate keeps hydrogen and oxygen used in S-IV chilldown
from accumulating in areas between the S-I tanks. This
plate eliminates explosive lizards in the S-I stage

which could be caused by the escaping propellants.

the Second S§aze

S-IV--The second stage of the Saturn I is the S-IV,

which is powered by six Pratt and Whitney RL-10A3 engines,

each developing 15,000 pounds thrust for a stage thrust

of 90,000 pounds. The stage burns liquid hydrogen and

liquid oxygen, a high-energy combination which gJves a

performance more than a third greater than conventional

fuels. The use of the super-cold hydrogen (it boils at-

-423 degrees F) presented several unique problems, the

solutions to which represent a considerable advancement

in the art of rocketry.

The S-IV, being flown for the first time, is 18-1/2

feet in diameter and 41 1/2 feet long. Its dry weight

is about 1 3 0500 pounds and it is designed to carry

100,000 pounds of propellant--enough for a normal operation

time of about eight minutes,

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Douglas Aircraft Company's Mifiiles and Space Division
was awarded to S-IV development contract in July, 1960.
Major design and manufacturing is done at Santa Monica,
while static testing is done at Sacramento.
The RL-10 engine is the country's pioneering hydrogen
power plant. Its design was begun by Pratt and Whitney
Division of United Aircraft in 19588 Although it underwent
its first in-space operation late in November, 1963, it
has been ground tested to an musual degree and has been
shown to be . very reliable engine in these tests. The
engines functioned perfectly in their one (Centaur) flight.
STRUCTURE--The stage is a self-supporting structure
that is designed to permit ground handling without
pressurization. Liquid o;ygen-liquid hydrogen (LOX-LH2 )
propellantE. are stored in two tanks containing a combined
usable propellant capacity of 100,000 pounds.
The oxidizer tank aft dome forms an integral part of
the engine thrust structure. The engine thrust structure
provides a mounting surface for electrical and mechanical
components. To protect these components from the heat of
the engine combustion gases, a base heat shield is installed
between them and the engine exit planes. An aft interstage
assembly provides a means of attachment to the S-I stage.

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An inflight, S-I/S-IV, separation plane is lo-cated between
the aft skirt asserbly and the aft interstage assembly.
In general the S-IV stage is composed of the following:
airframe, electrical power system, flight control system,
propulsion system, hydraulic system, instrumentation
system and flight termination system.'

DESIGN HIGHLIGHTS--Unusual techniques used in S-IV

include a common bulkhead separating the hydrogen-oxygen
tanks, internal insulation in the liquid hydrogen taak,
a helium heater, storing helium gas in titanium bottles
immersed in the liquid jydrogen fuel and use of a unique
system to control propellant depletion.
One of the advanced techniques employed in the S-IV
is the design of 'he common bulkhead separating the large
liquid hydrogen tank from the smaller liquid oxygen tank.
Two aluminum domes, with fiberglass honeycomb bonded to
each dome to form a rigid "sandwich," provide high
structural strength and an insulation barrier betwieen the
propellants. The common bulkhead insulation minimizes heat
losses from the UIX--at 297 degrees F--to the LH2--at -423
degrees F.

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The extremely low boiling point of the liquid hydrogen

requires that the fuel tank be insulated to minimize loss

through boil-off. A decision was made early in the S-IV

program to use interaallinsulation - a new concept in tank

design. Materials, particularly adhesives, were developed

that could withstand the temperature. The interior of the

tank is machine-milled in a waffle-like pattern, similar to

that of the Thor rocket, for weight relief.

Helium gas which pressurizes the liquid oxygen tank

during flight is stored at liquid hydrogen temperature to

take advantage of the resultant large wtight savings. The

titanium bottles, in addition, have improved material pro-

perties at this super low temperature.

The helium is passed through the helium heater to raise

its temperature and expand it prior to introducing it intb

the liquid oxygen tank.

A capacitance probe system was developed to help insure

that the liquid hydrogen and liquid oxygen would be burned

at the same relative rates. This new system, which also will
be used on the S-IVB stage, continuously senses the amount of

each propellant remaining i-.the tanks andaccordingly regulates

the engine mixttee ratio.

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RL-10 ENGINE OPEhATION:

The liquid hydrogen enters the cooling Jacket surrounding

the thrust chamber at -423 degrees F. The hydrogen burning

with oxygen inside the chamber is at 6000 degrees F. The

hydrogen in the Jacket cools the engine while it itself

becomes sufficiently heated to convert to a gas, the tempera-

ture of which is still more than 100 degrees below zero.

This hydrogen is then expanded in a turbine which furnished

power to pump more liquid hydrogen into the combustion

chamber. The turbine also furnished power to pump the liquid

Oxygen. Thus the cold hydrogen plays two roles before it is

burned. It cools the thrust chamber and drives the pumps in

a so-called "boot strap" system. It is burned only in the

thrust chamber where it produces useful thrust.

The engine was designed to provide a capability of restarts

in space, with long coast periods between firings. The

problems associated with maintaining a conventional lubri-

cation system under conditions of coasting made it desirable

to eliminate oil lubrication in the gear box. The gears and

bearings in the turbopumps of the RL-10 were developed to

operate dry with hydrogen cooling.

The RL-10 has a nozzle expansion ratio of 40 to one--

meaning the area at the exhaust end of the thrust chamber is

40 times as larger as the engine's throat. It operates at a
nominal chamber pressure of 300 pounds per square inch.
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S-IV's six engines are canted six degrees outward

from the vehicle's center line and can be gimbaled through

about eight degrees. The S-IV vehicle is controlled by

gimballing the six engines in response to signals from the

vehicle instrument unit.

S-IV TESTING--The RL-10 engine was designed for ignition

and operation above 200,000 feet altitude. Therefore, added

complexity in the form of an altitude simulation system, was

required for static testing.

Special test facilities have been constructed-at

Sacramento to test the stage. A blockhouse, two large

static firing test stands and associated support facilities

were required for the static firing.

The new altitude simulation system consists of a steam

boiler plant, two steam accumulator tanks at each test

stand, six two stage steam operated air ejectors, and the

six engine exhaust diffuser assemblies.

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Instrument UJnit

The SA-5 Tehicle maintains stability and flies a pre-

determined flight path by changing the direction of the thrust

vectors of the S-I's iour outboard engines or the six engines

of the S-IV, Commands for engine eimbaling as well as infligth

operations of the engine propulsion systems and staging opera-

tions originate in the Instrument Unit (IU). In addition to

control signals, all primary timing signals originate in the IU.

The IU is located between the S-IV stage and the payload.

It has five temperature and pressure-controlled tubes for

environmental control of the electrical/electronic equipment.

The unit's overall height is approximately 91 inches

and the outside fairing height is 58 inches. The 154-inch

diameter unit weighs some 5,200 pounds.

The SA-5 IU houses the vehicle control system, a develo-

pmental guidance and control system, six tracking sub-systems

and four telemetry subsystems. Service systems include a

power sypply and distribution system, a cooling system and

a gaseous nitrogen air bearing supply system.

Four 40-ineh diameter tubes arranged at 90 degrees around

a vertical 70-inch diameter center hub make up the air con-

ditioned portions of the IU. Most of the stage's instrumen-

tation is housed within the five temperature and pressure

controlled tubes. The antennas, horizon sensor system, and a

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 27-

connector panel for use in ground checkout and servicing

are located on the outside skin, as is the liquid nitrogen

cooling system.

SA-5's guidance and control system is incomplete -- an

"open loop" system. This vehicle will be controlled, but

not guided. The vehicle control system -- basically an ST-90S

gyro-stabilizec platform, an analog control computer and

hydraulic actuators -- gimbal the stage engines for the pro-

grammed pitch and roll angel. If the vehicle is moved by

wind or other conditions from the planned trajectory, the

guidance system does not correct the error.

A passenger in the SA-5 IU will be a developmental

guidance and control system for use in future Saturn I

vehicles. An advantage of this developmental system will

be that it will be adaptive -- it will not try to adhere

to a predetermined trajectory, but will adapt itself to any

foreseeable and program-provided situation.

The future system is basically an ST-124 stabilized

platform, platform electronic box, guidance signal processor,

ASC-15 digital guidance computer and the presently-operational

flight control computer.

The instrument unit also has two control accelerometers

which are used to measure the lateral acceleration in the

pitch and yaw plan-C.s. The purpose is to bias the vehicle into

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 - 28--
the wind direction and thus reduce engine swivel angle,

thereby reducing structural loading. These devices were

flown first on SA-4, replacing the local angle-of-attack

meters used previously.

Several other systems flown on SA-4 are being tested

again, including a radar altimeter and a Q-ball transducer.

Six separate on-board tracking systems will include

subsystems, that, together with subsystems being flown on

other SA-5 stages and their respective ground subsystems,

comprise the radio frequency system used in determining

trajectory, range safety, and vehicle performance. Three

of the tracking systems are operational and used for flight

evaluation; and other three systems are in the developmental

stage.

The four telemetry sub-systems housed in the IU include

one which incorporates a tape recorder. The recorder will

monitor transmitted data at the time of injection into orbit.

The recorded data will be available for delayed transmission

if telemetry signals are lost during this period.

Some 185 measurements will be transmitted through the

four telemetry links to ground stations during the flight.

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 -29-

SA- Tiesting, Transportation

SA-5's S-I stage was static fired three times during
February and March at the Marshall Space Flight Center,
Huntsville. The firings were two short duration shots - 30
to 45 seconds - and a full duration firing of more than
two minutes.

The MSFC barge "Promise" arrived at the Cape in late

August with the booster, the instrument unit and the pay-
load.

S-IV was successfully static fired twice at the Douglas

Sacramento, Calif., test installation in August, once for
full flight duration of nearly eight minutes. Previously
a battleship version of the vehicle had been ground-fired
26 times totaling 72 minutes of successful static testing
of S-IV systems.

The SA-5 second stage arrived in Florida aboard a

specially-modified aircraft, a Boeing 377, in late September.

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 OPTICAL SYSTEMS

SA-5 will carry optical systems consisting of eight motion

picture cameras and one television camera. These cameras will

view the interior of two LOX tanks, first stage separation,

retro-rocket firing and S-IV stage ullage motor and propulsion

system operation. All cameras are mounted on the perimeter

of the spider beam assembly (the main structural member at

the top of the S-I stage) and are slanted outward for ejection.

All will carry color film except the ones monitoring the

interior of the two LOX tanks.

This is the first time such an elaborate optical

instrumentation has been carried on a launch vehicle. The

cameras will provide a visual record of events in several

critical areas of the rocket, especially the activities

involved in the separation of the S-I and S-IV stages and in

the ignition of the six RL-10 engines in the second stage.

Similar camera systems will be carried on SA-6 and SA-7.

This technique is being developed to assure that all possible

information is gleaned from each launch, in view of the

greatly reduced number of R&D firings possible in rockets

of this size.

The advantages of photography are that high picture

resolution is obtainable, in full color if desired, and

action -nay be photographed at a high frame rate and viewed

later in "slow motion". A chief advantage of in-flight

 -31-

television cuverage is that the image is viewed initially in

real-time, and can be used as a basis for human decisions.

Motion Picture System

Twvio film cameras will view the interior of two LOX tanks,

the center and one outer, by means of optical-fiber bundles.

Four cameras will view forward along the outside of the

vehicle to monitor retro-rocket and ullage rocket firing,

coasting and firing of the S-IV stage. The third interior

camera views separation of the stages and the piping of

engine number four, and the fourth camera uses a:± optical-

fiber bundle to monitor the effect of the solid oxygen-

gaseous oxygen disposal system.

The external view cameras and the camera monitoring

the engine piping will operate at 64 frames per second, the

cameras filming the outer LOX tank and the lox-gox system

will operate at 24 frames per second, and the remaining

camera will run at 12 frames per second. The two cameras

viewing LOX tank interiors will start at ignition. The

other six will start about 40 seconds before the booster

separates from the S.-IV and will continue to run for

about 20 seconds after separation.

The optical-fiber bundles are made up of about 675,000

optical quality cladded glass fibers one micron in diameter

fused together in blocks of 36 fibers each. Those blocks

 - 32-

are encased in hydraulic hose with stainless steel wire

braided over a teflon core,
Each camera is enclosed in a camcra capsule with an
optically clear quartz window at the forwarc ind. Images
are recorded on 16 mm film in a compact camera made by the
D. B. Millikem Co., Arcadia, Calif. The cameras are
powered by 28 volts d c. supplied by the booster's
electrical system.
Interiors of the LOX tanks are lighted. 30-volt,
250-watt lamps with pyrex windows in cannisters 12 inches
lonug and six inches in diameter. Strobe lights are used with
the camera monitoring the plumbing of the nrumber four engine,
The strobe unit w:ll provide 16 hi.gh intensity flashes per
second, synchronized with the camera shutter to illuminate
every fourth frame.
All eight film camneras will be, ejected at about 400,000
feet altitude from individual e3,oction tubes, Ejection will
ocuur about 20 seconds after stage separation and at about
125 miles downrange.
Each capsule consists of an alumirum shell, a quartz
window, the camera, re-entry equipment and recovery aids.

Several "0-rings" are used to prevent water leakage around

the window alfter re-entry and impact. An inner lining of
lighitweig1t J. iulation material keeps the internal temperature
at an -^ceptable level. The capsule shell is waterproofed
to withstand salt water immersion. The lens is also
4
immersion-proofed to prevent film damage if the quartz

window is broken on impact or during recovery.

Each capsule has eight stabilization and deceleration

flaps which are extended by spring action and locked at a

30-degree angle upon ejection from the tube. The capsule

vrill re-enter the atmosphere at about Mach 10.. or more than

7,000 mph, and impact in the Atlantic Ocean about 500 miles

from the launn'- -4te.

Ships and airplanes will be stationed in the impact

area to watch for the falling capsules and make speedy

recovery. Para-divers will attach additional flotation

devices to The capsules when they are reached. The primary

recovery aid is a SARAH beacon. A self-erecting spring

steel antenna in the transmitter case atop the balloon is

deployed at 14,000 feet.

At 14,000 feet a para-balloon will be inflated by a

high-pressure gas container. This will shear the cover

retaining screws and jettison the flaps. The balloon will

then serve as the stabilizer and will decelerate the capsule's

velocity to about 90 feet per second before impact. Alternate

oanels of the balloon are inte-iational orange for easy

si.Cht-in, in sunlight. Th' -other panels are coated with

whilte Class beads for easy spotting with a searchlight at

1I
 - 34 -

night. Upon contact with water, a yellow-green fluorescent

dye will be released, as well as a water soluble plug of
shark repellant.
Packed with the radio transmitter is a high-intensity
flashing light which produces a flash every two secoi.ds.
Television System
The television systeri is designed to provide real-time
visual information on the functioning of selected items and
to provide a permanent visual record for future study and
analysis. The camera will operate at 30 frames per second,
beginning before 1.ftoff and running until the S-I impacts.
The television camera will not be ejected. Images will be
recorded on video tape at the ground monitoring station, and
a kinescope record will be kept as a backup to the video tape
recordings.

The camera, equipped with a 12.5 mm lens, is mounted

forward on the spider beam in position to monitor staging
and ejection of two motion picture camera capsules.
Video signals are preamplified in the camera and passed
on to the camera control unit for amplification. Control
units provide aperture correction and focusing control of
the camera, generate the sweep signals for the camera
vidicon, amplify the video signals from the camera and
introduce the blanking signals to the video output. A
video signal of 30 frames per second is provided. A solid-
 -35-

stage synchronizing generator in the camera control unit

keeps the operation of var.'.ous system components in sequence.

The transmitter will have a carrier signal of 860 mc.

Input power required is about 50 watts. Nominal output is

five watts. A separate power supply will provide the necessary

voltage for transmitter operation. The antenna is installed

on a special instrumentation panel near the number four fin

on the S-I. The ground receiving, monitoring and recording

station, in an eoll-nment trailer, consists of an antenna

system, a parametric amplifier, tape recorder, kinescope

recorder, viewing unit, study unit and a monitor for the

flight camera.

The output from one of a pair of receivers will be fed

into the ground station video processing system while the

output from the other is monitored at all times for selection

of best picture conditions for recording or display. oh

output from one receiver is fed into four parallel 1istpibuting

amplifiers which increase the video signal strength and serve

as buffers between the receivers and other subsystems.

The video recorder has been Venally modified to

improve its resolution to & ji deo bandwidth of 5.5 me at a

tape speed of 15 inches per: seconds

Output from another1 dtsi;it uting amplifirJ ,x will be
applied to the kinescoe recorder, a 16 inn motion picture

camera facing an eigh;-inch standard c;det. Image monitor.

 - 36 -

All information from the receiver is reproduced on the monitor

and photographed at 30 frames per second.

Output from the third distributing amplifier is applied

to a processing amplifier where the video information is

stripped from the synchronizing signals and applied to the

sync lock unit. The sync lock and a ground system synchronous

generator are tied together in a servo-loop configuration

to form a slaved block which serves as a master timer for

the entire ground station.

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 - `7 -

SATURN INDUSTRIAL PARTICIATION

Active research, development and production contracts

in thee Saturn program include 72 contracts in excess of

,500,000 in value. 'lhe contracts are held by 35 industrial

firms. Seventeen contracts concern Saturn I only, two combine

work on Saturns I and IB, four concern IB and V, 28 are for

I and V, three cover all three configurations and 18 are for

f1aturn V only.

Thebe contracts uere awarded directly to the finms by

the 11RASA-Ilarshall Spa. e Flight Center, technical manager of

Saturn development. In addition, hundreds of companies are

narticipating to a lesser degree. Most holders of prime con-

tracts from the government have numerous subcontractors.

Five majcr firms hold a total of 17 contracts for work

in the Saturn I, IB and V programs. Each firm has contracts

totaling more than 100 million.

The Boeing Co. of Seattle, flash. heads the list with two

contracts listed at $482,671,058. hloeing is charged with

manufacturing S-IC stages for the maimothl Saturn V moon rocket

at the Michoud Operations plant. Both contracts are related

to this work.

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 North American Aviation's Rocketdyne Division, Canoga

Park, Calif., and Space and Information Systems Division,

Downey, Calif., have seven contracts totaling $L33,119,392

for H-1 engir s for Saturn I and IB and for J-2 engines and

S-II stages for Saturn V.

Douglas Aircraft Co., Santa Monica, Calif., holds three

contracts with a sum of $313,781,688 for S-Ivvitages for

Saturn I and S-IVB stages for Saturn IB and V.

Chrysler Curp., Detroic, Mich., has three contracts with

a total value of $235,822,653 for modifying and maintainijig

fabrication facilities at Michoud and manufacturing first

stages for Saturn I and IB.

Pratt and Whitney Division of United Aircraft Corp.,

West Palm Beach, Fla., and East Hartford, Conn., has two

contracts in support of the Saturn I program. P & W supplies

RL-10 engines for the S-IV stage. These con'racts total

$108,728,651.

M.1,ason-Rust Co., New Orleans, is sixth largest with three

contracts totaling $29,937,122 for facility maintenance and

support services at the Michoud plant.

Four contracts totaling $24,735,464 are held by Bendix

Carp., Teterboro, N.J. in support o,' Saturn I, IB and V.

Bendix is producing stabilized platform systems for the 3

rickets. more-
 Browm Engineering Co., Huntsville, Ala., is next largest

witi-i five contracts totaling $18,452,431. Brown is furnishing

research and development engineering services and fabrication

manpower in the Saturn I and V programs.

International Business Machines Corp. of Rockville, Md.

has four contracts adding up to $14,356,965 for flight com-

puters, data adapters and other electronic equipment for

Saturns I, IB and V.

Hayes International Corp., BiJmingham, Ala., has five

contracts totaling ]P",415,997 to pr'ovide R & D engineering

services and for fabirication and rclaoed services.

Radi. Corporatio;-, of America, V n Nuys, Cali C., has four

contrate, totaling 401, 49 providing

:1O, for gro;und computer

statni;, display and console sy,-;emz and data (lannels for

Saturn L.

Arrowhead Products Division of Federal ',.ogul Bower Bear-

inis, Inc., Long Beach, Calif., is designing and testing six

items of S-IC ductinC in the Saturn V program under a contract

for $7,635,407.

Booster fuel ana nxygen tanks are being produced by the

Ling-Temco-Vought Corp. in Dallas, Tex., under a contract 1r0r

$7,615,82h.

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 - 40
Republic Aviation Corp. of Farmingdale, N.Y., has two

contracts totaling $7,049,461 providing for fabrication of

S-I components, ground support and test equipment.

Packard-Bell Electronics Corp., Los Angeles, is providing

automatic checkout systems under a contract for $6,985,28C.

Spaco, Inc., Huntsville, Ala., has two contracts totaling

$3,365,515 for R & D eng:ilneering and fabrication services.

AVCO Corp. of Cincinnati, Ohio, and Nashville, Tenn.,

has three contracts to provide digital decoders and other

electronic equipment and components. The contracts total

$2,839,261.

A contract in the amount of $1,931,940 with Whittaker

Controls of Van Nuys, Calif., provides fuel and LOX pre-

valves for the Saturn V S-IC stage.

Flexonics Division of Calumet and Hecla, inc., Bartlett,

Ill., is manufacturing propellant feed lines and connectors

under two contracts totaling $1,913,120.

Other contractors, contract amounts and the services or

products being provided are:

Cornell Aeronautical Laboratory, Inc., Buffalo, N.Y.,

$1,799,400, base heating studies on Saturn stages.

AIResearch Division of The Garrett Corp., Photnix, Ariz.,

$1,779,4O9, Uavelopment of S-IC fuel and LOX pre-valves.

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 -41-

Ry-n Aeronautics of San Diego, Calif., $1,674,463,

fabrication of bulkhead segments for the Saturn V rocket
fuel tanks.
Progressive Welder and Machine Co,, Pontiac, Mich.,
$1,618,574, tooling and fabrication of major fixtures for
Saturn V construction.

Lockheed-Georgia Co,, Marietta, Ga., $1,303,367, R & D

support on the first ten structural componentsr in the Saturn
V program.
J.T. Schrimsher Construction Co., Huntsville, $1,279,009,
facility modifications at Marshall Space Flight Center.
Martin-Marietta Corp., Baltimore, Md., $1,274,761 for
manufacturing horizon sensors and associated power supplies
and for designing manufacturing and testing high pressure
helium storage bottles.
Reynolds EleqtTical and Engineering Co., Freeport. Tex.,
$1,172,468, electrical checkout facilities.
Vitro Services, Ft. Walton Beach, Fla., $1,027,751,
mission support of NASA and prime contractor for test instru-
mentation control.
Arinc Research Corp. of Huntsville, $966,368, R & D
engineering services.
Edwards Air Force Base, $800,000, study of blast hazards
of rocket propellant.
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 - 42 -

Telecomputing Corp., $777,833, operation of computer

facility at Slidell, La.

Ryan Electronics of San Diego, $759,100, design and

fabrication of radar altimeters.
A.0. Smith of Milwaukee, wisc., $622,137 for pressuri-
zation spheres.
Wyle Laboratories, Huntsville, $607,669 for vibration
testing.

Electronic Communications of St. Petersburg, Fla.,

di531,579 for development and fabrication of two prototype

flight control computers.

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 -43-

SA-5 GLOBAL TRACKING 4

The Saturn SA-5 orbital vehicle will be tracked by an

unusual combination cf national tracking and data acquisition

facilities. Portions of the manned space flight newtork

and the STADAN (Satellite Tracking and Data Acquisition Net-

work--formerly Minitrack) will be supported by the SAO

(Smithsonian Astrophysical Network) and elements of the

Department of Defense national ranges in forming a unique

global tracking network for the SA-5 mission,

The Smithsonian network will cooperate in supplying

orbital tracking information through the use of its optical

devices called Baker-Nu.nn cameras.

DOD participating stations are: Hawaii, Point Arguello,

Calif.; White Sands, N. M.; Corpus Chtisti , Tex.; Cape

Kennedy, Fla.; and certain other stations of the Atlantic

Missile Range.

Manned space flight network stations involved include

those located at Bermuda, Canary Islands, Woomera, Australia;

Guaymas, Mexico; and NASA's net duai-purpose tracking station

at Carnarvon, Australia, should become operational by launch

date. ThesE s'9ions will record telemery for one orbit

and "skin-track" with C-band and S-band radar for an indefinite

- more -
 -44 -

period. The precounc, countdown and firisU ';o olbi;o will

be 1 ;recated in a i-iarincr similar so rercul'y-Altas missions,

Mhe

with The network under tuie control of a neCwork director a'.

Ghe space opcrations .control center at Goddard Space FlighiV

Center.

Although the air-to-ground voice links and command sub-

systems will not be used, svandard operations procedures will

be employed. Radar data will be transmitted to Goddard in

real tlime and the standard station-to-station voice communi-

cation network will be used.

The S-IV seconc stage, the instrument; unit, and the

dummy payload are e,;pekrted Jo be placed in an orbit of

approximately 160 statute miles perigee and 400 statute

miles apogee and should thus give the radars a rood target.

The telemetry beacons of the vehicle may operate for one

comple'e orbit, Beyond this, radar look angle data will be

computed at GSFC and determination of daily individual

station tracking assignments will be made.

A minitrack beacon on board the inert payload will

permit the STADAN stations to constinue tracking for possibly

a period of weeks, and computers will periodically update

the look angles fov up to 45 days.

 - 45 -

BLOCK I TESTING

The four Saturn I rockets launched to date were known

as "Block I" vehicles. SA-5 is the first "Block II"

vehicle; all remaining Saturn I's will be of this design.

The Block I's all performed satisfactorily and were

declared complete successes.

All consisted of boosters with water ballast in the

simulated upper stages. The boosters were each powered by

eight H-1 engines rated at 165,000 pounds thrust.

The four vehicles were launched from Cape Kennedy

Complex 34 on an azimuth of 100 degrees with primary missions

of flight testing the booster propulsion system, vehicle

structure and the control system and to deteinmine the com-

pabibility of the booster with ground support equipment.

SA-1, the first, was launched at 10:06 a..., iST, Oct.. 27,

1vQ, '-';oui; 4;ocbli-aJ. holds in sGhe countdown. Two weather

holds we rc oal ld to allow clouds to clear sufficiently for

camera coverage of the flight. One hold was for 34 minutes

at T-120 minutes, and the second was for 32 minutes at T-20

minutes.

Liftoff weight of SA-1 was 929,000 pounds, with a liftoff

thrust of 1,300,000 pounds. The rocket reached an altitude

of 85 statute miles and traveled 215 statute miles down the

Atlantic rdnge.
- more-
 -46-

The inboard engines were cut off after 110 seconds when

the rocket was 26 miles above the Earth traveling at 3,400

miles per hour. Cutboard engines were cut off six seconds

ltser at 30 mines altitude and at -'3,600 miles per hour.

The only slight cause for concern waG a higher degree of

propellant sloshing than was expected. This occurred during
the later phases of the flight but did not affect vehicle

stability.

SA-2, aith "Project Highwater" as a secondary mission,

left the launch pad at 9 a. m., EST, April 25, 1962, without

any technical holds during countdown. A 30-minute hold was

made at T-10 to allow an unidentified ship to clear the

range area.

Liftoff weight was 940,000 pounds with liftoff thrust

at 1,280,000 pounds. SA-2 reached an altitude of 65 statute

miles and traveled 5u miles down range before being destroyed,

after 162 seconds of flight, to release the water ballast into

the lower ionosphere and successfully complete "Project

Highwater. "

Inboard engines were cut off after 111 seconds of flight

ac an altitude of 31 miles and at a speed of 3,500 mph. Outboard

engines were cut off after 117 seconds at 35 miles altitude

and at ,,'715 mph.

- more-
 47-

Additional propellant tank baffles prevented the excessive

sloshing experiences in SA-1. The control system performed

Oa'-isfactorilw.

MIore missions .ere given SA-3. Particular interest was

put on the operation of the umbilical tower and the Block II

liquid oxyger-loading swing arm, both of which were being

used for the first time, A full propellant load was also

carried.

As secondary missions, another Project Highwater was

scheduled as well as a flight test of live retrorockets.

SA-3 left the pad at 12:45 p. m., EST, Nov. 16, 1962, after

a 45-minute hold at T-75 minutes due to a ground generator

power failure. Lift off weight was 1,100,600 pounds and

thrust was 1,260,000 pounds. The rocket reached 104 statute

miles altitude and went 131 miles down range before destruction

for Project Highwater.

The inboard engines were cut off after 141 seconds of

flight at an altitude of 33 miles and at a speed of 3,750 mph.

Outboard engines were cut off after 149 seconds at 38 miles

altitude and at 4,000 mph.

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 -48 -

Launch pad equipment funct: led normally e:,cept for the

LOX fill arm which failed to retract at lift off.

Damage co pad equipment wias less than was e:;pectud. More

damage was anbicipated because she vehicle was 160,uju pounds

heavier than SA-2, which reduced the rate of liftoff accolera-

tion of the vehicie.

The retrorockets were fired 12 seconds after the last

engine cutoff. Performance was within the predicted limits.

Project Highwater also wleas a success.

SA-4 took on an unusual experiment in addition to the

primary missions. In this flight, one engine was to be cut

off to determine the booster's ability to carry on with only

seven engines.

Three technical holds delayed the launching 102 minutes

on March 28, 1963. The first, for 20 minutes, was to correct

an out-of-tolerance indication in the ST-90 stabilized plat-

form. The second hold was for 40 minutes and was due to

problems with the ST->' theodolie :and telemetry ground

c-libra,;ion sys'tem.

The las: hold, for 4_ minuses, ;:as caused by the lack of

a LOX bubbling valve open indication.

- more -
 -49-

SA-4 was launched at 3:11 p, m., EST, with its liftoff

weight of 938,000 pounds being pushed by a thrust of 1,289,u00

pounds. The rocke- roso to 81 mile.x above she earth and

traveled 22i miles cown r'..nge.

The inboard engines were cut off at 113 seconds at 25

miles altitude and at 3,420 mph. Outboard engines were cut

off at 120 seconds at 30 miles altitude and 3,660 mph.

Propulsion system performance was well within design

parameters. Shutdown of engine number 5 at 100 seconds

presented no probelsm. The feasibility of the engine-out

concept was proven.

Retrorocket performance was well within the\pxedicted

limits although they induced some vehicle roll as they did

in SA-3.

Umbilical tower static pressure and vibration measure-

ments were higher than expected, confirming SA-3 measurements.

The first engineering test of the Missile Trajectory Measure-

merit device and radar altimeter were successful.

 -50-

LAUNCH COMPLEX 37

The fifth Saturn rocket, SA-5, will be launched from

the largest, newest and most sophisticated launch facility at

Cape Kennedy--Launch Complex 37.

Encompassing 120 acres, Launch Complex 37 lies just north

of Launch Complex 34, where the four previous Saturns were
launched successfully.

Construction of the $65 million complex was begun in the

fall of 1961 and was completed earlier this year. The facility
was checked out and accepted by the NASA Launch Operations
Center last spring.

Launch Complex 37 has dual launch pads (Complex 34 has

only one) and associated facilities.

The two launch pads 1,200 feet apart, are designated

"A" and "B". Pad B has been completed and will be used for
the launch of the SA-5. Work is still underway on Pad A,
which will be utilized in later Saturn launches.

Each pad has its own umbilical tower, launch pedestal and
automatic ground control station. A single launch control
center serves both pads as does a hug6, mobile service
structure which moves between the two pads on steel railes Pads
A and B also share a central propellant storage and transfer
system.
- more -
 -51-

A distinguishing feature of Launch Complex 37 is the

dual umbilical tower arrangement. Each tower is 268 feet

high and has a 32-foot-square base. The towers can be

extended to a height of 320 feet should the need arise for

future programs.

The two launch pads of Complex 37 are served by a central

"brain"--The Launch Control Center--located 1,000 feet away.

It is a half-sphere 110 feet in diameter and 37 feet high.

Its blast-resistant dome is more than 12 feet thick. More

than 3,000 cubic yards of concrete and 400 tons of steel were

used in constructing the Launch Control Center.

From the Center, the entire SA-5 missioi will be conducted--

launch, tracking, observation and test supervision. It is

from here that Dr. Kurt H. Debus, director of the Launch

Operations Center, will supervise the team charged with the

entire launch phase of the SA-5 mission.

The laddscape of Complex 37 is dominated by perhaps the

largest mobile facility in the world--the seven million pound

service structure. It rools between Pads A and B, to provide

access for technicians and scientist who must check out every

loot oI' the Saturn rocket. The service structure soars 328

feet to the base of a derrick boom at its top. The mast

 - 532

uf Wis derrick--or crane--extends to a maximum 60 feet and can

lift a maximum weight of 60 tons.

The service structure's 120-foot-square base rides on

72 wheels, each three feet in diameter, as it moves along its

massive tracks at 40 feet per minute. In working position at

either of the pads, the service structure's weight is removed

Crom the wheels by hydraulic arms, lowered onto foundation

anchor assemblies and locked into place.

The SA-5 will be launched from a pedestal which is 47

feet square, the same size as the pedestal on Pad A. In the

center of the pedestal is a 12bsided, 32-foot-diameter ring

which allows engine exhaust to eszape during launch.

Triangular platforms rest on top of the pedestals to provide

a work area around the base of the rocket.

Complex 37 has a complete fuel ctorage and transfer

system for both liquid o;ygen/RP-l and liquid oxygen/liquid

hydrogen engines. (Complex -4 had no liquid hydrogen facilities

originally; the complex is now being modified to include them.)

Among the facilities on Complex 37: A 125,000 gallon storage

unit and a 28,000 gallon replenishing tank for storing RP-l

(kerosene) fuel; a 125,000 galloi storage tank for liquid

hydrogen.
 -53-

In addition, a high-pressure gas facility provides

nitrogen and helium for purging fuel lines, actuating

hydraulic systemsetc., for both Complex 39 and nearby Complex

34.

END