HUNTSVILLE ALaBAMA.

GROUP 4

u S. G;)v~r"me"t Ag~~cies and Cvnlr;H.';H~ Oill)

1 /.

, '

\

\

Etat_FIIEt 1 __ F

•

\

.

\

\

\

\

SH'UHlTY ~OTEJ I

This dH'ument eootains inf~ation Jeding tilt? natrona! oIdense o l th ...

United States ~ithin the rneallill~ of 'th._ f1'IplOna!,;t' La~, Tille PI, l'. s.r, , Sc('Uon 19:! and 794, as amended. The t~sn\lssion or r eve lation uf ih ,011 tents in an)" manner to an llnauthorutld '-;/l;()n·\I; prohibited by Iw,.

I ~

.eel."D£I.1I b

GlUI(G[ c. \L\RSHALL SPAn. rt.u.ur U::\H,H

HLSt.:LTS or THE S:\TtrltN I L\U:-lctl VUllCLE TbT r ucn rs

rt\'ilr,t::.; to '", \41 b1 I"w.

(:"("''13>:' 0: t!'e

..• :.;:--; of tho Ie:' -: .:, .~~. S~ctions

SATUKS FUGHT tVA LUATIOl\ WOHKlSG GROUP

- . r ~ .- f' r !t.~. . _.~ ,.! ._,

. ". ~

(. .....

ACK~O\" u:[)(~ F.M F NT

Ccutrihuttons to this report were made by various t>iemt'nts 01' :l;ISFC, Ch ry sl e r Corpurati.n, Doug la- A II'craft Company, mM Co rpo rutton, Rocketdy ne , and Pratt 8. Whitney, Withuut the joint effurts,md a s srstancr- ,)t these elements. tills report would not have been possible, The Saturn Flight Evaluatior Working (~"'lIll' i ... p~_ ~wciall)' indebted to tilt> followilllot CCSD Systems An.1.I)",IS and Fditing Crnul' I't:'l'sortnel 1<)1' ('dmllllln", (Jrl'pann~, and editing this 1'('po11:

n. lI:1,\ nes

r , Clark

J West

R, Wells

J, Sm<>the rman

G Ra)!;sdale

R, Oedame r

I.ois Spnl)

SECTION I.

S":'_'f1()~ II.

!St::CT10N 01.

SECTION IV.

SECT10~ V.

SECT!O:\ VI.

SECTION VII.

SEC 'rION VW.

}'.\ tilE OF CONTENTS

INfHODl'CTION. , .. , .• ' , , . , ...

SATI'UN I 1 ... \ txc tI r I\CILJ'nFS ....

2. t Launch Complex 31.

" . .!. Launch Complex .l7.

'i.-\'fl' .. N I SY~rrnl l)l::SCHIPTIOll> :!. 1 Vt'hldl. lX'srriptiolls ... , •.

:1. :. 1 BidCk I Confil4Uration ,

3. t. 2 Block II I~&< D Confi gurntton •..

3. 1. :J Block 11 Operattonal Conftguruuou.

","stem f)pst'rintJ •. n. , , ....

J. 2. t Propulsion Sy stc ms .. , .. , ..

a. 2. 2 Structul·es ... ,., .... , . , ..

3.2

3.2.3 3.2." 3.2.:3

Gu.idanf'P and Cnntrnl Systellls , .. , .. , Llectl'ic'" Netwo rk» and r\,,\ c' r ~lIpplil.·s. mstrumeitauon ~'yslt:ms ~scnptlon. ,

rUG" r TEST "n.L\LAIUES ,

... 1 Test Objectives, .. , . . .. . '.

2 Launch Information and Flight Fvt'nts

-t.3 Flight Test Acluevc n.ents

l,\lJNC II 0 P l' Hkr ION S. , . . . .

5. t Prefaunch :\Iilestones . , . , , .

j.2 Prelaunch Atmo sphe r ic Surface Conditions .

5. :l 5.-1

Countdown , ,

Automatic Countdown .. , .

Propcl lant Loading ,

:i • .l. t S-i stage, .

:3. J. 2 S-IV Stage .

Holddown ..........•.. Ground ~upport Equiprnent . Sound wvd \hlaoSul't"lIlcnts

5.6 5.7 :>.8

MASS CIIAR:'C'fEHISUC'S, . . . . , ... , ...........•. 6.1 \\eight.s, Center oI Gl'avity. and !\Ioment .. of Inertia .••..... 6. 2 Pro~llant Wei~ht Comparisor .•....•.•.•. , •..•.....

TliAJt:CTORY .....•.•.........•......••.

7. 1 Powe red Flij;(hl Trajectories .........•.•. 7.2 Camera Capsule Trajectories, ...

7.3 OrbUal Chal'llctt.'l'i:ilic.s ..... , .• '

PROPULSION .•...••••••.•.••.•.

~. 1 S-J stage Propulsion System Pe rfor mauee .

8.1, 1 Individual Engine ~rforlllance ..............•..•...

s. t. 1. 1 Stanilll Characterislics .

s, 1. 1. 2 Powert:d Flight .'::baracteristics .

t;. I. 2 ClustH Performance ....................•......

sr..a

Thrust Decay. . . . . . . • . . . . . . . . . . . . . . . . . . . , . . . .

iii

Page

:!

.)

~ 12 13

14 H 16 10

21 23 23 23 2~ 26 26 27

29 29 29

SECTIO~ LX,

SECTI0~ X.

SEC nON XII.

TARLf OF CONT[O:NTS (Cont'd)

~. 2 8-1 Stagl~ .·\s5Jeiated Sy sIp III Pe rforruance ..•....••.•.•

S. 2. l Pressurization ~·stt.'ms. . . ...•.•.

i". 2. 2 Propellant t"tilization .

15.2.3 Rdl'lI Rock ·t Perfo ... nance .•...

9. ~~ S-IV Stage Propulsion System Performance

~. 3. 1 lmlivitlual Engme Pe rfo r rnanee ...••.. "1.3. l. 1 Starting Charucte rrstacs ..•. 1'1.3. t. 2 Powered ni~ht Charaete rfstjcs .

S. ,.2 Cluster Performance •.........•.

8. J. 3 'fhl'ust Decay .....••••......•..

"'. .. S-IV Stal{e ASlSociateli Srstcms P.;>rformaocf' ...

'!.. -1.1 Prl'ssuriz:ltion So,·",tt.·ms .•..

It. -1.2 Propclkuu nilizaUon .....

"i. -t. 3 Ulagc Roekt'l Performance.

S[ P,\ItA'fION !t. 1 Oene r al

fl. 2 Hock I Separatfon Srudte s . 9. :l Scpanltion :\fechanics ..•..

~). -l Separauon [)yncl mics (Block II)

h.)

CONTHOL. .•...•.•.••. 10. I Control lJesil{ll .•..•. lli. Z Corueol Slmsol·~ .•.•. to.:1 T, It Pl'Ograms ..••••

10.·i R",solver Chain Error .•....•.. 10.:; Wind Environment ••..•....

10.6 'fhrust vector Control System .

1 Ii. 6. I S-I stage Control ..

1". Ii. 2 S-IV Stage Contr-ol .....••..

in 71

11 72

10.7 Sf J ... nlng .......•••••..•• , ••••.

1\'. 7.1 ~-I stage Powered Flight ... tt. •. '7_ 2 S-IV Sta;,:tc Powered Flight. .

.,-

.J

76

ORBIT \ I. ATTITI:Ot: •........ ~ 1. 1

78

, t. 2

C"1l '.·ul ...•.... , .,.,.

!sl<'~'k 11 III'. D Vptncles ....•.•..•••...

1 t. :!. 1 \'I'nting (;"'0 met ry .

11.2.:! Orbital V.:nting and Angular Rates •.. Block 11 Upt!l'ational \'ehi~·les ......•..•..

11. :1. 1 \'~'nting Geo met ry .

11 .. !.:! 01'hital Venting and .'\ ogular Rates •.

7~ 11! 71'1 79 ~O 80 SO

11. ;j

Gl'm:\~l'E .. 12. 1 (;e.",_,.·al

1~. <:: \;·t.'hiclc I,ludance ~ystem'" . t? 2. 1 mock I Vehicle,. .. t ,) ., o I"lock II Vchides . 1:t. :!.:~ liuidance Mo~s ..

t 2. 3 (j·.1idalle(· Intel! igencl' t-:r pors . . . . . .. 12. a. I Block 1 Inwllir;;.t:ncl.' F 1'l'OrS •• tz. :1. :! IJlo('1\ 11 InteHiltcncc F. l'l'vrs ..

srcnox xm.

sec no» XIV.

'L<\ II t.r OF C():-rn: 'iTS, Con,'(1)

12. -l Guidance Svste m Errors (ST-12-i, 12 •. ) Total Guid:me" • r ror'.'-' ......•• 12. 6 ~T-12'1 (ia." Hearing Supply ~y3t<'1ll

STIIl'CTl'RES ,

13. 1 lIa~h: Vcluc le Structure. iar. I Block I Vehides.

D. r. ~ Block II H~ n Vphides.

L~. I. 3 Ulock II Opc rutionul Vehidl·;;;. 1:1.2 Bcndmg \10m(·llts ..•.

lJ.:l Longrtudma! Lo.uls ..... , . 13.1 liody Bending O::.dlL.tiouo. .. t:l. -, Fin lic'nding and Louds ....

t:l. t; \'iL"ations During- S-I I~)"l'rl.'d Hi~~'hl

n. ii. 1 S-I !'>laf:e VibraliulI,., .

13 .... 1.1 Srructurrl VII.ntior.:; t:1. Ii. 1. 2 I:n~ine Vibr.urons ... 13. rio 1.:1 Component Vtbr ations .

1:l.li.2 S-IV SI:tl4l' Vllll'atitlJ\s ..... ,

1:3. ri. 2. 1 St ructur nl ViLt'atlons . 1 :1. Ii. 2. 2 Engine vrbrauous.

l:\. 'i. 2.:1 l'olllllo,wnt Vibrntions .

13, r.:1 Inst rument Unit Vibrations .

1:1. ti . .t Apo llo- Pegasu.,; Vih,·ation,; .

1:1.7 Struetul'al Acoustics ~lJ'in" S-l PnweretJ I-'!ight. 13.7. t Block I Acoustrc-» .....•.....

I~,~. 7. 2 Ulock n { R& D} Acoustte s .

13.7.:l Block U ()[wratiO!}.'lil Al·OllStics.

ta.8 S-L/S-IV Intcratagc , .

13. M. 1 bl<)ck U (H6. 01 .•... , • ' .

13.8.2 Block II Opt.·rational Inh'l':;t:t!;l'. 13.9 Vibration,.; nUI'ing S-IV I':)\\~'l·,,'d "'1ig-ht 13,9. t S-IV Stagl' Vlhrallol1s .....

13.9.2 13.9. j

Il' Vibl·atiuns ..

Apolto-T' .... ga sus Vibr.urons •

fN\,lHON\lFNT..\1. TE.\IPElt·\TlHES A:\D PHFs."iI':aS.

1-&. t Oene rul ••••••••••••.•••.••.

14.2 S-1 stage Envrronment ..........•. , ....

I~, 2. t ~-I Stage: Skin Tc mpe raturcs and tJt',~ti!lg' nail's.

U. 2. :; OaSt: PI·L·ssurcs .

l,t. :,(. :1 i!.'lS" Thermal Lnv u-onment . 1-1.2. I l:n:4i'lt' No'"l .. He atmg H~ltes

1.t. 2 •. ) Tail Co mpart nu nt Lnvir-on ment

1-1.2." S-L'S-IV IntL'rst;lgl' Envrronme ru.

1,1. 3 S IV SL,.-<' [I'\'ll'olll1\dll. • .• , •••.

1-1.:1. 1 .'U1'» "1'(1 Inlel'stab" Tem(:L'LitUI'"'' and I't·L'~ . .;U'" H. 3. 2 Liquid tlydl·I)~ .. -n To.ullo. Tvmpcr aturc s . .

11. :i.:l Common Illil kllt'an Pressure ..•..• ' .

1 ... J." Aft ~Il·t Temperatures ami lie at Bu." .

14.3 .. -, Base Tl'tllPll':llul'c's :Jnl! llcat Fluxe-s .. 1.t." Ins t runu-nt Unit Emir .. nmcnt ••

. .

"

'I ~

~ I ,

'It I

"ii

IIII'

.' ,

. .,

t r ,

, ' ... ._

Ii"

I! ; 1

11 t

... 1.

, ,

, ......

SF.CTION ~,:V.

SF.l'TI0:\ xvi,

.-\ERODY~Al\IJCS .•••••••• 15.1 Stability Pa ramete rs •••

l.).~ Axiul Furve CDdtil'lcnt •.•••.

VEtUCLE ELH'T:UCAL SYSTt:;:\l •••

16. t Blo':l"; I. I 6. ~ Blod;. 11

lb.~. 1 Po w-e r SuPVl...,,, •..•. tti.~.2 Sta rir- Inve rter •••••

11.>.~. ~\ E"l.lllllding B"idg",,",irt: L'nils •

SECTION XVU. INSTRUMJo.:NTA 11(1[1. ••••••••••• , • • • •• • ••••••••••• , •• ,

17. t Te-Iernet ry •.•••••••.•••• , •.•• , ••• , ••••• , •••••

17.1.1 BlOL'k J :.nd 11iLWk I11~ II Ten-rnet ry l','rf\)l"'lI.IIIC" .

17. I, ~ 17. 1. ,j

Ellul"!i. 11 U~:r"ti()n"l Te l c mct rv l','normctn<..e . ;\Jcasurelll€nl Malfunctluns •

17.1... :\l,'aSlll'illl! !{diubility 17. ~ "'11'1)0I'n" T:,f".' H, cunler" ..•.

17.;} Tr,ldi.lIle\ •••••••••••••••. , •

1'i.4 Al trrnc te r s "nJ Ho rtz on Sensors .••••••• 17.::' Orbf tal Tracking and Telemetry SWI1111al)' ,

17. ,). 1 Te lc n.et ry Surn ma ry • ,

17. ::.. :; TI'al'ka~ Sun;mary •• ,

17. () Oprica] Inst rumentatio-i . •••••••••••••••••

17.6. 1 Trac-k rng and Er ;';1 I1Ct!nl1", ::it'quen!."l Cam,,' 1',1 (ESC' 1. 17. t:. ;;! Ouuoa n! :\Io\' Ie Ca Ii 1""'a s • . . • • • • • • • . . •• , • ,

17.7

17. 6. ;; OIlI)(IIIl'l1 TV, , •••••••• E xper irne mal Instrum entatron ••••

~ECT10~ XVlU. SUMMARY OF ~L\ LFl~CTlO:-lS A~D DE\ ~-\ rross ...

DlLlLIOGIt.\ Pity.

INnF\ .

1,,,. 1 Inrroducuon ••••••••••••••••••••••

1".2 Launch Ope ruucns •••• , .••..•.•••.•.•••

1'1. J 1 s, -l

T'ra jec to ry •••••••••••••••••••••••••• Pro pul sron ••••••••••••••••••••••••••

11'1.:, Guidaru e am: Control • , •••

(h'bllal A tu tude .

~tl'UL tures, .

1S. S Env rrounu.ntul Tl"nl~~t.:'!~tturl· :lnd Pr~t':'~llrl·s ~ •••••••••••••••••

1 b. ~ Eh .. 'l.' tricul S) :::it~ m s , • • • •••••••••••.•••••••••

1 .... to Ins: rumentatron • • •••••••••••••••••••••

.1

. - ,_ ,

1,-

_I

I - '_c)i

1, !

Ibl

Fil'\U'~ :4~1 a-l

:i-" 3-3

3--1

LilT OF ILl.USlRATIONS Tide

Pagll

. ~ " . "' ..

Saturn I Vebide Conl'i~IU'IlIiC)n ••••••••••

......................................................

Fuci iUld LOX Su\:UUIL and IJltcrcullntJl:' Lilies

.......... ! ..

Block U Booster StructW'c.

......................................... " ..

I)

S -IV Sa-tile Cunfi~w'aliun ••

..........................................................................................

7

a-a !nljlrwncnt Canrste r A r~ fur llIock I Vebicle.,; • • • • • • • • • • • • • • . • • • • • • • • • • • • • • • • •• If

a --6 Block 11 NIt 0 IIloSlr14mcnt Unit. • • • • • • • • • • • • • • . • • • • • • • • • • • • • • • • • • • • • • • • • • • •• ~

3 -7 Block II OJlerational lnstrllment Unit. • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• 8

a-I)

3·" H10l.'" 11 I~ l,) and Opt, rational Payloads • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• 9

10

3-10 :1-11 3-12 3-13

StaLHi;l;ctJ Plutfo rm» ••••••

... c .

Guidance and Control System Clock Dia&;l"l:.m 4ST-1:!'" •••••••••••••••••••••••••••• 11

iilOl.'k 1 t;lcell-l(·al Integ ru uon Compenents , ._ l~

Flock 11 Elcc'rica! Inlcg"ation Cu.np>ncnts 13

S-IV £lec:~-tril"(,l Power Soun.~es 13

a-I

4..... SA -4 Base " 14

• ;al

S-2

5-3

5-4

a-5

Typt~al Bl~k I Countdown Sequence •

................................. " ..

2'"

S.,hu'n I Hold TIm~'s •••••••••••••••

.................. II- ..

Sattlrlll Pad EXPOSIII"C Time Compa.olson •

........................................ tt ..

• ~1

Satllrll I So\lllQ Pressures ill Lalloch A rea •••••••••

................................................

• • 28

Fil'S' Flight Stage Propellant Used t LuadtJd- RcoidllillJ ••

...............................................

.. .. 2~

Second FliKbl S&a&e Prop:Uant Used t waded-Rt:.siu\4a1i

.............. ' .

Typical AltitudE Profiles •••••••••• ° • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• 3~

Inertial Aecelel·ution. Velocity. and Altitude De.,iations at Cul>ff.

..................

. . "'0

7-4

7 -3 ~ypical T:l'ajeclol'Y Pl·ofil"s -1-1

• "1

Orbit Decay Tim(' lhslOQo ~SA-6. SI\-7}

7 -5 Final Orbit and Reentry «SA -6. SA -11 .

vu

8-1

8-2

LIST OF II.LUSTRATIONS [Contd)

Title

S-I Stale Thrllst &lildup Ma:dwlIlIl Deviation

I- •• , ..

SA-7, Engine 3, During Bwldllp .••••••••

........................ -1.1

~-3 S-I Maximum Individual El1I'inc Average ThNst and ~)Jecihc Impulse

J)flVla.tiOrl from P redit ted I·'

8-6

8-7

tt-8

8-9

8-10

8-11

8-14

8-15

~-17

8-20

B-21

8-23

8-1 TurbopWllP •.

·tti

5-1 Vehicltl Thflll:>l '16:) .0

.......................... I- •• I- • I- I- •••••••• I- • I- I I-

S-I Vehicle Thrust ItS!!! K, ••••••••••••

8-1 Stage Propwsion Performance Summary.

8-1 S~" ~lwUmlim Vdudc Mh&urd Ratio Deviahoo (rom Pretiu:lcu.

SA-o EniPne 8 Pump Speed and Chamber Pieaaure Decay

Ty~cal S-I Stage Thrust Decay ••••••

S-I Stage Thrust Uecay Time Intervals,

50

S-I Stage Pl"Jpellant Ut.ilization Nunlbcr ••• I- •••••••• I- •••••••••••••••••••••••• :i1

Prupellant Rtll.idwls at End of S-J Thrust D~ay •••••••••••.•••.••••••••••••••• ».,

Comparison of ~-1 S&age t°Ulet Resuluala ••••••••

5ti

TyplcRl Retro .locket Chamber PrelNlW"e Profile ••

................................

5-JV stage Thrust Buildap Ma.umum lNviaUon •••

...

5ti

S-IV Maximum tndlvid~ Engine Aver~e Ttu'I1st and Specific imp&&lse

l)eviation fron} Prerltc'lfltt ••••••••••• " •••••••••••••••••••

• 51

S-JV Vehicle Tbrut.

• •••••••••• 11 .

.57

8-1\' ProPlllaion Perro!· mance &u!UlliU)" •••••••••••••••••••••

• 58

S-JV Stage Maximum Vehide Mixture Ratio Deviation from Predicted.

5S

Typical S-~: S&age Thrust Decay •••••••

......................................... --

59

S-IV Stage PropeUant ULUuaUon Nwnben

• til

Propellant Rcsidwls at End of S-IV Thrllst Decay

...........................................

...... 61

Typical Ullage Rocket Chamber Pressure Profile

.,.) ... ~.-

9-1 Block 1 ReiN Rocket Assembly ._ ti5

9 -2 S-1 Sta,c Ancular Velocity Dlaring Sepal·attoD ••••••••••••••••••••••••••••••••. 66

viii

Figure

9-J

IJST OF' n. LusraA nONS 4 Cont'tlJ

'fille

S-JV Stage Angular Velocity DIlring Sepe ratton

Pa"e

9-:;

9-4 Onboard View of Separation Sequence, • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• 67

tit>

9-6

14)-1

10-2

lO-J

10-4

10-5

10-6

10-7

11>-6

10-10

16-11

11-3

11-4

U-l

12-4

lZ-5

12-6

13-1

Separanon Seql'ence of Events

S-IV Clearance Compartsons •

Winds and Angle of Attack (c.o) l\laximum [ Pttch Plane)

Pitch Axis Resolver Chain Error

l\laximllln Wino Shear ••••••••

.........................................

Control Re sonance (rom Winds ••

Observed Pencn, of l\la.ximum Expected Values in High Dynamic Preasure Pe rtod of Flight Based Upon Design Criteria •••••••••••••••••••••

Block I Roll Attitude and Resulting Mon.ents.

RoU Attitude of the Bl()c'" U Vchiclt .. s ••••••

S-JV Stage Actuator !lias and Teunsteuts (SA-5, Engine 3)

Slosh Dame Configl1ration •••••••••••••

Actuator Response to Sloshing r'reqllencles. • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• 76

S-IV LOX anu UI2 Sloshing Parameters (Block II Envelope) ~ • • • • • • • •• 7'7

VenUng Geometry for SA-5, SA-6. and SA-7 •••••••

...........................

Angular Rates During Orbit (Block U BIt D Vehicles}

Operational NPV ~!!ttWI Cllnfiguration, ••••••••••

Pegasus Roll Rate!! (Block 11 OI)4~raUonal Vehicles) ••

ST-90 Guidance Errors ••

..............................................

S'f-124P Guidance Enor~ •••••••

. .. . . . . . . . . . . ,,. .

S7-90S Ine rttal Guidance Vclodty Errors at ~-IV Cutoff

ST-124 Inertial Guidance Velocity Errors at S-IV Cutoff.

ST-ll4 Platform Alignment and A(:cel4:tromcter Errors.

............. , .. ,._ .

ST-124 G'

Drift Errors .

Ma. ... mwn \'ehicle Bending Moments aoo Design Limits. • • • • • • • • • • • • • • • • • • • • • • • • •• 91

ix

71

~'J ._

~ .

, ...

75

78

79

81

85

85

86

&6

87

Figure

13-2

13-3

13--1

13-5

LJ-6

13-7

13-6

13, lJ

13-U

13-1:!

t3-lJ

13-H

13-15

13-16

13-17

13-18

13-19

14-1

14-2

14-3

14-4

14-6

14-7

IJST Or' I LLU8TH .. o\ 1l0!\S {Cunl 'tl;

Title

Typical Dynamic RC~POll.it! to Thrust Buildup .

........................

Typical Vehicle Load Prorile (LOOgit;1dill:U Acceturuuonj

Block I Bending Modes and Amplitudes •••••••••••••••••••••••

Vehicle Bending F'requerutes [or Block 1 and BluC'k II H& D Vehicles.

Instrument Unit Bending Er'equene ies ami Ampkitude s (0" 1310(:11. 11

Operational venrcles •••••••••••••••••••••••••••••••••

Lscapt! Tower and Nose Acceleration Amplrtude Envelopes for DJ(l(.'1. II

Ii&.: 0 "'chicles •••...•••...••...•••.•••.••••••••.•••..

Typical Fin Bending and Tvcsion llWt.:~ •••

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Lift and Moment 010 Fi n II (S:" - Ii' .

vrucaucu Amph tude Enve lopes , S-I Stage Ior Block I ami Block II & D Vehrcle s,

Vibration .\ mph rude Enve lope , 5-1 3tage [01' Bloch 11 Oper.monaf V dLlde

S-IV Stage Vibrations DuI'Ulg S-I Powered Flight (or Block II Vehicles

Wock II Vibratioru> During ~-I Powered Fli~ht ••

...............................

Block I Structural Acuu:,th::s ••••••••••••••

Block II (R& D) Vehicle Structural Acous tics •••••••••

Block II Operational Apollo and Instrument Ul'it Acoustics ••

Intel'stagc Stnlctur:ll Failure (SA-5) ••••••••••••••••

S-JV Aft Inter-stage View Looking Outboa rd with Inte r stage Folde ' F'lat ••••

s- IV Stage Vib','ation Envelope During S-IV Powe red .'light (Block II Vehicles; ••••••••••• 112

Blu:h II S-l Stage Skin Temperatures ••••••••

...............................

Fin Skin Telnp;:r-.:aturcs •••••••••••••••••••

Base Pressure Coeffictent» versus Mach l'i:umhnl'

S-I Stage Flame ShieJd Pressures •.••••.•••••••••••••••••.••..••••

Al'cas of Constant lIeatinE; on the Base of Satlil'll I fOl Lo\\ and Hiy.h Altitude Flow

CondiUollS ••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 215

bUller Rebioll The rm .... £nvit'orunellt.

.......................................

Ouler Region The rmal F.u1Ii ronment.

Page

.,., .J_

!H

97

100

Wti

107

107

110

110

111

113

113

11-1

114

116

117

Figw'c

14-8

14-9

14-10

14-11

14-12

14-13

14-H

14-15

14-16

l4-17

14-1.8

15-1

15-%

15-3

16-1

16-4:

16-3

16-4

17-1

17-2

17-3

18-1

)'~T or ILLUSTRATIONS (Concluded)

Title

Block U Engine Shrolld Thermal Environment.

................................

Flame Shie1d ThennaJ Environment.

.......................................

Fin Base Thermal EnviroruncA\ •••

Tola) Heat Fluxes to Engine Bell am! Aspirator ••

..............................

Htiat Shield Forward Face Structural Temperaturell ••

...........................

S-IV Aft Inter~tage Envirorunent •••••••••••••

............................

S-IV stage Surface Temperature Environment ••••

.............................

S-IV Stage Base Thennal Environment. ••

...................................

Block 11 R& D Instrument Unit Preasur-e ••

...................

Instrument Unit Ambient and Component Temperatures and Preasures

lluring Powered Flight .••••••••..•••.••••••••.••••••••.• " ••..•••.••••• 125

Instrument Unit Ambient and Component Temperatures and Pressures

During Orbit •.•••••••••••••••••••••••••••••••.•••••••••••••••••••• " 126

Gradient ol Normal Force Coefficient versus Mach NllffillE>r.

Center of Pressure Location

............................................

Axial Force CoeffiCient

· .

Base Drag Coefficient ••

· " " " " " .

D20 Battery Loads ••••

· " .

Distriblltor COlUlectionS and Unit 9 Measm .. SUpply •••

Block II Ba&tery Power Consumption DIlring Powered Flight

T),tlical EBW Voltage ••.••• " •••••.•••••••••• " ••••••.••••••••••• " •••••• 132

Measuring Reliability ••••••••••••••••••••••••••••••••••••••••••••••••• 14<!

SA -S Orbital TrackIng SUmmary.

••••••••••• II " •••••••••• " " ••••••••••• " • " " •

Onboard Camera Locations ••••

" " " " .. " " " .

Saturn i Malfunctions and Deviations ••

............ " " .

xi

Page

118

119

120

121

121

.122

123

124

127

127

127

128

129

130

131

147

152

154

Table

4-11

5-1

5-11

5-IU

5-IV

6-1

6-11

6-111

6-IV

6-V

6-VI

6-VII

6-VW

LIST OF TABLES

TiUe

Page

Saturn 1 H&: D Tes", Objectives •••••••••••••

................................

15

Saturn 1 LaWlCh Information. Flight Events. and Orbital Elemer.:s • • • • • • • • • • • • • • • • • • •• 17

Sal.urn 1 Systems Modifications During Testing. • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• 18

Prelaunch Milestones •••••••••••

.......................................

Environmental Conditions at LaWlch ••

· .

Saturn J 8-1 Propellant Load at IgniUon

· .

S-IV stage propeUant Load at 5-1 Ignition.

....................................

Weights at Ignition Command. • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• 30

Weigbts at Outboard Engi n e Cutoff. • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• 31

Weigh's at Separation, S-IV Engine Star,. and C~toff COlllnlalld • • • • • • • • • • • • • • • • • • • • •• 3~

Block 1 Mass Characteristics •••••••

· .

Block 11 R& D Mass Characterrstics •••

• ••••••••••••••• r , ••••••••••••••••••••

:U

Block II Hi; D )Iass Charclcteristic5 •••••••

35

· .

Block II Operational Alass Characteristics ••

· .

Block II Operational Mass Cbarac:terisUcs • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• 37

7-1 Significant EVents (Prior fA) Separatio~. • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• 39

Significant Events (After SeparatioDJ. • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• 39

7-U

1-m

1-1V

~-I

8-11

8-m

8-1V

Block U Hi D Orbital Elements at Jr¥;erUon. • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• -12

Block n Operational Orbital Eiemell&s at Insertion. • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• 4~

EnliDe Out Characteristics ••••• , • • • • • • • • • • • • • • . • • • • • • • • • • • • • • • • • • • • • • • •• 4.f)

Block 1 S-J Stage PresSIU'1zaUoD Systems. • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• ~

Block U 8-1 Stage Pressurization Systems. • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• 53

Block II 8-1V Stage PrcssurtzaUoo Systems ••••• • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• GO

9-1 Attitude aad Altitude Rate at 10 Pereent Thrust Decay (Block D aact'or

s."ratiOll (Block II) ••••••••• •• • • • • • •• • • • • • • • .~ • • • • • • • • • • • • • • • • • • • • • • •• tiJ

9-11

10-1

Retro Rocket Total Alipmeot Errol'S • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• 66

Coiltrol 8en8C)rs. • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • .. •• 69

xii

Table 11-1 11-11

LIST OF TABLES (Cont'tJ) TiUe

Vent History and Total Impulse ••••••••••••

Pagtt 7~

Vent History and Total Impulse Block D Operational Vchicleb • • • • • • • • • • • • • • • • • • • • • •• tsJ

12-1 Space FixedVeloc1ty vector, AIU&tlde. and Path AJl5lu Cumparison at S-IV Cutoff. • • • • • • • •• a!l

12-11 13-1 1:.1-11 13-ID l3-IV 13-V IJ-VI la-VII rs-vm ia-tx 14-1

1 ... 1 16-11 17-1 17-11 l1-lU 17-IV l7-V 17-VI 17-\'U 17-VUl 1T-IX 17-X 17-Xl

ST-124 Gas Bearing G~ Supply •••••• It ••••••••••••••••••••• It • • • • • • • • • • • • •• 90

Block I Nose Bendine Oscillation Ampl1tudes.

• It_ ••••••••••••••••••••

Structural Vibration Sun.mary of Block U RIr D V~biclcli •••••

98 99

Structural Vibration Summary of Iilock U Operational Vl!hicles

Engine Vibration Summary of Block U RIr n Vehicles ••••••• Engine Viblation SIlmmary of Block U Operational Vehicles.

101

Component Vibration Swnmary 0( Block II R&I D Vehides ••••••••••••••••••••••••••• 103

Component Vibration Summary of Block II Operational Vehicles ••

1""

Summary of Block II (R& DJ Structural Acoustics ••••••

..........................

Summary of Block II (OperaUonaH Slnlctural Acoustics.

109

Instrumen1 Unit Component Temperatures tSA-7)

125

Approximate lU Battery Lifetime ••••••••••••••••••••••••

..................

131

Exploding Bridgcwlre FIrIng Unitli UlSwon Block D Vebiclea •••••

132

Block J Telemetry Systems •••••••••••

134

Block U RIll D Tt.! lemetry Systems •••••••••••••••••.•••••••••••••••••••••••• 13ti

Block U Operalional Telemetry S)st.ems •••••••••••••••••••••••••••••••••••••• 138

Measwo-omttnt Fail"res ••••.•••••••••••••••••••••••••••••••••••••••••••• 139

Partially Successful and Scrubbed Measurenlents •••••••••••••••••••••••••••••••• 141

Airb4;:)rne Tape Recorder Swnmary ••••• '" •••••••.••••••••••••••••••••••••••• 143

Times of TrackiDl System Coverage ••••••••••••••••••••••••••••••••••••••

144 145

Block U Orbital Telem~try Swnmary ••••••••••••••••••••••••••••

............

SA -ti and SA ~ 1 Orbital TraCKing Summary • • • •••

148

SA-S. 84\-9, aDd SA-100rbUaI Tracking Summary •••••••••••••••••••••••••••••• 149 Block I Baker-NulUl Camera Optical Observations ••••••••••••••••••••••••••••••• 15('

xiii

Table 17-Xll 17-XlII 18-1 1S-1I rs-m IS-IV

18-VI is-VII i8-VlD IS-IX

UST OF TABLES (Concluded) Tide

Tracking and Engineeriqt Seqaential Camer'a Performance •• Experimental Instrumentation Synopsis ••••••

.........................

................................

LaWlch Operation MalfWlCtions and Deviations ••

Traject0l')' Devtattons 157

PropuJsion )'a!f\UlCtions and Deviations 158

Gl.Iidance and Control ltlalfWlCtions and Deviations Orbital A&U&ude Deviation

................................................

Structure Deviations ••••••••••••.•••••••••••••••••••••••••••••••••••••• 167

En\iroomen&al Temperature and Pressure Deviations. •••••••••••••••••••••••••••• 167

EltlCtriCal System Malfunctions ••••••••••

..................................

Instrumentation l\lalfl.lDctioos and Deviations.

xiv

Page 150

153

15.:)

163

166

168

110

Abbrevia lion

AGe COl{ eM co CSM DDAS DOD

E. F. EMF

ESE

EMR

ETR GLOTRAC GSE

IECO

IGlot

IP

LCC

LES

LOX MISTRAM )10':"8

ms

MSFN NORA 0 NPSP NPV OECO PAM

PCM

PDM

PU

RCS

SAO

SCM

~M

SOX STADAN U. T.

veo

ABBREVlATIONS AND SYMBOLS

AutomaHc Gain Control Command Destruct Receiver Command Module

Cutoff

Combustion Stability Monitor Digital Data AcquislUon System Department of Defense

Earth Io'ixed

Electro MoUve .'Oft' Elec'rical SlIpport Equipolent Engine l'v1 rxtu re Ra tio Eastern Test Range

Global Tr<lcking System GrollOd SUPl-ort Equipment Inboard Engine Cutoff Iterauve ullilDnce )tode Impact Position

Launch Control Center Launch Escape System

Liqwo Oxygen

Missile Trajectory MeasUrcOlcDl System )linitrack Optical Tracki.1g mation Milliseconds

Manned S)JitCC Flight Network

NOl'th American Air lJflrensc Command Net Positive Suction Pressure Nonpropu)sive Vent

Outboard Engine Cutoff

Pulse Amplitude Modulated

Pulse Code Modulated

Pulse DIIratioo Modulated

Propellant Utilil.ation

ReacUon Control System

Smithsonian Astrophysical Observatory Standard Culne Meter

Service Module

Solid Oxygen

Space Tracking and Data Acquisition Network Universal Time

Voltage Controlled OscUlator

xv

CONVERSION FACTORS TO JNTERNA nONA L SYST~M 0.' UNITS O}' t 960

-_ .. _--_.- -------------.-------,

~Qle~e_r __ -r __ ~_ul_ti_P_b_. _-4-_____ ~ ------t-. _ -mTO .... sOb'Z urn I

cc:elera'iOD ... __ t f~_8_2__ 3.1H8x10-2 (e:.'Ia_'""_O -+ __

area ! ir1 6.~5.60(10 'lex,H'tJ 102

·--·-r'~ - to;!l"m;i

-.--- -------J

."' !

kg,;' nr'

------ . __ ------

1. 054:l503-( 103 (thermal chemical) !,' \\k. :.,lts-S _

~. 5359lJ7xlO-1 le~cU t ...

---~ ----- .. -----

mos

---- ._--_._-_._--

5. 153 78t;1 i; 5.( 1 ot

8tl:.

force

Ib sift

Ib

4.+18;':21615

-------+-.---------.----------j------i

~ ... ra te b ... / [tZ-::; i 1.13"8931 (thermal c
- - ----------- --
Ib-s 4.H8<!.!1615
implllse
--- ----
'lenitb It 3. O·HI)( II) I texacu
in ;.!. ~ix .-2 (clI;actJ
--
mass Ib sZ/ft ".5359237)(10-1 [exact
f--. .----~---,---,- .- _.
mumen' &1;- ft 1.;$;;581194"
moment of inertia :!l-ft-s2 1.3558179-1&
preS81lre lblinZ 6. 894751293Kl0-1
-- 1----- . -
spec:1fic weigbt lblrr' 1.570874638)(1<1
-
temperatu.re • F t 45~. 67 ;). 555555556)( 1 0-1
velocity ft/s 3.1M8)(10-1 (ellact,
--_----
volllme Ir ~ ;:. !:.I316846592)(10 2 (
I
-- hemiCaj' I l!.att/(;Ql2 i

- - -- - N-:.- - 1

- -- ---- - ----4

--- :: ~

kg

N-m

m!s

NOTE: IIo = 9. 80065 m/ SJ. (euct) 1 Hertz (Hzj = 1 cycle pel" second

x\"i

GEORGE C. MARSHALL SPACE FUi ,HT CENTER

l\tPR-SAT-FE-66-9

---------~

RESULTS OF THE SATURN I LAUNCH VEHICLE TEST FlJGHTS

By Saturn Flight Evaluation Working Group

SECTIO~ I. I~TRODUCnO~

This report presents a summary of the Saturn I n\~ht evaluation program. Emphasis is placed on the performance of vehicle systems compared to their actual design c rtte rta,

The Saturn 1 flight test program included ten flights, launched between october 27. 1961, and July 30. 1965. I,ll t~'n nights were complete sucee-sses , both in achieving all major telit missions and in obtaining an unprecedented volume 01 S) stem performance data for night analysr» and luture design principles.

Originally. the Saturn I R& D flig"'t test progrum consisted of ten vehic les: four one-stage Block I fli~hts and six two-stage Block II flights. S.-\-l through S.-\-4 comprised the Block I SI ;'ies and were preparatory flights for the two-staltt' Block D vchic les, The Block 11 series consisted of vehicles SA-5 through SA-l0. The Block II P.&. 0 series was te rr-unated after the outstanding success of the first three scheduled test iHghts: SA-5. SA-6. and SA-7. The remainlng three vehicles. SA-S, SA-V. and SA-10. wert' assigned the operational mission <If lau:1ching the Pegasus meteoroid technology satelliteti.

The Saturn I program proved the cluster design of the engine and tanks, the carrier capability of two live stages , tht> guidance and control system. vehtcte structures. and the vehicle launch facility comparibihty, In aduition, engine out capabrlrty was proven. actual fligt-l environmental conditions were established. and a number of unpredte ted deviations were detected.

The Salunl I vehte lcs carrred meTe inflight meas.ur ing in strumentattcn than was used Uti previous vehicles to e ltmtnate the necessity of additional developmental flight tests dur ing the progr arn. Aconse rvattve estimate of the amount of information receive-r f rom these ten flights was in t'XCt'SS of one billion bits, This huge volume of data CUIlSllils of telemetry. tracking. mete rologteal, acoustic. and otill'r information that have now been compiled and are being utilized in dl-signing and building the two major" ASA launch vehicles of the future: the upratcd s. a turn I and the Saturn V_

lbis report supcrcedes previous summary report and provides the latest available updated data compared to the inwviwal FEWG reports.

SEeTlO:" II. SATCH~ 11.AllNCIl F.·\I'lLITIE:-;

2. 1 LAt:="ClI COM Pl.EX 34 tral propeu 'It stor-age- and trunsfer "\ su-m se rvr , .. ·Il. pads, The ha)f-s!)hen', blast n'sj-<taflt launch "!'!ltr ,I center is located :W-l. "m • ttll)1! h) frnm tho t·.·.-·, ! .n .. wh pads.

t.nunch complex I I.C) 34. located at the north ('00 or Capt Kennedy, was utiiiz(>d for launching the first lour Saturn I vehicles I S:\-l through SA-4.. This f:I('llity cons ists 01 a launch control service structure, an automatic g round control sl:Iti .. n hPnpath tht> Iauneh p.ul. and fuel and l.OX s tor age facilities. After S,\-2 was launched, an umbilical towe r was construe ted at 1.('34 to cnrry Ilwdcch'kal,l'rlcumatic, and hyd raui ic n.t\lI<,clion,; used in fudin~anll".~'rvidllgupp.:'r~tag~'s. This lower is 94. -l m (310 (tl tall and dominates the

inst<illation «Fig. 2- t).

:':.2 L.AU:-lClI '~Or.l PLEX 37

Launch complex 37 is also shown in Figun, 2-1.

Len was origin:liI}' tlt.'si~ncd to have dual launch pads, :Ui:;. S OJ 11:!nn I't.I apart. and associated facilities, but pad :\ was neve r completed. Pad 8 has an umbtltcal tower upproxirnately ,'11. -: m «26S fll tall that can be <'xll'll.led to 97.5 In i 320 It) if noco ssary, This pad "as used for launching all 01 the mock n vehicles is;\-5throughS .. \-10l. ?, s ingle launch control center ( Lee), a singh' mohil .. " .. niict' structure, and :1 een-

The launch pedestal is t:.!." 111 il2 fli t:;ll :mtl stands in the cente-r of the Iaurun pad. The lll,".;Ilt-al towe r is a.ljat'l'l"t 10 the Iaunch pellc"'I;" and I" used to pr-ovide e h-ct ru-a}, hydraulic. amI PIl"'ffilatic ,"'n';'" to the vehnle. S\\inJ,!;t.r'llSprf)\'j1tt· ~l_>"\'i(,t'( or:.fH·(_ !.1tICS ;,1 v.ntous points on tilt' vehicle ,

The launch control cente r t.iclude s equipment ,lnll ms trumentauon to munitor, control, an-I corn-ct th.· operation of the ground support and vehicle sy"tt'm" during countdown, It is the cc ntral coor-dinating point or UIl'SC systems and assures prope-r sr-quenc inj; and control of the launch functions.

Launch complex :n B is constructed for a 90-oL'!{T('e launch azimuth. A roll rnanouver , initiated ~ to 1 n seconds after liftoff and terminated al'pr"xin1ately 15 seconds later, rotated .. Ie first five Block II \·phidt·s to a 105-degree flight azimuth. SA-I0 was roll<:d to a Hight az irnuth of 95.2 degrees •

... _.

~ ~

,wi!

FIGllHE z-r. LAU:-;CII COl\1Pl.EXF:S 34 ,\['IiD 37

3,1 VEIIlCLt: DESCHlPTlO'-:S

SF(,TIII~ III, S·\TUH~ I S,"STI·'M IHSCIUPTIO~

:1, 1. 1 BLOCK 1 CO~ FIGUtATI(l:,

{'ollfi~ur .. ti()n,., "f till' Ill< -r-k I vr-h idt.,,_ ,un' e s svntiall v the sam«. ('''llsi,;till~ of :1 : ivr- S-l ,;t:lg'e. dummy S-IV stage , dummy S-V stuge , ins t rumvnt cantstcrs , and dUlI1l1lY 1>:I\IDad IJlIl'i!~'I' IlIJ:;l' l'lXU' adapte r] • Tlu- Bluck I cl>aHkul'alion is ",nh\\11 in Fi~ll~T :1-1, in c-ompa rf son w ith tht. Block 11 Hi\:D :111.1"1>"":> ttonul ('ollfigu)'ations, Th('l'('llfl!~ul':1li"II' .fS.-\-·& \':1 )'it'd sli~hlly fW1l1 the other three Bh.t'k I \',·hidt·s ill that sinllilatt.·d Block 11 ue rodynam ic pl·otuh • .'r:lIlc.·,.; ""I'" illehlll._." ill the S-I/S-IVD illh·rsL~Ig.e .lIl.1 S-I\,~) ';I;,,,t· areas. These aerodynamic Pl'olub"I':lnu:s ('o",;ish·d ole

1. Sim ul atc» I ·tH."aIP ~I:l\~ ill:,-,c~L:tgt fai. in~ st ruc-t ur.

: .. 1.7 r;;

(I &:l ft)

L---~

: .

SA-! TI!ROl.'.~t! S,\- J

~,-~ r • r - i

\

\

,)0.] Cl 065 f~)

S"'\- '"

__ , __ , L._

:i, Sep:II'atioll "11<1 ulla~l' rocket bil'ings

-t, Dum m v re tro rockets

.J, Simuluod cablr- tunne l

Tht, S-IVD ~md ~-VDSLagt'son .. lI moek In-hicks ('ontain.·,. \\.It.-'I' h:IIl~,st for \\('!~ht duplteauon of the upt'l'alio:wl typ« upper stage s. Length of Ul\.' 1110ck I vehicles was 'W. j III (162. Ii It) with the exception elf ~A-';, which lItiliu·tI a sli~htly c-longuted .Jup iter nos ... · COllI.' to accornmodau- a Block II type instrument used for measurina :mglt:s of attack, All stage s we re manu!:tehu'l,,1 hy ~(SFC with lht., oxcr-p tion of I he s- VD ~tage, whteh wa» manufactured hy ('i"!Ill'al Dynamjcs," ."\~tn)nanli(~s.

r==:»

L !~

• l

f/

, ..

50.0 l:'. (164 f t )

'.1

,

,

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_J L atOCK it OPEPAT!ONo\L-·J

Tnr 1;],',';; !I ':\:) l' •• nliguration ('unsisll'd 01'.1 i "t:l!.~1 . l i \'j' l' - : \- "ta~t', 11l-.;ll'Il"JCllt L-n it , and pay.t , IT.'IT';h a lin ~-\' stagt> indutft'tl

"It· "'"t:!" 1 ,l!"'~r:tn' 'lUI this phas., "I' till' 1"'II,~I"lm v, a; (','1H~t l!t'ti It(~forf' these ... stage s \\t.'rc t'ahrlcated. t. " , 1':011 " :J~lh '.1 ";.\ -;, the urst 01 Ul~' Block 11 se r ie s , ";i- .-,0. 11m j It: 1111; :-;,\-1. am! :',\-';' we rv :;;.!' III i l!hl

!'ill ..•.• :!: Ih •. \1,,·11.', },pilt'!Vbk pavloud,

Thc' :'-1 :;t.;I)!C conftguration was modified fill mock 1I \·,·hide" to comply" ith a 3U-sl'l'ond 100,~~t'r burnillt:; t;llll' :1:)(1 a l-l-pt'l'('ent upranng 01 the 11-1 engines. Tiu-, \\:1" :1('("II,lpl i,dlf'tI loy t'liminal iug the mstrument cani,.;I.', .: r,':\ 1111 top of the S-I tanks :111,1 then extending lht' '.w pr"pdlallt tanks hv app roximatc ly t , Sill 4!i It). Thi" t·,knsioll of II,,· rnnks ir .• 'n'ast'd the usable propdbnt to :~85,554 kg (350,000 Ihl. l·Olllp'U·t.'ll to the :UU, 1~4 !;g- (750. OOll It» for the Block I vehicles , hut did nut ""tf'ntl thr- ')\'pl'all huusl,:r kll):;th. The ove rall hn~th I.f thl' boos te r was u. luaU)' reducvd ! rom 24. !) n: ( ,1. (; n I to ~ I. 4 III I. "II. 2 1\'1.

r ".Ii' i.lI·~t· lin'" and four s tub Iius we re .lu .. eheu tu fIt· 1.:1.-'1' 01' the S-J stage to pl'o\'itlt' incn·ast·tI :lCI'O. ivn.uu u: st:Jbility plus suppor-t and 1I0I<l.lo"n points at l.iuuch. Thr- [nu r laq;~' fillS ~",t,·UtI.·d alJ • .ltIt :!. i 111 I !.I !t. r!'OlIJ the S-I sta;,!l' thrust structure at :)O-dq(I'Cl il\t'·I· v al'" a round t'l(' CirCUllJI'PI'I'ncc, ,I' lh,· tail se ctn ... l. TIL' f"ul' s tul. fins wcre au u C'h~·" IIIl.l\\ay Ix.·!\n:l'h Oll' large tins, Stub [ins II, Ill, and IV a lso provided ent'I')SU1'c' and nttnchm ... -nt for tilt: three :;0. 'i-em (1:! in) dianwter ducts used lo e x it clliUdu\\!I h}lh'u~I'1l Irom the S-IV stage. Four small ae rodvnam icallv shaped housings between tilt' lal'~€ Ii!IS :tnl! th€ stub fin" ('11- du:'e,1 tlw inboa rd t'n~illl' turbine exhaust ducts.

'nlt' ... hilhl"w!I hytlrog:en ", as \"'nteel from :h., S-IV stabt' throll~h Ilht't, :~O. ;.-cm (12 in) cliamet!:!' ducts , down the :"ick .. 1' I ill' S-liS-IV itltcrs~lgt: at !to degrees ",'''IHld the S-I s tage . to ,"~it Ilt'ar 111(: base of th .. S-I st;'gl' thnlU~h "t,ll> nils 11, III. and IV. T:w hyurogen vent -vstem "~'mo\'ed the chilfdow n il\'lh"~l'il that h(,~:111 10 c·j rcul.uo till'''l'~h till' S-IV surge plumbing app roxf!I1;lll h -It I "1'\""I,b prio r to ::i-l/S-I\' Sl'[lal'atiOl:, a:·d lhl')'nnlh l'nr,diLiOl:'" thl' :;-1\' propul s ion system for staa·t.

'PIC ;,;.1\' ;jta~ . was :;.11 III (1~.;) It) in diameter and 1::. Ii m (,+1. :; Ip long, It W~IS ""'I'll·(·t,'d to th.· S-l ::;h'~l' t!lr"ul-':h Hit' :d I inlt."'stage as semblv whkh al-

la('hl,d,li,',( t l .. " IIll'S-lsl;rg:£' "piill'l'lx·am. Four 11'0

n.eLl'ls 1'.l't·l· :l1l;ldw.! 1.<> tilt· S-t sla~l' spid.·!· 1 ·'1111

mitl\I;t.\ ., ..... I'·.·n till' l:t!'~'.' l'i,:s. These !'l·ln. I'ol'kl'ts

ih'llite at S-llS-IV separation, with tlu-i r l un- 01 th rus i directed low:tnl the roar of the vehicle. to move th« hlll'lll'd out S-J slage away from the remauun-; uppcr stage s, Four ullage rockets we re attached to the S-IV l:'tnl!;e above the retro rockets. ThL''''_' !·o.·kt·t" had thei r lint, or thrust rtirel'll'd toward the nos e lif the vehicle and we re used tl! sl'al the S IV propellants prior tv S-IV umitton,

:\11 Ra;D ve rs ion Ins t rumcnt I.uit (IV) \,.<lS lor atcd

lx-twccn the S-IV sta~p antI payload, Th.~ on'rall height 01 rho n' \1:1" :!.:l III f 91 tn) ami the outs ide .ainllg (skin) height \\a::; 1. ;} III f':;'" in). Diameter of lhl' ILl was :l.!) III .154 in},

A Jupit(' r nose COIIl' and adapu- r Il:Iyload \\ as f lown on SA-5. The remaining Block II R/i: n vehu-h-s utilized the Apollo borle rplute spacecraft for the pavloud, Tho Apollo bollerplate spacecruf't consrst, J of a Comm.iud Module (eM). Sl'rvit:e Module 1"1\11. sp;Iet..:raft adapte r auc, launch ese ape ,;ySl, ':Il (I. r-::",. .\""ito boilerplate spacec raft BP-l:l W:.iS Ho\\ n as paylo;)d tin SA-I; alltl Apolto i ... ilo .. ·qJlatt· Sp~I{·L't' run I\1'-I" \I as Ilown .>11 SA-7. ': I~'crall lca~ih «I' tho' "panT .. "It" a.:; 19. ;) n: iii ... 1 HI with a bo se dumuu-r I,t :I.!i III (lL.'" It) .

:1. 1 •. .l BLOCK II OPt:Hc\ Til 1:-';,\ l. (( 1:-- Heil H.\TlU:-':

The Bloc-k II ope r attonul ('<lnfig'Ur~llion \I :IS es senttul ly the same a s the R&))confl!.;'Uratwtl wrth [\\\) exceptions. A prototype p roduction model Inst runu-nt l'nit, designed for usc 011 the Satu rn IB und Saturn \' vehtcles , \\:.1" used 00 lht.· opc rutional vc-h u-les . I'hrs It' was unprcs surized and al)pn.xin',atdy II .•• III (:! It) sho rtc r than the H&D ver ston n: and of " d;[kl'l-nt conftgurattou, TIll' other major dille renee "as Ule pay load, The Block II ope ra trouul vchic le eal'l'il-o " Pogusus nu-teo roid tcdl!lOlo~' satdlitt- cnc lo scd in the Service l\bdulc of ine Apollo payload, 1Ii-""',1 tinnal vl'hic:lcsSA-", SA-9. antlS_-\-lO"ankd Apoll» Ik,ih'I'pl~It ... Sp~I':l'C"'lh BP-;!I:i UP-Hi. and BP-9, I't'::opt'cuvelv,

:.1.2 SYSTEM DESCIUPTIO:\

3.2.1 PHOPtJI.510'\ SYSrFl\I~

Etght biprope ll.mt t .... ~l'nCrali\'l·ly coukd Hocketdync 11-1 t.'lIgil;t'S. att;II'IH'd tu thr- :-;-1 staltt· tail S"('tton usscmbly , provided 7:13, ~)~)7 " I hi:}. OIH) tb) d thrust ~l' engme (0" Ht,wl-.. I vvhic lvs . Each l'n~';ine hat! singlt' "lal'l capahility. lit,ui" .•. "y~t.·t}:!Ilti HP-l fu._,r a;; pr .. pdla~lts. and a hYJ1t'r~oli(' fluid "'>1' pn)pdLtm

~llition.

TI,e 11-1 engirll'.::i were uprated to a thrust of 113(}.~66:\ t 18'1,000 lb) rOl' tilt.' Block n vehielos , ghing the booster • .i,67 mlllion :\ (t.:> million Ill) Jlrust. In the Block 1 sertes tOX was I)iped from the center tank through the outside tanks and in turn to tne engtnos , f\ Y ar rungemeut was utilized for lilt.' Block II vehicles, whil'h carried pl'Opellants Irom :111 tanks to tho engines thereby provtdtng bette e pe rformunee ami utili7.atiun of the propcltams. The Y ar rangement was provided by:1 sump assembly attached to the bottom of each tank wj'h flanges rot' mtcrconnccttng lines attached to the si.rup ~ Ftg, 3-2l.

Anoti:t'r mod ificatioll0" the S-l propulsion system t rom Hlock 1 to Block II was for fuel pressurtzuton, The ol'iginaJ system had -I~ O. oa m3 C t ftl) fiberglass .:itltra~e sphc res , whereas 1\\0 U. 57 m3 (20 ft3) steel sphe res provided ~as~'ou;; mtrogen for maintalnin", Iue] tank pressure on the Block II vehicles.

Tht.' S-IV s'tage utUiwtl s.x ur.rox-s Pratt 6; Whitney t-'ngirws, e-aoh provir'mg 1i6. 72:~ N ( J5. OliO Ib) thrust, The engine propelfants WC1'C li{llliti hydrogen

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and Iiquu! "X~·gl·lI. a hi ~h L'm'l'g)' combil!:ttion wnh :1 Ix,· .. fo,'ma:,L'p more ,han :1 'hil'" " .... :0[,.,. th.rn "'111\ .. 11- tional fuels. TilL' .:ngill'-· ,'as ,l\-si;.;" ... <1 ".1' "pc,·,.;··'n <lhon' 6. I km (20,1)110 m al titude '\ itll ,I H·sta .. ! L"q"'Lilily III ~1)a'·L'. Tlu- Rl.ltH-J "n"ilh' h:ls :1.",.U!ot:XI':I .. sjo'l ,·"ti ..... flfi to 1 and ope rutc s ,.t "". u irra] chamber pressure .,1' to". ~ :"/CIJl~ (;1'11- V'l.l.

IIdiuOl g~s was used to pres surt z« ,!>,. ji'!lll,I OXYl);l'1l lank durin~ fligitt, The hcIuuu w a- p.l::;st-d thn)l.~h a helium hl'au'" t .. ,':li,;,' ib b.llil,u'li!UI·.· :tn,1 expand it before entry m;o lb., li11llili o.'\\'l.:.en l;I!I:,.

a. 2.:! STIWC'lTHEl'

The Block I boosu-r stnll·ltu'f' ";I .. il';di\ , '1- sfsted of a th"'-Isl frallle on which ''''r~' n,,,,,:,,,,' "i;C"( engtr.e s , five U IX cont.uncrs i ,it,S :~Ll d;", l, ',nl, :Il'I, ing member s}, fO\lr fuel <:unl.;.lilll"·" : !:,':-.ihk lIhhmlt 01 to ;~llow Io r s:-u~inkag(·) , ~Hld :tt t.bt' t\ -1' t,t tr« {'t)f\t~ti'H !::i a transtarton a l stl'uetul'l' ",l"lllHI:~~ I • th ... , ,,', 11. second stage , \\'hi(':l '·HlIl.;.lin- till' .n-arunu-nt , .• I;',!. r:The booste-r struc tu n.' rs ,,1.0\\11 in FL~1I1'" :1-:1,

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f1GUHE 3-2. FUEl. A~D LOX SUCTION ANn INTEHCONxt:CT UXES

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NOMINCLATtU ENGINE SIHal (t.)

OL'fIlOAIIl t:NG I Ii 1: H~A I EXCHAI'I<.:t:1l ~ ... ) srus FJ~ i4)

ANGLE or ATTACK I~DICAtOl (l;SA-l,9&IO) ~AllE lOUTING DUCT (4)

fUEL COSIAIN£R C/o>

ANIISLOSH BAfFLES II~ EACH CONtAIHE') lO-IS. O(~TER LOX CONTAINER Ct.) lQ~-lI •• tllANEt~R lOX ((}:OI\Ul~

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HVDaoGEN EXHA~st DUCT ASS["ilY (l)

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CO~ICAI ' ... ·l-UIiG-(8; -~----r r A n SEc: 1()!OO ASSEI!lII"i SHROL"D I ,Ill '4)

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1I1110AIW '~GlNE: :~.lllliE EX!tACSl D~C (,,) I ,-l»tt: ([lITAIM ( .. )

HEAT SF.IE~ P~SEL ASSEI!lILY (~)

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ASF IAATOR ("> ~TIlOAc~ E~GISE (4) ISaoA~ ~~INE {4}

iOAIEll QUES<:H :nSCOtiNECl (':') SlPPORI "-'1) HO!ll)Il'o"!'l POI!H <,)

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HGUltE 3-:{, BLOCK 11 BOO~TEH STRUCTL'UE

Eloog".lh..'<l tanks, a spidt.'l" beam assembly, and fins were the major booster structure changes {or Block II. In addition. the outriggers of the lhiu::;t structure were modified. The Block 1 booste .. s had beam outriggel's WheH~:IS the mock II vchicl.'s had beam and panel outrigger .rssembhe s to accommodate U\(- fin supports. A seal plate on top of lite sJlidcr tll am prevented hydzogen and oxygen from uccumulutiag in areas between the S-I tanks after S-I\" l'bifhlo\\Il,

The S-IV stage was a sdf-l>upp'~l"ting stnlctUt'C (Fig. 3·· 4) ,tesigrlE'd for ground handlmg without presslirization. Basically, the stage was a t>\'o-scction tank structu1'C lowhich the forward illtcrstag~ assembly. aft skirt assembly, aft inter8tagl' asse mbly , and l'q~int·

thrust .;tl'udUI'", were attached. An iusuluu-d common bulkhead ,li\,id.·lI ttll' tank sj.ruc-ture HI to ;1 for,,;, nl liquid hydrogen I LHJ tank and 4ft ).('X tank.

The e'l~i"l' thtust sh'uctun~ \\3'" a rruncated vone 0'· l"t tllfo('(·l·d skin and strmger const rue tion, The I:n~l' end (_,j" the cone was attached to the aft dome of thv !.( IX lank, The LOX lank ;.ft .lome f(.rrr.t:d an ilitq.;r:tl 1>,II·t vi tht, engtne thrust structure'. i::lectrical '(lui mechantc al components were mounted t(, the engtn e th r'us t .,ll"'-Iclun: tllat "as protected Jly a base heat shiehl Installed bdwel". the components and the engine exit flaws, Ar, :lft iute r stage as se.nbly provided a IIlt:allS til" "u"._·t'lllcnl to the S-J siagt'. An infliglll. S-I/S-IV, separ ation plane was lo .. :akd between u>e :tIt skirt as sembly ami the .. ft h.tterstage assembly,

"IIUS~ STRUCTURE

aOllllH PAIIEl (I'

FH;l!IH-~ :1- I. S-IV STAGE CO~nGl:H.'\TIO~

Vehicle gUI1:IIICC ali<I control s\'st,"'ms. tracking sv su-m s , and 1'0\\('1' Slll,.!ics we re h"us.·" by threo difl'el'ent ln~ ci.mlailll·l'S .Iudlllo:, lht: Saturn I (ll'ogr:ulI. Tlw m("'k I \L'hiIILs utiliz.'ti instrument canistc rs I<K·,.I,·.! ,110,1' til\: S-I stag,o :l"denctost'll by a '1',U\sitillllal stl'Ul'tll'(' thall":\ll'lilk,1 lo) In,"' base of tht, (:lUtlll'~ S-IV ,Haw:. SA-1 and SA-2 c.rr ried (Olll' tns trumcut canisten; 11:1, 1". 1, •. :"lii 1''' •• dwn·"" S,\-:: and SA-4 ca r r ui i an additional "fle, .llIml .. · r 12 I Fi~~. :1- ;»).

Ttll' Hlod. Il H~ D H'hicks C':lITh'd 'Ill H". Il Instrument trnit lOl'ak.>.i b.·l\· .• -r-n :h.· .. ,,'\\,Inl "'-i\in k'l'stagt· and the I'uyloatl adapkl' "s-s'-mbh. FolII! 1.H, Ii-('m I to in) diamc ter ture s arr'lll~ •• 1 d! !H degrecs around a \,l'rlr ... al 177, ."~l'm i 7" in. di'llllt'l~ I' ('I'utle'I' cylillllt-'I' wen' ai r I·OIlI!iIiHIll'.1 :I!"I pn":-Ul'i.cl"; L~' G~t [rOltl two hh,h prvs sure splures tiI"unkd (" the 10\\'\:'1' outo I' \\,:111 .... the ('L'1l1t :., l" i H1. ...... 'Th .. · mock n H&D Lis trumcut "nil i" "h,'·.·.1l 110 n~lltt· ::-li,

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}'lGlIm; 3-5. INSTRU)IE!'lT C.-\~ISTt:R "REA FOil RI.O(·K I VEHICLES

nGUR£ 3-6, BLOCK U R«rD INSTRU)lENT UNIT

Tile Block II operatioDal vehirl~s carried a prototype Pl'odllCtion model IIls.rument Ullil located betweell the forward S-IV iDlerslage and the payload adapter ll$scmbly. In this IV. noenviroomelltal protectiQllwas PNVided (or the insP'IImt.'QtaUQIl _llll Oillla. Componenw were rnOUDtedon paool. at_bed 10 Ule interiQr wan instc;>ad of in presslu',zed tu"s as be(Oft, The overall diarncte e. heallht. and weight of tile lU weft 3, 9 m • 154 in). 0, 9 m ( 34 ill) _ 1~1JO kg' ~~50 lbm) respec lively. The Bloek n cl-l{>rahonal Insh'Uftl4.!-nt Ullit is shown in n"'Iut' 3-1.

8

FIGURE 3-'7, 8LOCK 11 OPt:IHTlOl'AL INSTRtTl\n;:-n t:I'IT

The l)1lJt!k II Jt&D <too 1,J(,W1·;tUollal payloads an show::! in Fit,turtl 3-8. Tilt: APQllo buIlt: rplate spacecraft BP-Ia, BP-la. BP-~ti. BP-lli. and BP-' ...... re eomprj,liIed of (oul"lIIajur allisemblies: &he launch escape subsystem [ LES). tht' Command Moduh: I eM I. the Se l'Vie~ Mcdul" (S)U. and the tlllfe rt and adapte r • The B1QCk II operatblfl<tl yehicles carried tht' Pt'gasus meteoroid tecbnoloi)' .,ateHit..' tn Ute St.' nice ~'odule of the Apollo payload.

3.2:.3 GUII)A!I!CE ;\N[) CONTROl. sYSn:l\tS

Til£> oillboird eD&i~8 01 the S-l .age 1Ii£I~ canted at all.oct.of .i~ cit.'grees and mCtIIltcd on Kimbal. \\hleh permitted lbem to be turned &B£Ougb apgles of * •• &h' degl'£es t seven for Block I vt.'hiell's} ill a *luare pan.rn to provide control of thc vehiejc, Each outboa .. d eagine hal an lode-pendent closed loop ttydl'a.llic iys • .:rn te operate the actuatoF"l. Signals origina'iDc ID &1M:: stabm:ted platform system and other piclaace and contro' components were signal conditioned and fed to the actuators,

1'be sixS-I\" s&a.w cngiQes Were l'atltedsixr!rgl'(u'S outward from the vchk~c centerline ard werf' gimballed ill; a t -I~degree ;;quae. patter.l,

The slablhudplaUorm ~velopt'd for use wit.h the Saturn vehicle", as designated 'hi' ST 124 and is shown ill Figure j - 9, Threp olne l' stabilized platfcnn systems lST·OO. ST~9US. :uKi Sl'-144P) were llSeU dt&rilli; the developmf'n.t. of the ST-12-1. Th~ ,,!.abutTed l>iatior!llS slJpplicc lIle inertial reference frame for the control mode.

The Bl~k I vcbieleii were nown Wltbout active pidwlce 01" velocity eglOn. However , some passer;ger ,wdance hardware was on, .... lard tbfOstabUsh operational capabililies in Iht- Saturn fliGht cnviwilment. Saturn 8A-1 and SA-2 carried only ST-OO platform equipment. whUp ~A-a atVl SA-_' earri('d both ST -9() :ind ST - n·n' {po ototype) plat(e.rm ~lJiPIllCII~.

.--_.

~.-----~--.----.

- ".. -reqlltnl'ttCQn\rut ~ao .. ,nfornutu_ lnellltllltt am .... lIi"- ra .... aOO la .. ra' I_a. Tile refe.·~ • nco f~r Block' ." .. yd. i .. rQrntaltoi\ wali "'tt ST~90 pblttorlft.A'Ii'_rite.we>re~Rtld by dUferenUa'loll of .. 'titu4e •• Wa'" tI\e emh'll\ CelnlN.f. An&te· or~."lIck con,rui .uu'Ui.ed Oft SA- •• 54\·2 ...... SA~ l •• a meaM oI--=eomplllihinllateral load reUef ""bile t.\e v.hiot.w~$ in ..., ahnosllMre. '0"" .ctivecoatrot local alllle-Qr~al_kllleek.rs haan .. racbared by V. s. Sotence) were..aaed. Body hxed llCceleromelMrli. m()qnl.efl with their aeuitive"ell pel1lCadieulat to lIle lonptudillal uta ttl pika "ltd yaw, were Il,ed i ..... ad of anCle-or-.ttack mekrs en SA-t and SA-$.

The foea' poln, 01 die· cQIllrol sy.tem wu the

coRtl'Ol comPll&or. This lot devtce acce"tedam'lldil

enOl" tnfomaUonfrQll) stabilized , .. ,.rorm .cnn.tr()l

.ccele~&, ~md l'a~~~. arul .. ~r pe·dormiRI cttrtaill eomlMt&at\Ofts, provided !ile.rillil "-'en-b ~ the "",belled engines .

Aetive ""inane,. IlUli.ill~ the 8'1' ~90S pla,fo nn in the .lin nwdea!ld~&T-t:l..plaUorm_ap •• M' ... r .yate ... YiP e_plnyed on vehicles SA·5 .... S-I·6. wbile velaie •• s S-JY-e. SA-7. SA-~. SA-!). and SA-t6 employed ottb u.eST-Sz.tp'."orlll system lnlbeaeUve mode.

There were two principle guidance .-'y.tem8 QUlttr ..... aM atabilized plaero"" aut COMpleted die piclanee .,. .. m. One wali it pidllWv _ ... 1 prQCe NUl' (08P1 a ltd ...... r wu a diaiwl pidua compqte r. nae teeM"" JI'll'JlO8. digUal c;Qmpuw r t'OII .. iu a 1'0111- ting drum mt'lllory and Is constructed with nplact.'aWe

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I.._\;j;~ '_)'_.l;._~i!-h'·i !t\.kl:~~ -i-,( ;~i~l·' ~~t _:-~ '-.-nlt qlt ;";'\ c ' "\ ~

p:i,:t.;.~:or:.' t~'_·~.h·d-i;. f~U·!. t~~t~~:~Tt~·;_lit_ '\'"d·-;,' ~"I'l ~il !.t(~i~CllO..~r;.thnU~·t,tt.L'ui ',\:,L ..... u·(~On1-ll~i~,d~.-,t ln~, it''\. t:~",: iI' " and vav ilt:.U~~~_ d~.~'ln;.::' -1 H:._,}'-t It'.~ ~\"h :tI~::- !\t t'\-q !It.J,,b .i'.,(:l\("(1:l1!rpl_tvl"t II"l'tJ-l"'(-h, ~~:--t;,.~~:t,>\ t-;. ~h!-· '~-~,tt'tt''':t ttl. I' njl.

In Ul'lIUI' to supply·Uw tolal vebiclcliyawm wllb the basi.: signal_ h'oma Sllllllu SvUl'C~ Uhe digital C~lP"W"~., ··iWW .tinl!.·'·ba~i.\\·erel.""l\4:rated ~nn, nl ..... 1bCfh .. tUme blaao··lIlt;&r'cd ... he~ ~I\lwJtbil'" lClthepar.tedh-..m ille\"Chielt:, 1'bt: lOCCuru! lime baM' bepnatacUvatil.lnof thefirllt pl~llant level sensor. The. &bird time bwle CC)mm~qeed with OICO :llld eoaUn"ed tbl'Ougb S-IV c"toff WMl"C lh" [uurlh and (inal lime base oogan and eonUn\l8d for Uw orbital Oigllt ~uenci"G.

Pikb and .vaw patbguidance was iniliated 15 , .. 20 seeeeds after separation command. The path guidance pro&ramiot"pilCb pl_(QrSA:..6allll SA~7 \\:1& adaptlvtland for St\-s. SA-9. and SA-to, it ",as tterative. In tI"" Uerativc .node. steel'ing command was ..... a"-'" eVery CQDlpvter c}"Cle t80&Q)s(ortheadaptivc m~ and ,,"very 1000 ms for the lleutlve motle) on the baai. of dlcop'imi~ed pitcbpluQC trajectory comP\lwd by the guidance compu ... rrom the state variable informuUol\ mtllSured dUlinll mwat. Thl' basje dif("'I"CIU.:CS be\wl:cn the IldapUve mcxk .. nd iWl'alive mode are:

1. nw aduptivc- .l1\ooe l"eqlli,I"eS a VQIUnle of Pl'llflight trajectories \0 establish t.'Uidun~ compllwr preset values; the itel'alive mode docs not,

2. "'ewer~uatic;ms aloe necessary for pl"esetUng t"u ilel'aUve n1~.

a.Thl iterative mOOe can ha""tle la~r per ..... - batlona.

_4. ·Tllei1eraUve ~_IIJ,moteUe:dble. ~ltamiQill'twtlpa ... I\dd#t' •. ",..ere thc:vehicle ill -- c~stf'ill.xltoapredet.ermtnedntfe~nce. \\, .. ,m" . -ployed-tnthe-Yll\\1)Iane-{or-alt~alulll--1- ve-hiel~. noUlIhe croa8.l'angevelQCUy anddisphl~men\ were utilized 10 steer the vehtcleback into tik' rete .. enee

plane.

s, 2.4 Et.ECTRlCAL NEnVORKS &~D POWER SU~PUES

The el~tl"ical system networks. hardware , and integration S«!~me consisted or primary power sources Ill\dvarious subsystems arran&ed to distribute power, control functions, measure parametel·s. unO provldt,t InOlgb,' thne. slgnws.

1'hepo\\t,n' supplyro:r the Saturn I. lIlock I \'ehides consisted of t\\'(; 28-\"oIt line stlver o,,"ide balleri~s. designaWd Dl0~ 1>20, whicb s"PPlied pcjwt'" t,oeight inRight di::stributOl's on SA-1 and SA-2 ar ,:I nine on SA-3 :met SA·". Figure ;)-11 shows Block I d!:(.'tl'ic<ll jntegfalion components.

, -

i,JtIit II

00·

-----

1-

\... I

- ~ • - ."~ - i

,

I \lilt, 10

-

-

nGURE 3-11, BLOCK I ELECTltlCAL INTEGR,\ nON COlI PONENTs

The Block 11 Rt D electrical integration eomponen&.!> al .... shown ill. Figut\.' 3- 12. The prilnary soaree for S~I·5, S-1-6.and 8-1-7 cOllsiswd o' two idt:nUcal 2650-ampe.re-mblule zinc silveroxidc battcriel!i •• 'si",lAlcd lDlO and 1020,

TheS.IV-5.c.lectrical power systa>m con.si.Iitt'd 0" four Inajor subs,stems c:umponents: battery No, I (300 ampere-minute), battery No, 2 (900 ampereminute) • instrumen&:ltion balt~ry (!tOO ampere-nunule) and aliIUUc: itlvel~ter. shown in FillUre 3-13. S-IV-6 and S-IV-7 canit:tl !he same primary electrical sources as S-IV-5 with the ;uidition o[ one instrumentation buttel'Y (000 umpere-mmute) eonnee tI.'d p:lr:.tllel to instrumentation batwr}' No. t k> incl'!:a:;.: &be flight time in \\hich usable data could be transmttted,

The primary source for S-W-5 and S-IU-6 consisted of one 18S0-ampcre-minule • "hoct life) zinc sUver oxide batwryand one 2650-ampcr.:-111 i'lute Oong life) zinc silver oxidt> bIlllery. S-IU -71l;.d two Identical l650-am~re-minlltt' zin e stlver oxide haUerit's with om.' batterydesignaWd short life:t. " the other loug HIe,

The Block n operational electrical inwgratioll compeuents WC1'C c:>scntially thc same as those COD}pont.'Il\s illstalll'li OIl 5£\-7.

_ .. _._ ....

II1II1 ., MI.,"

~""Sl''''''l''''''' •• t

",_r (~r __ 110 a

... _1 ,

.~ ... 'H:.. ft __ it

- ..... ' ...

. ~ .. , .... -.

... ,--,,.... 01 __ .. s ra.

.. ,"'''' •• ,. ¥ DC I a

-"" -,,. .. - _. r..·SUQIIID a: .. ". , ...

F1GURE 3-12. BLOCK II fo:LECTIUCAL INTEGRAnON COMPONENTS

a, 2. 5 INSTIlUM £NTA nON SYSTUIS J)ESCIUPTION

Thu Salurn illstr.lmenlation systems. which aMlllired data w dck-I'mine trajectory, range safety. and ""'lele perfol"lnall\:e. COllsistcd of four ,najol' lJU~yskms: telcmett·y. measuring. tracking, and eomnu .. ,d. 'I'1M,> telemetry syswm flown 00 Block t vehicles consisted of two types"r PA11-FM-Fl\l links. SS/!"l\1 links, a PC)1 lillk (redUtldant t'xperlment;·llink onSA-3amIS.\-4). and a Ullf link (also redundant ('''perimental link on SA-:l and SA-,O. Thc Blockll H&D and ol'eraUonal telemetry systems conststed of PAM/ Fl\t/FM. SS/FN, PC\I!FloI. P[)M/FlIot, and FM/FM/ FM.

The measuring system on saturn vehicle" varied in mm,Ir.· of measurements from ni"ht to flight. The Block I vehicles uve raged appro, x imlltt'iy 551) onho<lrd measarements [or each lest flight. &he Block II R&: [) vehicles av£Or3gt'€i 11~)5 onboard ft}t';,8uremcnts for each flight •• lnd &hi.' DlockDoperational vehicles averaged 1141 onboard measurements tor each flight .

The onbnanl tt'acking systems included s- Band radar. C-Band Radar, Azusa, trooP. O{)OP, coatinuous li!dlts. MISTR:\I\I, hor-izon sensor s , and a rudur alttmeu-r, The ',\('11 p roven DHW -13 C(NWen:ional tone command system. orrginalty deve loped [or the Jupiter program, was util ized for l'arl~ sart·ty on all Saturn vehtclcs,

---~~-

lil

1\'

FIGURE 3-13. S·IV El,ECTltlCAI. POWER SOURCES

13

J.l \r>lt'·-. r:_.: ,_

I'r!,n:- ~:.1 :rj,

t ,i,lt- f~;,~ U',_ ,';;;'-f:,,:' ~t., it

'-\-," ~'1. ~ ",-·s_ •• __ .~. c...~p t:lt,,!fh r,c (I' - 'hm' 'i'l'r.t:-",,_,,11' "I Ill<' fir\'!: :'~;~l. f."~,-,,,_ l: ·li;'_"'::i_,t >")1' th-e

,,'i .". ~\'t_ f",_o lEt, ·.~:-1 . n l~.\.~" j

-,.

" , .~. "

", H"

t,.,' !''''I-,r. n,,~.,', ,hll'e .• \! Uu~ :1f: >t..t.-. 11- ,:"afi~!:;·~t tt~i ~. "" ·!l. "l·-~tttat·~,

H, r

, ~ l:'l-c :'f~~IJ"h" itPf'" ,t, _·f~~J._,-·~

t,~tU tl,- ~!\ _11:'~"':'10.., f l~!l..' If!"·~ t,~:· t'

~I :t.w. ,f-" .-!"l·,:~nte..,~.:- ·t ;}~i:..:;;:-,t ~t'-~l'r

r'~·-'~.(~'l·':'''_ :-.:-~ ,1 ';It

t\.'!;,u!.j· ," .-'lh._ L,- .:

t: 0.1_" ;,' t; H -I;, f I '" n, '

.~', fl\':' Ht-:'· t1. ·;tlti~oi_~, .. ~t "(-~i ):j_Iq .. _:-C'l-"' •• '_'~',~

I_!-~_l ':"~i~'n:; \-"'~l~l :_l_,":::_'~:l_~,th ~:ltq,,':::d:h t,IL _HIt, l!fHt-·h. I ".,·,~·l:';:l·;(~:--"'. r> £~H.i..L~i~,:~} ~\:':i.'- _r'l~~dp ,ct 'fl;HhJ,t IH., rt-. i·fH;~a("p ql ",t~{~

;t.

,1-< J~~'" ~."'-~'C'tic . ':~,k .. · "', HJ, 't.":i~t)",. llit'll-

-, l.: \"i~-lt,::-~ ~':,'I::'-rF

"

L",,;, I _bi"

'<~l:~'ld:ni,··. ! 'l!tt·\:'lp'-J;f'_'i·.~ ~:..l .i"';rt ... d'~;· t<?:-f,:') :.f .. t,n,~ ~_-<~t':"~a_l~~_t-_~~_ ~ -\ "'1.1_

Til" !>i .. d, I! It;, b, , nid,." ;, \ -.' .. ', \ -I., , 1 .. 1 S,\ _ - \~.'t' t.~: Jntt~'Lh;_'(! tu h).:'lL- S- ,I,' L~~· t\- :-.t:;\.__. ....-\,_~l~\.·:lth;H._ Ua:

u '; ' ~~, r\~ . ..:.;, ... ~ t'..d: ~"""'l.:~\' ',ltitl-l !I~ I>V~i:: ·,hi~-:~. --i ('.,-.1 ~·.tl-Ht:I:-t

·n.: th." H.-d'

..

t;"." t --·:·~:-hu tudt.-d :1 t, '!lIt "r't!'i',';;;~'

·-tt; , J'i" 'L \ i~fJl;1:)i'.'-· "';. Hi~Jj~'~;dJ! nn~ \. . ~,~ i~ ~~: ~,~ ~: '~rilJ - t'-~u t l~E;i-)

:;

H ' .

• ,j

i

...

"'-,-~~' "'~ -

.. t

-i-

,J

, .

~'~.~--t- _.-

.-.- .'_. ~ .. .

, . .l

l

t
1 s
" ..
I i - .;
_'!
L
~ I
e : i
!- I
t "

i i- " !

; , ....

t

I

1

I ,

f ~.

.1

::'.\

r.,

,dt\."'lt.lt ... • motk- 01 llHwcr jenlsun (h~' itl'ln~ 0111) tll(' bunL'll ""'C:ll'c ;1I'.d l"jt"h c<>IlU'ul nlU\"n.) "as u,,\;d ,u Sil1\lllab: ;1 ,i,:Ujson 1!lot" .. I'ailun:

Th~' amuunt o[ ll<~ss .. n~I.·" ~\&id"~lC.·t, '-'l"i,m)('lu ~;,U'· l·icd'.mb'~Il·thhc laulwb vehicles inn"';lst:tl :.1S the IH'O. ;.:;l·am pftJ);rl·ssnl. Vdlid._'s SA -;; autl S,\ -4 .:an'it'll :.1 fHOl,'llP ... ST-12.lP slahilib'd Il:at{nnn ;I~ a 1~.ssell14cl· anti SA-;) I.·;u'ricd Lilt" sT·l:.!" st:,bUi"".1 pl:.1l1ool:. On S.;\ -6, the ST-!'t'<; sl:lbilin·t1 platform \\as used •. luring S-l sta~c rli~ht; ('lust.·11 I .. up ~'Iicl:ln'_'l' \l.'a~ IC'itl-d ,lurin"

IV St:t;:;l' POWl"'l',1 I'II).:hl ami .,I',>\",d very cf(et:liu',

Oil S,\ - .. , inLoal'd "IIl,iilw ;) wa~ intC'lIti"nall~' cill ,)(i 1:; secon •. ls ca a'l) lu lIl'llIunsl mlp the n'l mbility:!f thc SutUl'U I buos\I.'Y aUt'" a mujor suhsystl'm Iailure . An inbu:ud l'nginc ,Iitl hlil on &-\ -I; l!ul'in;:_ S-J ;;ta~l' powe red lli~h'. ano tnt: ~U,dalll"C s)' stem had tu un'rcome largc tl"ajcctory dcviations at S- I ('utof[ to achieve c)rtJUal irlscrti<m, 'rhc mtss ton was ,tH'omplbhed. The S-I\' stage cut.JI( tnilhtcd b~' the ~lIidall('e system was n~n' n,':u' thl' 1.1 .... "<:'I'I ... L·.1 vdul'il:!, :lnd \,ithin thl' •. ~I)C('kd accuruc il.·':' uf the ,;y'::itcl!\'

Tlll·s'r·l:!,' sta,uiliil'll pi:J.tltHm system was n"wn 101' the first tinw in th.· ucttve IUOf) "Ul'in!: hoth sta~(:

POWl'I'l'dnl~htsor S.'\-7, This system was n"wll ')1"-":Itiunally 011 the reruu ining Hlod .. II vehicles. s,\ -S, 8.\--:, and SA-to. with ,m itniH·un,tlllill'lll>lan ... ;;lIid :1I1l't.' nwde designatcd :IS ill:a'ati.n·. Thl: system ;'1('('ural,')' \\':\S l·vallolted .rud apprm:cd ,1\ll'in;.;: :hl'sl' UtI'H' Hil-:ht tests,

In <lddiliun to the purdy dcn'lollllwlltal mis.l>ions, there wore seve-ral vther l'Xp('l'inll'nts Ilown on the &\turn I \'('hides. The most impol,;mt was the dl'liL('nlt~· sin~'" .. ~inc l)Ut command g,h'l:u by umer. file next were two W"II(,l' duud expcl·iml.'nts. lIighwatcl' 1 and flighwall' r 11. These were ~l'rfOl'IIWd hI I'cle~sing Sli. is:1 kg (l!lt),I)Otllh) ufw:;tt'l'h'um fl", uppt.'a' dummy stages ot 8:\-2 and SA-:l. nea r trajl'{'tul'Y apex, to ill\'csU~atc the dle(~t~ of pCl'tul'bill,; th ... iOllosphN'c :lIltl to mOllit(~r the hmol-'llhen"s l'durn tu all cquilibl'ium state,

'1.2 LAUl\CtI lNt'ORMATIOl\ AND FUGItT EVENTS

Table -I-lIsUt,,:.::lri?cs the llil nignts hy (~l)mlJ:lringaC't\lal and predkto:d [UIl'ht infonn.,tioll and events.

Th(' hl'st .;ta .. W Ui)l;1It of SA-I; deRlvnstrated the "I'eate"t (~\'l:ttiun rrom pl'cdh't('(l, due 10 tilt' unex!>f,.·tpd t:n~il1t.' mit. hut this de,'iation was ill tilt oppo~ite tlin~ ... liunbytllcendHfS-JV-() power.·!1 ni~ht. This \\:15 :1 )'c,,"ull .. f hil,;:h 1)t'I'(v"lnatl('c of thl.' $-1\' stage ,\ftlllll.· rat" that ,tath ,l',-ll'''VC gllidu.nl.'t.' tva'S USl'tl fur lhl' st.,(·ond sta~e HiJ.:ht. A t.."rust contruller malfunction '!II SI\' -I) ... n~illl· :; :tis" "csultt.:d in hi~hel' than expected S- 1\' stage :)crfurmallf,'I;;.

4.:$ rt.nnrr 'fLSl ,\CII"XDIt:~TS

The Saturn I Ui~hts resulted in new i-.nuwlt-dgc, lli).;hh-XIY·I·h,·IU'c. anti design ('ut;(idcn('l'_ SUIlW 01' the major- ,lchic,'l-nwnls are refle£'ktl in the succ-e s sful :tl'l~um!ll ish me ut of all test ubll'ctiVl,'s "ssl~nt'd to tnese It-Il Ui~llts (Table .. -I),

Although tnt· dcsi~n maturit} of thl;' Saturn 1 Vehicl"" was 1'1·",·.,,1 a nd no unexpected maj •• r desi~n change had to bc initiated on tht, hasis of flight tests, severat ucstgn changes we fl' iml,lt:mcnted. 'rhe major ll1odihC':ltj\lns "n' dh'i ... ·,1 into two ('atf':,.:.)ri,·s in TOI!.l ... -I-Ill, The [ip;t (Itall;.;l's we re prct)hllllot'd as ['at't 01 lilt· dc.",'c1ullllwnt pl'ugl".llll alK! had onJ~' to wan lor 4uantitali\'l' flit;I,! re sult s "don' .utunl illll'h'llwntalion, The SI."",II1(1 ~1'UUp of chan;,\'c,; n·su!lt·d (rom uneXllcch:lI occurrcnrcs or rCl'o!{lli.wd desig:n dl'fjeien(' ics ,

In addhiutl It) .k-Si!411 ('han~t:s, ther ... w .. 'r~ d);mgcs mad .. , ill tht' area 01' flight simuta.thm and prcdkted I'Csuit,.. on all Block 1 venicles., ttl ... h,'st stollii" pl'optllS~')11 system pertor.nancewas consislcntl}' hilihl:l' than pn'llktud, C.msl'fluenlly. thc !.n·,lidiuns Wl'''''' uprated alltl su!Jsequ('nt!y, a highet· pe rformance was cxpt:ded from the S-l stage I'l'upulsion s)'slt·ro_ On Block II Rli:ll,'cilicles, Si\-a, SA-b, and&\-7, th.· I,,·rlurman(' .. .. I' the S·tv sto,:,::e I't'opulsion system was \.'O)nsislL·lltl~ IVWC1' th:m predicted. TIwreforc. S-I\' sta~c (1 r» pl4lsron p""'didiulls we .... : lowe 1'\:.'(' loa' :111 Bloc], II ope ra » HUII'II \"bides, S':\-!i-, 5.\-9 and S:\-IO. On S;\-~. :tUt! 8.\ -ti. the 8-1\' sta"l' PC s},sh.'m ir.tlkakd all excess of l'('sCl'\'<: prol se Uants at ('utoU and til ... :tll"'lllit of a'l'selVI.' pl'up.dla:lls \\as 1't,',lul'ctl for suhsl:lJlt'nt lli){hhi,

Section t s, () of this loepoa" ('Unbins a summary of tll<lUum:tioos an,l de,'iations Uaal wen: llctl.'l·t~t.l dUI'illi/,; the Sa'Ul'n 1 program, N,. malfunction o r deviation was considerv .. d to L ... ~ se r ious system CaihU'e elr dcsign defil'it'ltc),.

..

-

::

. c ~

- ..

:t ,... -t 0. .: :;: ...

~~---------------------------------------

i .. .;

..

-; fa ~ : -,;\ . e

~. c, c. '"' :: ....:

~---

.-

c

- -

,...., ~ =.i.

_ 7! ~ ~ _ .. !

-_._---_

.:. !_ :;

_ :; ;J ;

f •.

- ;::.. 6:

• '! ~ -

l+-- -------.----

..... _.-. -_._. __ ._._._-

- ::

: - ::

~.---

.

--------

-. :.:-

:

!

-,

- .

17

T.<\BLE 4-10. SATUa.1II I SYSTEMS MODIFICATIONS DURING TESTING

'"",,,di f iell
V,'hides
SA· 1 &
5,'·_'
5,\-1 thrt.l
SA·!
51\ ·1 thn.
S,\- :;
S,\ -1 tllPt
SA·i'> "odif t c at tcr,

Modified V~hid .. s

S-I P~~ppllant Ulilizatlon

SA·} S. SA-~

El~ctri~3tt~ Di' l~r~ntiat~d Att i t ude Rates

Mark III Gear Cast'

5A-:~ 50
Subs
SA-', ,!,
Subs
SA ; 5.
SLlb:; J----+------------,---I ....... -----+-"---,

._--------~-----------------------------.------

tiO!.-ijti.liz,'l;"",' S·TV Backup lOX Tank ::tr{>S$u'L!€I~i:\n sy~te,"

SA-b & 5.".1

SA·; ...

SA.I t h ru SA.:

Null shifts p ro s on z ;e> t",,, S·l\' se r-oo a c t ua t.o r s

5A·'1 .s.
Sub s
5,h'> &
Sub; Gimbal pattern _s inc r e- 3 ;",~ frorn

7 degrees square.- pd t t.~r~ to 8 .J.f>-g "'-"'@os S'luar .. patterfJ.

Ditf~r~nt type of S-IV 3C~U'tC'S _i~h St.""<"C valv~s les5 sE'nsitive to f:uici ;;ont",,,,in.t ion.

Area or S)Slem Affected

V"hi;;l .. Afft"ct .. d

~"di£ied V .. hicl .. s

AdJiticn of 8afft~s

SA·l

Slosning inst<lb:l>ty

turl,\~n_c eros ion due to a l<:}ng U'CC (tiq"id pr"p .. ll,-",t g,,," "ell.,«.Lor) tOli. 1""d Urn ..

WI ealt'rgency ,"'O!rrt .... al ve opened cLiring fl i.ght

SA-2!l. Subs

SA.] & Subs

t.ink va Lve s itlstalh'd ttl p r eve rt, LUX lead

8;\·1 t'nll S,\·4

IHfferent type of S.l ",tHatn",. us .. ct

Clo<:k"'he roll _nl Qbserved during powered flight

SA-3 & SA-4

Strong bending oscill~tions after CO

SA-> " Subs

ic"'''. eli n"".,l>er ot ac t ive co i Is in "";It t'xcha"ge ..

---------

Re-du..:e.d tilt. ~a", ll'ac-ing

SA-3.SA-4, 5A-3. & S.,.I.>

Qp.:n dl'",uH ~n one ""Her ampliHer stage 01 th e ST-II/., gurdance signal proceSS(lY

... designed IIIOdul .. packagin!(

SA·1 "lor" SA·lO

£Xppl'i .. nc .. d RF "tt.,nllation durit,& ret1'o/ulla.e rocket firing

Obs.;urre<i lens of onboaxd !Rovi .. cam~,~.~

SA-5 & St.:l:>s

SA-:.6- S"b.

Air purge installed to ket"p lenses .:lean

vrbital attitud~ pertuTl:>ation

18

TABLE 4-W. (Con~luded)

r--- -
V ... hicle A r~a or Syst em nHected MO<!tfled Modification
Affected Vehtc.les
SAo,,> So s-rv st,'1ge 'r.'! ",hrat'o" , SA-7 £. S-IV ont "hoch -noJlntpc
5A-6 ~ubs
SA.S .& ST-lL~ £lc:elf'rcfftf.:ter noC'!-oTthog- 5A-7 & OTthogonality l>etter than JO seconds
SA-6 l)n:..tI i ty Subs
I----
SAo) th(1I Aer()(jYnamit roll tr.l)!ncnt SA· 7 .so Roll ~,;:tin ch'l!l!'l('d ( .. way exhat:st
SA-1O Subs propo se. out nOot: im"hmentt'c)
SA-fi Ullage rocKet fa ile.1 to jett t son SA·760 Elbow f itt ing replaced wi t'\ '" "Ttl
I Subs :Hting. Cross-moer of detonation
cha rges also installed within
dpten.'1t.or block
SA-6 lIori20n se nso r ~"lfunc-tit.)n ~A-7 Opti~at path changed to yr~vent seeing
e€.'g£ 10f i!errnal1 iurn window and complete
r e des 1,'0 of circu:t and pa<:kaging
s,,·6 I.OX vapcr broke theodolite beam SA-7 ... ReOlO'Ierl from autonati<: ccuntdo'4n
to ST-124 aLignment ... indo ... Subs It)(\p
51\.6 A;!illlUtil control panel ua l func ticn SA-1 ... MocHied Azimuth Control Panel
(vehicleJr.SF. interface) Suns
- ~"-7 6
SA-#> 5-1 propellant loadif.g irt"e~ularit~ Subs I"'l'rov .. d l",~din;; in:;tructicns
SA·7 S-IV LH;Z "enti"~ SA-S,SA-'t Auxi liar, ~~n -Pzopu l s I ve Vent Sy s t e ••
& SA-tO
SA·] Platfom a 1 igt~~nt affected by SA-8.SA-". El1 .. inated pendulur'" a ligl1llent from
vibration,; after S-I ignition 60 SA-I0 loop prior to S-l ignit ion
SA·':I GOX impinge_nt 'E'giiSUS wings SA-8 & LH2 "eDt and (lOX vent interchanged
on SA-Hi
-
5/1-8 AVE'T'lge tempe~ature of C!h sl!ppHed 5'\-10 Lines were "rapped between heater
to ST-l:!4 ;;as 10,", e r th,m ~xp .. cted regulator .. "s ..... bly and ST·IU. Unexpected Modifications (Concluded)

19

5,1 PRELAUNCH MILESTONES

SECTIOX V. 1,,-\ l'NCU OPERATIONS

The Saturn I vehicles were one class of many launched (rom Cape Kennedy, Each vehicle launched was scheduled months in advance tJarough coordinated plannin.:and sebedulhg between the vehic-le developer and the l'angc. Occasjonal changes were made to the ,ull'anced sen .. ·duJes due to unforeseen irregularities dell, cted in the ~rounrl test pro~nun, but OIIce the stages were erected on the launch pedestal, the majority of hardware drscrepanctes hall :dreadr been detected and

corrected. After erecuon, apl)roximatelY 8 to 1 0 weeks were necessary to assure that the vehicle. vehicle systems, and subsystems were ready fOT fl;"ht test, The filJ)ll checkout was essentially complete. I :) to 7 days prior to launch uhen a simulated flight test was completed. Fuel was loaded on the vehlcte within the week prfor te taueeh, andthe countdown began one day prior to launch, Table 5-1 indicates the time it tu.)k to accomplish majQr prelaunch mtlestones of each of the Saturn I vemetes ,

TABLE 5-I. PRELAUNCH ~llLr;STONES

!Jays Follo"ing B""st~r Arri1 .. a I
-SA:! -,---,-- SA-) 5.\-4 SA-S SA'-f> SA· 7 SA-S S..\-'I SA-I{)
E""Rts SA-Z
S-I B~).stl'r Arrival at KSC 0 o 0 0 o 0 o o 0 o
S-I En:ction s 2 2 ? s f> , ~ 2 4 j
s.rv Sta'l-e ;..rri.vai at KSC . - - - 31 8 s -2 ·i -:'1
f
~ !
S-IV EI't:c t i,,:tl'!. ·ot 3 ;, 3 H 28 12 17 cO 8
Spa;;.~cra-t • MoJ" Le Arrival .. r KSC - - - - 0 0 a ~l 14 Z9
Space,eraft Erectio-n - - - - f>2 41 1" 5t) }b 3b
,
31 28 30 2] lS,l n I 78 - .St- .
!IF S .. bsyst",. Teus Co .. plet~d f
t
S-l Cryvgenic Loadi.!\g Test Completed 4} 41 42 HI 107 46 I - 12 95 ~5
S-I\' Cryogenic Leading rest Completed - - - - 109 1i2 - 12 9:> 45
,,11 Systems V~hid." On·rall rest 56 48 48 45 Q8 iO I n 64 9~ 'Ie;
Si!II"lat.d Flight Telit M 51 5S 52 154 90 I 88 7~ - 50
!tP-l Loading n 55 ~b ;3 157 <;) 'H iq ~I
Ul;1'C1I 7'3 51 ,,8; 54 161 C;S I 10) 86 l()~ ~jO- Date of Datoe of
.rriva~ ~
SA-I 1:; ~pr bI 27 Oct &1
SA_2 2-7 F~b 62 2; Apr &2
SA-} 19 Sept 62 16 5o" 62
SA-4 Z F e I) 63 28 Mar 6)
SA-5 n Au& 6) 29 Jan 64
51.-6 1'- Feb 64 28 May 0.:.
$&-1 1 June 64 18 Sept b4
5.\-S :& Feb oS 25 !fa:,. t.';
S,\-~ 'Jro O~t 64 If> feb &5
SA-I0 ]I ttav &5 3( Julv 65
:lO Total i):Ivs from Booster Arrhal to Launch

zoo

SA-5, which was the first of tht' Block II vehicles; bad the longcst time from S-J booster arrivnl at KSC \lfttU Iauneh, ,hlc pnmal'Uy to numerous cr~ld,ctl sl,.,t~lit'S at tuhing l"lfillt:ctiuns. ;\gt· hat'dening 01' th.· si .. ",veS<llld the n'"uttin!; cr;lekifl~ m,(c'ssitalcd fabr i> (' u hun e)i new tubing 141' replacement ot· ihl' in,.tal!cd tubes to pr •. -vent It'akin;;,

.. ~;J a._

l~R.;(.I\Ul';cn ATI\lOSPJlERlC SURE'An; coxormxes

Rc:strictions were placed on the amount 01 cloud eovenige:ttlaurwh. l)rimarily to ubtain atil'f!IL'lte r:lIDen u covcrugc of the launches. These rcstrtcttons l-angt,.j (roan (u'actically no cloud cove rage onS .. \-t to a 600 mc.'cUing onlatcr Iauaches; Surface wind velocity crnerta fur Block I vehicle launches were restricted

to a maximum surtacc wintl vclor-Ity .. f 11 Ill.!" (:; m altitude) •

Refinelllents wen' malk· to> the slu'ht'l' win.! ('ri"'ria [,,1' \hcBlock fl\ehid .. "t •• i'llludt' ~k,I,I) ,tOll<' anti gust l'ulllliti"ll~ at :l[)I'l""ximatclJ 1 ~ ,.l :dtitll.IL Fur e-xample, miss.i.:.r: rules l01' SA - tl! 1'1:\('[ d :h,· " 1'i""dar.,l' maximum skady ",talt· wind \\it:. luc'! IRI'-l) loaded 'It 17 mi~ (:l:1 knots) with fleak wi: .. l. to ;;::\.7 m/s (.tl' knot s) ,uut 1',,1' !I1:"ll1UU.l ,..1, :H:~ ",tar,' ,\'in.llo Iaunvh to 10.:: m/s ,;W knotx) with peak willtb t ........ mls (lK knots) . A SUd:hT wind "'L'l'" "hun' I'll' limitatiftnswnlllr! )·l'(jlli'·l·.ll'by .... lallllth .hlt' t.n stt'UI,tU1111 and ran~e sa[t:ty hazanls.

Tahh: ,.-11 show-, trl.' ""11:1(',' launch ,'m ,0 ·.111""IH Ior the ten tli;;.hb.

TABLE 5-U. E~·VmON)IF:l\7AL. CONDITiONS AT L.\UNCH

5.3 COUXTDOWN

C9QJiIdowninitiationtoJannch was normally schedulcdfor 1.'1 hours ant! dilrid, . i'lt() two parts by a builtinholdafter the first 7 hO\o.. ihis split in the count-

---do",n#SnecCSSlll'ytollYoid launct. ere", fatigue. The -fin:1l10koUl' coul\tdown ~s usually extended ,ilae .0 holds. DUring: dlct·""ntdown. critical measaremenss were. re~.jrtfed. iii the bl()C~nouse. Irregular perforl1lanccolmajorsyslems"'anthon 00 TeadU,)' ooterminocl alldco!'l'ec:live.llcUonaakcft. Typical countdown se.,.enccsfurbuihBlocklandBlocJ;: IIvchicles are shown in Figures5-·t aac.t5-2.

AutomatiC ~down began at T-G miRlt<!s for Block h'ehides and at T-2.;) minu.tt:s f.)r Block n veh'cles.B.~ I vchicles were rcc)'ded to 'r-Ie min~.esjf~~docCtlI'red"'ringlh.i5 time period; Block

'. Uvch,"He.we~~(!I~tt.~T-13 n\irlQtes.Thefinal

", I

....

..

FlGt;"RE 5-1. TYPICAL BLOCK I COUNTllO\\'N SEQUENCE

tl

25 seconds of the Block J countdown was a hold/scrub perinil, i. c. if the requirement {or a hold occurred during that period, the launch would IK se rubbed, Tht.! comparable hold/scrub time for Block II vehicles \ ..... 5

:...,I'_";COi "'" -u-:

Ott! i»:Y

I" "'I

I

-te- -I."

-"-J(\ ,~' _ t .,',' -t>6>_" .to'

~ -.. -'_-·---·~"~·t

~ r , : '>·1 ."" _",r ,.t; ."'~~c

L __ : 5-' lUJi L(.'_'J.J'·' ~:~l ~" L~.1~ ,".~ ... ,

:.-:::1 ""c .. '

L - - -: ... _

S ,;,.- t

approximately :~ seconds before liftoff. l"" hotds n'sujted on any of the ten launches during this Iin .. lI time' p~l·iud.

:;". ;;. .. 1.

. _'_

A '-:-:,t~. n ~ .H.,. J.,p,' n ,~''"T ')-',""-1

:__ (. _. • _,' I".~.,- '-.

1::.=-_-=- __ -'~ "_I', t." ;;:,.

!~ -~ ". r_.., "' •• ,

r :-::

I~,.·.: ..

FIGUR .. : 5-2. TYPICAl. Rl.OCK II COU~TOO\\N SEQl"ENC.:

Two of the ten vehicles, ~i\-5 and &-6, were: scrubbed for the original launch date and reschmluled twodnys lat- • but the reasons for scrubbing occurred early in the countdown sequence. M -5 was originally scheduled for launch on Monday, .ramlary 27, 1964, b'lt the launch was scrubbed because a test flange bd nut been removed in the S-l l.OX replenish line, which I'l'f'\'ented the flow of LOX to rt>plcnish thE' stage. A scrub and two-day recycle uf Si\-6 resulted at T-t15 minutes of the countdown on May 26, 1964. because of an environmental cuntrol system (ECS) eompressor motor malfunction.

The hold time for final launch day is shown for each vehicle in Figure 5-3. The holds can be categorized into the (ollowing:

1. Weather holds, A 3-1-minule hl,ld and a 32- millUte hold were necessary on SA-I to await more favornble cloud conditions necessary for photo coverage.

,> Range holds. A :IO-minute hold was n~quired on SA-2 to clear a ship (rom the downrange arva, .\ i:J-mintue hold was requil-cd on S:\-5 to correct RF

interferent~e in the range area. Grand Turk radar W3S IIl1cmting intermittently on SA -" resulting ill "9- n-inute hold. A G'i-mimlte hold was requi red on SA-!.J to correct a power [ailure on the Eastern Test Ral4:t' real ttme fli~ht safety compute r.

~-.

fl

r· I -

H

n ;-'

".! .b

!.....l .._.

. ,

H

Ff

R

t i

~ 'I

U

. I L.l

b

Flfrt:RE 5-3. &\ TeR~ I 1I0LD TIM F.S

Propellant load and density measurement data (or the 5-1 stage of tht! ten vehicles are shoWl! in Table s-m. Included is the deviation between the intended loading as indicated by the loading systern lind the loading indicated by flight data, using tehm~etered I>robe data in conjunction with reconstructed flowrate data. Only tc.talloading had been documented from the r. igbt da.a of SA -3 and SA -4; a breakduwn intO LOX and fuel loading from flight data is not available.

On SA -1, the fuel level manometer transformer burned out, resulting in the manometer being inoperative on launch. A backup manometer was made avaHable for subsequent Dights.

OnSA-9, automatic LOX replenish of both the 8-1 and S-IV stages was interrupted when the replenish tank pressure complete sensing switch opened prematurely. The cause or th~ malfunction was the inability of the replenish tank pressurization system to keep up with the combined S-IandS-IV replenish requirements. The pressure switch was overridden and replenishing was accomplisned without delaying l(.ading operations.

Theperct:ntage deviations shown in Table 5-IIJ reflect the accuracy of the propellant loading systeu •• The 0.30 percent de'·iations of the total load of SA-6 and SA-9, the highest de .. ·iations wtained from the ten fli~bts. were both related to temperature gradients. SA-6 bad a 7S-miNlte bold in the counroown at T-41 s~cilDdsand the countdown was recycled to T-15 mill"L~S. At T-9 miuutes of the final ,-..untdowu, ltuth tile densit> computerand the density manometer indicated less fuel than was rec.orded t04i minutes earlier, which was opposlte to anticipated. A check of the bulk temperatures in the fuel tanks substantiated errceous fuel deDSlty realliag.. Due to difficulties previously encountered with the LOX replenish valve in the GSE and the t"rrCJneous density indications, a decision was made not to attempt to c.orrect the IA'I( and fuel weights. On SA-9, LOX temperatures at ignition and during flight were sligbtly warmer than the predicted temperatures used in generatinc the LOX loading data. The higher temperatures account for approximately 227 kg (500 Ibm) of the 11 58 kg (2555 Ibm} difference betw:ell the Bight data and the LOX loading systehl weights. The effective wel&bt deviations were within the tolerance of the loading system.

Loadinginstl1lcUons (or SA-7 and subsequent vehiciesindlldedaplot of fuel specific weight as a (unction of time prior to launcb to be used for loading adjustments In case a problem occurred. On !:\-'l, the fuel and LOX speeific weights weI'(' significanlly differeDl from predicted because the ambient conditiona aDCl stanct.y time were not included in tbe prediction. On subsequent launcbes these conditions were included.

24

Anurnsualloadingdiscrepancy occurred on &.0\-10, A LOX shortload of 725 kg (1600 Ibm) resulted from a relatively high surface wind velocity encountered during loading operauoas. The weight of LOX tanked bytheloadlng system l',r a given tank pressure is dependent upon wind speed claring loading. Forc-ed air currents around the LOX tanks caused temperature stratification within the LOX columns and increasPti bolloff at the surface. A Iso, a bigher uklage pressure was presentin the outer tanks because vapol'izing LOX flowed thrOllg:. the interconnect to the center tank beforebeiDgventedtotheat"losphere. This ullage pressure differential resultedintheoot .. r LOX levels being lowerthanthelevelin tbe center tank. Since the L()X loading system was connected only to the center ta~k, a difference existed between the actual total LOX weight and the apparent weight based on the density and height of the LOX column in the center tank. The actual wind speed prevalent in the hour prereeriing h,unch was 8.7 m/s. The propellant loading tables were based on the 3.7 mls wind speed,

The POStfl&g:lt analysis methods for determining propellant loading improved \\-ith each flight test. The accuracy of S-I propellant loading. determined from po.' ft1ght analysts, was considered .. be withiJl O. 1 percent. This accllracy wa gaimed through improvements in in8t~umentation and evaluation method!..

5.5.2 5-1\' STAGE

A distlPct advantage of the S-IV stage propellant utilization system was its function in pr;>pellant loadillg. The propellant loading and topping control syst.,m maintained propellant loading in the eorrect proportion to correspond to the predicted ave rag" inflight mixture ratio. The s) stem included a rendout device to aid in determinaU.)n of loading status and vehicle liftoff weight. Both loadillg and topping wen! thr(,1Ugb a single 3-inch fill cOlI.DCction; the topping control received an input from tile closed loop propellant utilizatioD sensors to operate triple position topping control valves, The fill system was designed to maintainthe pl'opeUant tanks to approxlmately 99.5 percent mass level by cyclic replenishing and venting prior to the start of the automatic launch sequence. During the automatic launch !Oequence. final pressurization and repleDishinlt of both LOX and LH, tanks was completed. Tbe maximum time thattlle S-IV could remain pressurized before the propellants became too ""arm for satisfactory engine operation was abQQt 3 minutes. Two malllally connected propellant (ill nozzles were automatically disconnected at liftoff.

LOX was loaded onboard the S- IV stage by cooling down and filling in two phases: main fill aDCl replemsa, LHz was loaded by cooling 00\\0"11 and filling in four

T.\BLE 5-111 S-~ STAGE I'ROPi:;l.L'N'r (OM) .\'1' lC~lT10N

Vl!lllcI .. Number

SA-I

SA-Z

FUel v..llait) A"IlIaI I'redi~ted

l kj:! ..,3) Ohm/It',

'0'\.1 50. ~

NA NA

,kt!. m') I.bmf ttl.

~f"." 5u.l~

'1t't.,~ 5t.t.OO

!'tl'ti. t. -1 ••. :,;')t,

1W~.1 5\1.-1;:'

."'U'&_h 5tf.;!J

~2.l" 50.07

.... dil\l: 5ysl"n, LOX

Fu,,1

101&1

200.0123 '7 .... :H :U8.1"~

Ilia •

HI.Iii;2 19:1.465 635,3~"

Ubm)

19I1. 4~5 8&.1;119 281,37-'

';:17. :>84 IS5._ 633.l't.1O

244, 05~ BU.7St 35':).600

(Ibmi

5:19:, ~04 2"". 1hZ 7~3, 961i

(kgl

... ·.a. ';~l 1 ~~o;~ 34),

!ibml

lr7'.~\ t~1.2t .. "2~ l,77

Flip' [lela LOX Fuel lola!

LOX Fuel T-.I

2~0. ",')3- ~7,:I46 Z~!;.l':t

0.2 O. -& .. 0.00

.... 2.7t;2· ,~. 566' sas, :Jl.

19~.31j~ e~. 7:10. 2i!7,OW

4:"ri" .. :JL" 1%.616' &:12.92.6

NA SA D.Il!

!'A NA 6.1-1. ';2t

2~f .. 7.&2 124,l24 '*.'." ~M~6

tan, t!2 2:.3, Stit)

fl ... ~, 1'-. un 1).2":

Pndlcaed

LOX Fuel ",lal

1~.·i7'" ~~.H4 1'7.01.,

4:'~.l~2 19-*,1Gb 631.76';

O. (16 O.h 0.11l

t~.9. Oiu ."8.0~4 2~~.094

":t~1 741 194.192 632.9J:'l

2.&5.815 lQ9~ 7!tt'i 35S.6D3

5-11. ,~IU 2012. U-IZ '~3. !)";Z

t!t';". ~J .. t) ~!). ,59:- 2!17, :).~~

"~a, " ... 5 1 ~_~j. 5.12 ~i.", nl~

12;; .:.n 402_ 11~

fa ... ~l'" :_!-iZ.11)2 ~"!.;. :),Zc"

&\·6

SA-II)

Fuelo.naity A..-l Predkuod

(k,,! m') nbmi ft')

tiOI>. 5 5ll. :l!i

~.11 50.00

(~Il: mIl (It •. ,/frl

!lIlli.a :1(>.3...,

1lI9. :1 49.9G

f "". m'l (Ibm.' ft')

NOS. 9 :;0.31

..06." 50.:!4

1~lm31 Ohm! [1'1

sse. 5 SO.6o

SU.7 110.67

.. v-a. ~ Sil.:l~

01>-1. ~ 50.24

..... Ji .. S,._m LOll

""'I

To ....

n-.ht Data 1'(l1li

""" TWI1

"'. 1Ift1a1t ..

LOX ,... .. ,

T_l

27".8611 123.111.1 4Ol.1l43

~7~. 6!1e 1:n.139 -14)0.;;3'7

Iq)

614.781l 271.513 886.353

614.423 ;l~ •• "U 810,'94

....... )

~77. 951 12:1.5.10 -101.481

""2:.7'11 211.:'37 "~.IH

(Ibm)

219.47ti Uti.lI>H 405.5'7tJ

279,1:18 14!6.1"'5 ·1(\5.ri4:1

GH.19.'1 l:"!l. !f97 ~94. 2911

516.140 loT,.99\) ~~. tao

~7~. !!:fa 12.,_ 390.335

a'T2. 7:~ l24.:t!J; '1.r.,IU

o;U3. >3:

&iiI. 217 r. .... !,,., .. "'75 •. ~'l.

t. «l &.00 11.301

(Ibm)

,Ihm)

::79.1'!6 125.:11j '05,lt.al

616.6"1

Z1ti • .!7:! 89'2. lMi"

2'17 ..... 2 I:H,I.~fo ·to2,001

612,!i~ 2'S.~7~ _,21l1

:!'19,010 !.;!5. T:ti .ao",411>

fi,lS.l·1i ;!7t.i. "07 ';~1.t;:) •

0.00 OA' 0.13

c. 24 u OS '- •. t~

279.113 112.365 *2.018

til6. fi6% 26" •. 69 ' •• 431

27'l, Or. 121.817 399.914

SIl.OM 26_, SIll 88'.659

• FI<>", _r ciata <l'!Iy :-fA - ~ "'vail"':e

"" I)ftlatiM" .... <11 .. s>:_ ... Data - Fl!&bl DIIIL> .IUU FlilC~' Ot.m

:rr9.518 126,(126 405.544

6U,231 211.S-IO ';,...1)71

.. PI'§!

SAUL

213.881 124.614 :J!Ht. ft5,

Iit.:I.~04 :z"":' .. ~ -i:tlt 878.53%

t7~.1~1 125.H<' ~.~. Z;;

t)1tS.. sa:1 216.12. "~~.93~

stages: initial fill, main fill, replenish. and reduced replenish. The S-IV propellant load at 5-1 stage ignition is shownfo:reach oUhe six "'ehicles in Table 5-1\'. The fligbl data were obtained from poslilight reconstnactioD \Ising telemetered "ubsystem and engine propellant flow data.

DuriDg loadiDg of the S-IV stage LOX on SA -5, the loading computer stopped at a lower indicated mass than was programmed. The probable cause of this malfunction was a higb internal electrical spike which trippedthe lOO percent relay. This relay was changed to require a one-half second energiling time Instead of the one-fourth second energizing time on SA -5.

TABLE 5-IV. S-J\' STAGE PROPELLANT LOAD .4.T S-IIGNITION

. ,:,~ ;;;-'i~-l~~>:~f"'~I:';'\~ -(~s:.; Ck)

~ •. )O i,t;,!Ol ;.:..,n~ {8.!Jl s.+,!'il!

-: 7.1411 I t, tn; ~! ; ' . .:~~

~

:..t_CJ':' bl.:.8e

(.'/,.)

( I"")

:.ox

T;"~J.l '-'5. 7~i

1--------+

C. t s

T_ lt

~l ~---. 1- --

DurillC final LOX replenishing operatiuJU; on SA-1 CJ. tbe fill YI-.e was closed manually when the toading panel obsen-er !IOted that the flU valve had not been automatically commanded to close at tht! 100 percent LOX lewel, 'The lUalalal closing o( tbe valve resulted in a LOX onrload of 143 kg (316 Ibm).

5.6 HOLDOOWN

Critical blockllouse measurements, monitored during each flight. were within established reriline vallles, or were suffieientl) close to specified values to proceed with each launch. Ellgine stan and transition were always smooth. with aU encines receiving a positive ignition from a LOX lead in the gas generator lpitio" sequence. 11le only lbl'" significant deviatn .. aoeed *riag bolddo,.-n occurred on SA -2. SA-7. and SA -9. On S:\ -2, the LOX lead was advanced too mucb (0. (N)I) second) on engine 2, resulUng in turbine

.~.. J

(IX:) J

131. '.0)

I ','~ '," ~.'" I

~ .:'."l' t ~'_;:_'-_'_"-t- __ -; -+ __ -+_l_J_I._'_"---11

1l! .: ,,1 "- .. .: l'.I'l~ "."" )".,.·1 ,"".'_' j

. I I

,' •. ~! I' .1 b

-'.frIo, ();, lot.:''t-

,i '.:.,' i '.1"7';'

-'. ,,,_i ioo, ''"

t:,;(I":

.

~). 1 I

) . .:~.

i).IJ.

~. - .

erosion; on both SA-7 andSA-9. the combustjon stability monitor on engine a recorded a Grms value in excess of 100, hilt only for a short period of time. These discrepancies are discussed in more detail in Propulsion. Sectioll I' O.

3.7 GROU ND Si.! PPORT EQt:IPM ENT

Examination of the ground support equipmellt (GSE) after each lallncb has revealed no damage beyond that which could he expeC'l~. except on SA -9 and SA -1 O. bnprovements In shielding the GSE from launch effects steadily decreased Ibt> damage sustained from eaf'A bunch.

Tile Saturn vehicles hada relatin)} low liftoff acce~eration and ::xbauSl. name and jets impinged on the launch pad until the \"ehk' e n!ached approximately 305 feet in altituoe. It took approxilD4tely 10. 7 seconds

tor the vehic:k:, to I'e"eil 1111" "lUlu,I., :lltL r i~'eill .. n . Tbc re wn s one "x",\.,,)h()~l: SA-:; l'al'rit"! a full pl'Ul'dlant load with the If.:; K 11-1 Lngin~'", !:iitllUiatillA Ull.' Block II liftoff wd>!;ht. anti n·qtlin·t! ;!l'prnxi:ualt'I)' ;m I"'rcent lnn~crtime thun th.· .. ther nine n·hie-h:s. 'rhis pad exposurc ttmc vompa rtsou j;; shown in Fih"U'" 5-4, No excessrvc pat! dama~l' was sustarncd hy any o{ lhe Saturn Iaunche s. The ,,"ly oh",p,,'t'(j (Iall\a~.'. n.·:ltlily att rjbutud t« lhe low(·,'liftoff accd\.'mti.m of So\ -;:. was i'1("n'asetld;lm:l~C to the torus r inj; rt·l.linill~ balllb :llld a laq,;.· ilX' rvrnc nt "f Uame den.'d,,!' w:ll..,ing, In ;llldit ion. th,·I.OX fill mast raill"l to ret ruct anti wu s .k'stl'op'd durinl.:, the S.\-:, launch.

I/~_ 7

/

, r

/

i

: ~

t 11 ...

I

1

1 _

/ '" 4-

/ .

.c: L 'f ! ~_ _ __.:__t_l

F1Gl'Rt: ;-)-4. SATl'n~ I PAD D,:'POSl'RE TIME COl\1 P:\ RISOl"

Th(.· I.OX fill mast coltapscd and wu s (lestl'oY"'d ,," s,-\ -:, So\ -2. :,mdSA -:: :tI'Pl''''imatdy Ii "c("'!}("" afte),' Iaunch , In addition, tht,' sho rt ('"hle mast fuel tniectur mani[uhl G""2 P""~'.' line at lin IV dbc.,nllcctcd in'l!) s.-\ -2 prematurely approxunatc-Ij 2 seconds bd"l'(_' hlton, This ('~1l'1~ ,lis("JnIlI'd dhl not cause ~lUy prllb:ctns. On S:\ -"; ~\I\\I ~\ -s, "Illy tlll·t't· or th,' ["UI' swin~ al"ln;; ItW('li'IOCd l.roilCl·ly, 'l'Il,,· !.lIz vent line nit ,\ "0\ :1 did nut di"e>nneet !\s it should have when the lIlnbilk;ll pneumatic ;;) stvm "I".' r.itcd, J)ut jlbconn.:d was:wcon.,)lished hy the hph'aulk I:lnr:.rli bad.lllt, The iailu.'cs wert. attributt"lt .. thc 1>tlt.·lIm:1tk :>} stem solcnold\'uhl.' thalditl noho!llvleldy open ["I' til<.' I'C{llIired tluratiun uf time. .\[t"I' s,-\ -"\, thl' [lneu mane ar-tuato r t>ressurcwas ill(.'rt·ast·dt"illl'l't.·a"e till' I •• rev available 10 aehteve pneurnalic ::.epal'ation.

"ftc I' n;hkll- Hltuft' on S:\-~), til(' northeastern torus rin~ ,)f lhlo' launch water ~ystem Se!l~lrah:J at

S'__'\~l'l~ll Jlli::t~ "lu!-<ill~ n""I.iin~ rtt·."trit"ai (·a"l,,-·~ :',n.1 di:;trl"ut'__'l'~ nt- tht, l:HHu:ht· r aatlln.~.th· ~ '-""und {"C ,:)t.·ol .~t;lti .. n :tllll tile d'·l·tri('ai "Hi'I' .rt I'IIU11'HI<'l!t rl'quired drying !Jul or n·I.!:lt· .. -ment.

On &\-li1, lire l'<lIISl'd III ",',' d;lIIHg" than wa s in('un'cll .. nany !'l'l'\ioll;; launch. Ibnl:l~l,tl)th(: Iauneber, ,'nhi"I' -c rvice I.latr"nn. h .. I,ltI"'''n a rrus , environmental com r .. ! "'~'Sll·t:\, 1.1l\.'ulllatic .Ibtnhtltion "y;;tvm . : .. lt1 h.-ini-! aect:ssorlt:,"; \\,1:-' f t~ ldt:'rv~i norma.. Th« g rvater tia'n.~gl· It) tht. :-.\\ in~ .11"ln~ .• ,,:X h·.)~t..'s. t;('S ,luets. L'kdl'k:ll l';lhh,s .. :lIId .:abk trays on thino r-t h ,j.ll' of Ih., ullIhilka] to·.n·r \,;;tS altnhutcd to} h}.IL1Llk oil I(_aka~c .uu] a hi",hl r t h.m usual w ind 1..1,,\10111;';' h'(HIl til" SSW, Sdwtlllko1 refurbt.shrm-nt "I' LC :,71\ for lll" Saturn U\ pl'oi.;ram mini nuzed the i 10- p;!"l .. t th ... ti"nn~L',

Dnrm.; the S'-\-11l countdown a iea .... dnd"pe(i in th .. · [[,·xi!.ll' t'l>P!ll'ction hdw('cli till' fix .. -d LOX o\'l'I'land line Irom till' ,.,tnr;lge I'adlity amI the S-I fill mnst . ).I inor l'Ullllt,lown wor], -;( rou III I", were llIa(h: in III,.I~'I' ~n a 110\\ r~'I'I:,H'l'nl"'lIl Ilr th,· Ilex e',nllt.·l'tion, Atso, a sq,>aratiun.,[ till' t:milunnwntal cont rol system "Ul.·t to the I'c,:;aslI" 1);I~il"~1I1 C)('l'url't'llnn U:l' umbilkal tower. The .tlli. t "U': 1'\.'<,nllllt·ch',J without i'"I':I("L on thv l'Ountclown.

Results I rom acoustn- measurvments take-n to predkt amll'ulltn.l notse " .. 'ncraUul: in tilt' ';kinity of thl: iaunch a rea an: shown in t'~o:;un~ ;)-;). TI:e meas> urement hanll shown Iu'p"l'nts far-fi"ltI measurements reprvsemattv« .. I' all S"turn 'uunche» tu a <ii",tancl' nf 1:; miles [rom till' parucutar Lunuh pall used.

.\!o' ShUll n ill t"io;;un,' 5-5, Ircc sound Held condittons anti mve rs« seuarv law attenuatton we rc mIl followed exal'tty hy the Satu rn I launchos Atmosphere hctcrogl.·nl..'itics :tnt! nthe J' diUusilm c(fc:cl:> had a l.'unsidcl':1ble dIed 011 measu roc values, ~.)rmalize(1 spect ral dist rtbutton fo)' th rve dtstanc-e-s f rom tho pall arv shown in the 10\\'\.'1' ,.urtiun o[ lhe [(t:.'"'\." The plots wore prcl':t n'dhy hand (rom I)t'I~lU,' unaly scs b .... the acoustuanalysfs system ami f rom sl'k('kd starions , and ure repres« ntaU\, l' of nurmalized maximum value s withoat r!''::~Il'd Ior the time dUl'ing which they occurred.

28

150 Sound Pr~ssurt' (d':l)

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120

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100


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FIGURE 5-5. SATURN I SOUND PRESSURES IN lAUNCH AI\EA

·'UFllit.'" ,

SECTION VI. MA~S ClLo\RAC'I'ERlSTICS

ti.l WEIGHTS, CE:.ITER OF GRAVITY, AND MOMENTS OF INERTIA

Vehicle masses are tabulated (4)-1" the ten flight..s in Tables 6-1, 6-U, and 6-W. The first table shows a breakdown of weights at 8-1 ignition command with the second table representiDl weights at S-l stage OIltboard engine cutoff. The third table is broken into three categories, S-I/S-IV separation, S-IV ignition. and S- IV clltofi. This &able applies only to Bl()("k n vehicles.

Longiwdinal and radial centers of gravity locations and pitch and roll moments of inertia are given in Tables 6-IV throllgb 6-VUI. Table 6-IV presents the values for the BlO\:k I vehicles (8.0\-1 through SA- 4). Tables 6-V and 6-VI present tbe values (or the Block U R&D vehicles (8A-5 tbrollgh SA-7> , the first and second flight stages, respectively. Tables 6-Vn and 6-VlIl present the values for the Block II operational vehicles (SA-8 througb SA-l0), the first and second flight stages, respectively.

6.2 PROPELLANT WEIGHT COMP~~RlSON

The wei&hts of the propellant used (loadeclrcsidUlll) are compared ill Figure 6-1 for the firat fiight stage and if. Figure 6-2 for the second Dight stage, Vehicle SA-J was flown with a full propellant load to simwate Block II wlage volumea. Guidance velocity cutorfwas utilized for all the S-IV stages except on SA-5. which used depIction cutoff.

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FIGL'1tE 6-2. SECOND FLIGHT STAGE PROPELLANT USED (LOADED-RESIDUAL)

",N"DDlIUIr-'

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-..,

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.. x

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" c , ...

. "

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"E

. OC

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31

7.1 POWERED FUG8T TRAJECTORIES

SEC nON VIL TRAJEC10llY

T1pieal Block 1 and Block 11 range verslis altitllde pron1es are IIbow" iD Fi&lIl'e 7 -1. The Block U seriee are ShoWn onl.J' to tbe time 0( orb:lal iD_rUOJI. SA-a IUId SA-3. of the Bloelr. I series. were de.troyed as part of the projec:l"lIpwaaer.o, SA-6. of the Bluek D &t)ries. 'IOU tile first to be flQ"" with &he adaptive ,\lidance in closed loop duriDC the 5-JV powered nilht pMN. SA-Ii is of particular intenllil siDee an engine falllU'e and low 5-1 stap pe rlormanee produced a trajectory much lower than predicted. 80_' Gl'. U~ sJ\' stage. which al80 had a tbrlUlt contndler malfunction causillC bigher tha:u predicted pert'ormance. new an adapted trajecto.,. md aclUeved the proper altitude and velueUy for iuer&iOll t.&o orbit (see Table6 7-1 &ad '7-11).

FIGURE 1-1. TYPICAL AL'I1TUDE PIlOFILIiS

Tables 7-1'" 7-D provide an abriqementof the Block 1 aDd Block D traJvtoriea by shDwiD, impor_, trajecto.,. .. ramoeters at aI&'IlIflcant times of the ru,bt. compared with their predicted vah.a. All of the Satvo 1 vehicJes were IQccesslui Nld pedonned close to 8OmiDal. SA-I bad a larae de\1at!on in first

38

&ta&e culoff velOCity. j)!'imarily due to a 1.6-ser'l.id premature cutoff. .-Un a Significant contribution causeJ by plOpellaqtlOloshing which acth-utcd the propeUant lwvl c-.toff. SA~6 booster data were not used in tt.e ('akillation of sigma because of the enlQne fail- 11ft. ~ &be Block U "'Gbieles. SA-tO booste. flew the hiKbelit trajecto.,. because 01 a hllber orbital reqllirementaod SA-5 had thebigbest velocity at OECO. Figure 7-2 is a bar graph presenting t.bc termination conditions of the 8-1 and S-I\, powered phase of flight.

In Figure 7-2. i' may be noted that SA-I had a mucll l"wer than predictoo velocity .. nd attlltide at OECO because of the ea.1), cutoff due to e.xces.lOive propeUanl sloshi~. The S !', stage of SA-5 had a much higher than predicted a!lilude at CIl&ofl because it did DOt have active guidance. SA-6 had an engine failure. cllwoiac a mueb Iowe r than predicted veloci~ at OECO; 8A-1 had a higll S-I stage performance, C81l8inc amllCbhipet'lbanpre.tictedaltitude at O£CO.

7 •. 2 CAMERA CAPSULE 11tAJECTOIUES

Eight camera capsules, mOWlwdoli tbe4S-degree rf~&wn of the S-J/S-IV inlerstage area of Block 11 vebicles SA-5. 8;. -6, and S.A-7, were ejected at an mgte 04 20 degrees to the booswr cen1erline, ':0 seconds after 8-J/8-lV separa.tiOn. 'J'becaps.ues lollow,d abalUsijc paUl to all altttudlt of approximately 2.3 kOI (?SOOIt). where paraballooa$ wen deployed to decelerate Ul. capsules mil keep them afloat after impact IlIltil n.!overy (see Section 17.5.2). The discarded booster md cjee&ed camera capallles 0( the alock II RIo 0 seneif bad very nearly tile same free flip, trajectory. Fiellre 7-:1 presents a typic'" trajectory pNfil\: and approxim~le iili'ial and termiaal trajec:lOry conditions tor .... camer .. I.'apsllles.

7.3 ORBITAL CHARACT~IUSTICS

The ol'bilbl elemt!nbi at ilUierUoa for the Block 11 vehicles are presented in TaWe .. 7-IU and 7-IV.

The or .. tal inserUo:, cOnditioDIi fur all Block 11 Ril I) vehidea were determined by a tliCft:reDUal correcuon pNeedu.re IIsinK beacon-track radar dala and MiDitrack data. The orbital Ul {ertioD parameters for All Block 0 operational velie! ,.", were determined by a dj((ereDlla! correction p ...... : cJure llSina beacon-track radar data and skin-track radar data.

Tille s.\-6 an«1 SA-1 aPDIee and pencee altitudes (rom orbital iuertioa to nentry are stIoWD m Figve 1-4. The orbital deeay his&ories ... 1'-' esaablished by GSFC on a real bme basis for the liIelime of the veIUcles •

•

--I ':

I ~I -

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39

:\_ t :.i,l L-Pt't',:~ • c t ed At:,:,'h"t'.Jtiv.' ("I" :!".l)

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.1

FIGURE 7-2. INERDAL ACCELERAl1ON, VELOCITY. AND ALTITUDE DEVJAnoNS AT en"OFF

nGURE 7-3. TYPICAL TRAJECTORY PROFILES

S.\-6 orbit was calculated to reach the estimated 86-km (268, ;52-f~) breaku}> al!ltu<l .... at :,.'proxim;ib,:~ 00:27 UT, June I, 19ti4, at coordinates uf 19.9 degrees N latitude and 16;.2 degl'ees E longitude. Theoretical ballistic impact time wa.. approldm:ltely 00:39 UTa June I, 19&&. at cuonJinates of 13.6 degrees N latitude and 1 i9. 0 degrees E longitude. Thv final orbit dcpictiag the bn;akup altitude coordmates and the impact postnon is presented in Figure 7-5. The orbit for S.o\-7 was calculated to reach the estimated breakllp altilude 01 S6 krn at upproxrmately 11::>0 UT, Sept. 2::, 196-1, at coordinates ni H.; degrees S lalitllde a.-I 5ti. -t degrees E longilude. Thcorclical ballistic impact time was approximately 12:01) UT, Sept. U. 1964, at ccorumates 26." degrees S lalitudt: and 69 degrees E longiLllde (see Fig. 7-5). The orbiting coohgurations of SA -5, SA-S, SA-9, and SA-I0 arc still in orbit with the predicted lifetimes shown in Tables 7-111 and i-IV .

.. '--,

FIGURE 7-4. ORBIT DECAY TIME JlJSTORY (SA-fl. SA-I)

r-----------------------------------------------------------------------

.._ ---

o Impact

FIGURE 7-$. FINAL ORBIT AND UEENTIt\" eli,\ 6. SA-7)

------

1

u

TABLE 7-JIL BLOCK n BIrD ORBITAL ELESa;NTS AT lNgE.dTlON

SA-?

Actual

SA-6

SA·'

I

1me e f Orbital insertion

(Range Time)

Space-Fh." .. Velocity (mis) lnclinat ion

FUgh c path Angle (<'''g) .\!titud e- (t".)

G1'"u.,d Ran&e (kill)

CC()SS Range (kr.)

Cr()ss RangC' Vt.'I. (E.P.l (111/5) Apogee Alt~tude (km)*

Pe.ig~e Altitude (~)* P"riod (min)

Excess C ir. Vel (.1 s) Li.1'etime (davs)

6J~.9~ 1889." :>1.41. o.Ze; !62~4 2171.4

22 .1 U5.2 /66.3 Z'H.l

94.1M> 140.b 76~

&34.86 l8B.a7 31.78 G.CS L82,76 2uo.24

;2.34

no.> [I,'

214.53 I1tt.ll

as.ez 11 15.7

3.3**

frll. )7~ 7810.44

, n.7>

I

C.07

li!4.15

21:>1). ~2

:'<}.6 2::1.4 214.11) 130'.11

88.6to 1~.2 ).8**

t I

;~:;' i -::;: : ; :;" I

.O.ll r 0.0'2 , -0.01 .

0.26 . -O.()j i 0.00 l

6. '} 1 - 2. so I ·0.99 I

1<).! i -41.'H. ; n. 7~

-22.2 -~.OS ·1.5

;

3.6

~.42 1.05 0.10

-!o7.! ll'f.J 4.1 r.as

-3.5 6.18 -(}.14 0.06

12.2 265

2.2 0.6

.... Apogee and P'e .. ig,," altitudes for SA-5. SA-" and SA-7 referenced to .,)7A.165:un. ** Actual lifetimc~.

TABU 1-1V. BLOCK 1I0P£RAnONAL ORBITAL ELEMENTS AT INSERTION

10---.------ -----

~~ _"'i":~'''t:c <,:~~: ~i; f 1-.,,-,

. c-+- fo::,.t,lz>,rh'~ :!! t' t :':'h'

lt~:;: l,t~':. :01 <;:~_ • 'j~".~'. ,~~" S/,_[t t'"l·.._nTq,· e .. t:}., tt-

t'.:' ; I i t.t '" .... J .<t, .... S.i!-'j}f° 1, I' '" '.;,,: t 1, • ttl ~ -: .it •

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Sl-:C'l'ION VRI. PROPUl.SIO~

Ii. 1 5-1 STAGt; PROJ>U I.SION SYSTEM PF.RFORMA~CE

S. t.l INDIVIDUAl. ENGD'liE PERFORMANCE

8.1. 1.1

STARTING CHARACTERISTICS

The S-I booster stages of the S. a turn I vehkleswcrepower .. dbycight clustered Ut IicJUid l)rOpellant engines. The indi"'idual engme thrust """SI1;Iratl,d from 7:1:1, !157 ~ (165, 000 lb) for the Hrst tOtl1" !'Iaturn Ivehicles to 836. 266 N (1 S':l. (,00 lb] [or tht: la st six Saturn I vehicles, A hypel'golie fuel nuxture was used for combustion chamber igllitlol'!, with a !>oJid propellant charge prov iding initial ga s to spin the turbine, The eight en~ines of the Saturn I booster were started in pairs, with a prugrammed 0, IOO-sceond 01 .. ·lay between pail's, The stal'titlg p:&il';, by IlUSihull numm'r were 5. 7; 6. S; 2.4; and 1.3, Roth eng incs inapair reL'Cived the ignition signal at the same tune: however, because \-of differelltc ; ill prtme tillW fOl' the engines. thrust buildLii' did not occur shllulta",-ously on both eng mos in u pail', Pigure 8-1 shows the engine pair With the greatest devtatton in thnlst huiltlup time for each vehicle.

n ~Il

; II

, I

[':,i t

FIGURE 8-1. 8-1 STAGE THRUST DUll..OUP MAXIMUM DEVl" TION

The thmst buildup of the indiv idual cngines on all the vehicle. was generally satisractOl")', The liquid propellant gas generator on S-I engine 2 of &\-2 had an extremely long lead time . This long LOX lead time caused erosion of the turb'Ia(', whieh resulted in the thrul>t OIl Uais engine being approximately :1.6 pt'rccnt below predicted during flight,

lllu-ing the time iakl"\ al between Sol ::;tagc ignition and liftoff nf vehicles s.\ -7 aile! 8:\ -M, engtne 3 combustion chamber pressure indicated large pressure disturbances which wen: verlHcd I,y .lala from the thrust chamber dome lumbustion stability monitor lon"itudinal \'ihl'atioll mea su ... -ment. Figul'P 8-2 shows the I'c('o1'<lt.'t1 PI't~::;SUl"t' measurements on SA -7 as compared with a nomin ... l Ulrust buUdup. The Vressurc measurement on St\-9 failed hut the result s W('I.., typical of SA-7 results. Thist~peo( disturbance was pl'operly termed a matn pr.}pcllant i~nition "pup," J\ pop 0('<.'u1'1"e<l at P c I'l'imc when the matn fuel first l"lIlt·ri·,1 the combustion chamber. .\ satisCactuQ· i,.;niti()11 flame mllst ban' been established prior to thi~ time by th .. hypergolic ib'lliter {Tl'iethyl-aluminum). rfthe ignition SUUl"l'(! tn one or more compartments of the haffled injl'ct"rwas\\'('akol' nonextstent, a mixture uf raw LOX andRP-l w,-.uldha\'c formed, ignition then must come h'om another compartment and was delayed, Detonation of thrs rt'lati\'ely large mass t)f prol)t'llant resulted in the "I)OP" phenomenon,

s . _,_It

'I

-: ,L

- i "'~

-l _-

! 1.-.

...... :,T, "

t'IGCRE 8-2. 51\-7. ENG~E a, DURING BUILDUP

The combustion stability monitors on both v"hides 51\-7 and 51\-9 were requ'n~ to pk!;. u:~ a v ib ratfon frequency within 960 to 6000 Hz and a \'ibration magnitude greater than ,j. 100 g for a sustained period of 100 mill iseconds before cutoff could be initiated, Both

the &\--7 and s.~ 9 vehicles exceeded the 100,:'5 but thl: lim", l!C\'iihionl' we re only 2,:; Olillisl'l'onds and approximatcl}" -I mi1It";l'ctlnd", 1 ~.spc('U"ely,

On vehicle S.\-8, wring ..hntsl chambe-r ignition, an abnormal chamber pn'~s\! re transient was recorded tlntlngine~. An initial chandler pressure buildup occureedat thmst chambee ignition when the igniter fuel and hypc:rgul fh'st entered the chamber, The initial pressure buildup reached a peak pressure of approximately601 N/cm2 ([.3 plii) and appeared normal. Withilluppruximately 90 multseeonds the pressure had deeayed to 18. 6 N/('m~ (27 psi). Nominalch:-unber pressure during this pha se of ignition is between 5!1 and 66 N/cm2 (85 and !l5 psi), Till' pressure increased to about 38 Nicm2 (55 psi) where it remained steady until mainpropeUant ignitionaftel'which the chamber pressurebuildupbt:camcntlrmal. This abnormal pressure transient appnrcnUy had no effect on tile engine start, The decrease in chamber pressure during thill phase ufignition is unusual and could indicate a Ioss of ignition flame in one or more of tht! baffled injector compal'tnwn.s. Tht.' main 1.o.X valve is rllll)' opened at this time and the main fuel valve is partially open. A loss of ignition name could result in an accumulation of unburned propellants in one or mor-e compurtments and (:(lUSC It I' c pop 01' an explosion, The combustion stabUlly monitor did not show any indications of a (1(11),

The possible causes for the abnormal chamber pressure on s.-\-~ were that the h}"pe~l)lic fluid could have contained a void or that it was contaminated with a noncombllstible matertat, AllOtlu.!rpossible explanation is that a temporary partial restriction existed somewhere in the igniter Iuel l ine or injector parts a,ld redaeed the i~lIitc r fuel flow c1lring thrust chamber i,,'"JIilion. Thl' tune [rom ignition stgnal to hypergol diaphr:unburst was 1)17 mUli~econds and was 16 milttsoconds longer than any other f'r..~int', Nominal time from ignition signal to nypergol diaphl'am burst is 4!t:1 ± 15 milliseconds. Although the actl.lal ttme WUI\l slightly longer, it would not be considered significant b}' itself, When assoctated with the ahnormal cb:\nilier pre ssure t ransient it may indicate that a p:u'tial restrtcttou in the igniter Iuel line was present,

8.1.1,J

POW"~RED .'LlGIIT CUARACn:RISTICS

Uu rillg n ight. ~ca r ea Sic' pressures on some engines were below limits, The gear case pressure limit s for the "-1 engine were originall)' set at 1. 4 to 4. t N/cm2 (2 to G psi). Threc t.·ngincs on SA -I and one on SA -2 WCN below thi~ limit, It was felt that these low gear case pressures were tile result o( an aerodynamic influence. This deviation was not eonsi<.le.-ed serious; therefcre. the limits were changed for lat.'.' vehicles to a pressure ral1l.«' uf 0,:1 to 6, 9

N/cm~ (0, 5 to tli psi). Only one engine, l ngine 2 on SA -3, showed indications of exceeding the new gear case pressure limits on the high side, This appeared to han' been :I moasueement errorcauso.ld hy an 00- structcd pres.sure sensing linc. since the high prt.·ssure observed was not supported by a systems analysts.

The thrust deviauons of the individual eng-incs on each flight were within an Ilcceptable range with the exceptionoftwoengines, l'Dgillc 2 on SA-2. and engine 5 on SA-G, The thrust vf t.'ngine 2 on S,.\-2 was:l. b percent below the predicted value fur this engine. An investigation of tho night (ata revealed this dcviation was probably caused by turbtne e roston un englJlt' 2 that resulted (roJll a long LOX lead time on the liqUid pr'lpcllant gas g('nerator, Engine 5 on &\ -6 had an average deviation of 2, il'ercent belllw prcdtceed, Part or tile de\,iatitm was due to the hi~h fuel density; however, a g'''I.~ater portion was c1lc to a predictton t.'rror. Fi~re !i-:t shows thc maximum imlh'idual ('nKille aver - age thrust and srccifie impulse deviations from predicted for each S·I stage,

r -
, ,....
i
, r-
I -
I
t r-
r0- n
r-- ~
.. .. " , '; , l'J .-
"" ;':''; I' .•

II!- ~30~

FIGURE 8-3. s-r MAXIMUM INDlVIOC'AL ENG~E AVERAGE UIRU~T ASD SPt.:cIFlC I.\!PULSE ()F.VL~ TION FROM PREDICTt:D

TheS·lstages of the Saturn I vehicles weN flown with an engine out capability. On SA -4, encine;) was intefttioJlaUy shut dovm by a pr\)~tl\ time r to test the effects of an en,ineout, and on M-G. an actual failure was ~xpericnced. On &\-6, the engine 8 Mark Dl

turbopump assembly failed at 117.2'1 seconds aJIl1 Ult; I'ngine was rut off at 117. ~ ,:;('('on<l... Til;) characteristics associated with the crgin<: out of vehicles S.-\-4 alld SA -ti arc sbo,,'n in Table ~-I.

TABLE 8-L ENGINE our CHARACTERISTICS

Subject SA-4 (En". 5) SA·6 (Eng. I:i)
Inltne thrust level 714,000 N (l6S , 000 Ibf) 8]6,000 N (l8S,OOO Ibf)
-- ._ - --- --------------- _.
Time of Engine 100.02 111.28
Out ( sec)
Tl." Prior tc 12.87 21),95
lEW (sec)
-
Decay Tillie 2.01 (norlllal cutol t) 1.1 (maliu~ct it'n cutoff)
.eriod ("ee)
._- - _,-----
Normal ~cay 2.01 2.4
Tifte Period (sec)
~a'Hle of Initiated by pres .. t Stripping .)f ge a r teeth itt
Engine Out timer Mark III turbopolftlp
lnstrum~lItatio" l""reased h·m!'. ,; f high speed
letlecting Engine pinion bearin~s no s . I) & f>
Out Characteristics and of ttlf"bim' shaft bc!>ri.nb
No. II. Decrease in ,'ombust i0n
~ha,.ber pres sure and turbo-
pump s pe ed , The mOIi' likely faUllre mode, which wall !lUIlllOrted by l'Il~t experience of the Mil rk m turbopump assembly, was~ stripp'. of &be '"'" from U\e "A" hlah speed .,inion pal: by the ''B'' reduction ,,1'. I'igure S·4 shows a cutaway uf Ib-: Mark m Qnboplmp assembly. The other possible fallure mode. which was less likely to have OOClQrntd. wa. a &eI3i" of the hi&h speed pinion bearill8 (be.flne number 5) aDd a subsequeRi torsional failure oUhe quUI shaft that was splined to the turbine shaft. The premature shutdown of engine 8 brou-"t abouta3aecoDdsloll8erburninc UUle and 13.8 percent reduction in lOll8iwdlnal thNst below prt!dtcted, after encine 8 c"toff. The SA·6 night waa the lut scheduled Oi,ht of the Mark m "rboIJU.mp assembly and it was replaced by '" Mark m H 01\ SA -1,

It.t. Z CLVSTER PERFODlANCE

'ftle v.hiel. p1"OpUlilioft performance of '"l' Block I vebtete. was very satisfactory. The mttU local thNst from. the four Block I Dights. shown III Figure

!i-5. fell within the envelope of prloldieted data. The 8-1 stage propulsioll ~r(onnance of the Block D vehicles was saUsfactory. with 'he ex{:eption of 8-1-6, wbich awrformed satisfactorib and approxilDately as predictedunUI the 'lM~cted eutoft of engl .. 8. Figure 8-6 sIlows the total l~aI thn.tst and the band of l-.redicted thrust for the Block n all v and operational S-I stap •.

Figure !l-'l summaritoes the 8-1 slace thrust and specific impaise for :&11 Saturn I vehicles. A summation of a time averolge or the longitudinal thrust ;and specific iMpulse for each engilK', coreected for cant aacle &lid reduced to sea leyei. is given. compared with predicted, The results for thrust and specific impqlaeweredeterminedfromenelne IlI.lysis, inserted into a sb .... latlollprogram aDd the .. adjllsted to within a reasonableel'rormargin(± 1 percent) untU the I)OstfUghttrajectory was duplicated. Results for the So'\-.' Dight do not ha,'c the same con(idEonce as the olber fligbts due to the I)renlllture shutdown of ellKinc 8.

FIGURE I<-'i. '1-1 TURBOJ>L~IP

no'r

6500 r:

!

;'400

S.\·1

SA-:!

SA-3

SA.t.

Fn":f-ll_lp~ of Prt>di .. ·:\.·t!

~---

!

"bOO

o

40 ,0

7in~ CC of ItCQ)

FIGURE 1\-5. 8-J VEHICLE TIIRUST {1I'5 K)

.,,' J

100

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HGl'RI: 8-6. S-I \,UIICLt; mm.sr C t~o K)

.. to

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~~:

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a a

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_. ..c 1.1\ .,." _. ~ ........ 0

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a •

>Q~

ao •

~

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o -; rs:

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, .... '" ... "" "' ..... .... OC _

•

<lOQaI) "'~'" C71 ....... e- ..

"''''' .... ...c ..... 1).

00 <>0

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... •

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.. ~ "" NN

t""'\C1' '-..1'

. . .

""''''C ~, ","I

C''"' ,~

--

... .

~

c

o

I ,

I I

. t

I I I I I I I I I I I I r I I I I 1 I

I

I

1

1

I

I

I

I

I

I

.'"

:0

I • • I I I

•

o

I I I I I

.....

•• Cr

I

•

.....

"=l ~ 'II -" • ..... 4:

P-lICcn

I I

•

"

t

I I I

• ,

I, s

.N

...... ..;,

• +1'" · .... . I '" • I .~ <

• Cl') eft •

o .... N •

-

.!

.. 7

Predicted 217 perturbations of the propulsion parameters were used to establish an cnvelDlx' around the predicted trajet'tory and to dcte rmtne the ni~nt v .. rtormance reserve required.

An examination of the 8-1 !>tage I)aranwters in Jo'igure !'I-7 reveal the (oUowinlo:::

Thrust

II ighcr than Predicted 7 fI ights

." flights

Lower t.han Predicted :1 Uights

2 I'Iights

Mean Deviation ''''0)

(Block 1) O.O()

(Bll>ck U) 0.48

1.2 II. or

Absolute Average Dev . ("';')

(Bl"ck I) 1. 0(1

t Block II) 1. 08

• ? 0.6

Only three of the ten (light tests fell within the two sigma pertu"t:.llion limits fOI' thrust, but the re is no ev idence of a bias in the IH'(' 'lietillns. TIll's: .editC' impul!w comparisun tine,; indicate _< bias in 6 .. pr _'dictions. The Billek I \'chide" an!I1l~.'tI 1.2 ;'en'l'nt higher than predicted for specific Impuls c . P ... rtorruance predicttons forth .. , Block II vehides \\T·ft' adjusted for this Lias.

The maximum deviatiol1s of mixture rauo (I.OX/ fuel) Irom predicted for each 8-1 stage are shown ipt Figun' &-8.

FIGURE ~-8. 8-1 STAGE l\lAX1MIJ~1 VEIliCLE l\IIXTl'RE RATIO lll-:VL\TIOl'-' FROM PRl-;l>lCn:n

In gene lui tht, overall S·I stage Pl'Ollu!sion system performance on t':lch (li~ht was cxccpttonally lI;()od.

~,1.;l ThRUST DECAY

The shutdvwIl of all cn~im:s on the 81uek 1 H;hides was as expected Inch» ling the ("arlv shutdown

oi engine 5 on &\-4. AU engines on th~ Block II vehicles had" normal shl.lt~""Il except for l:'nli:ine ~ oft SA -6 which experiellt.'ed a I'remature nltoff due to a pump failure. Figure 8-!~ shows the pump speed and chamber 11I'cSSUl'C del'ay on t'ngine !! of So" -6 to he almost instantant-'Qtls as compared to a ~l'adual shutduwn decay for a normal cutoff, 'fhe left portion '.If Figure s-tOsh()ws a tyt)ical thnlsl (!ec.'aY ££11' a normal ('uto£(, I.OX dq)Jl'ti(}n ("utoff differs from this normal cut ... ff in that several engines hegin their decay before l'utoff sign. a 1 shuts dnv.n thl' I'Pmaining cngme s. ,.\ t~'I}ieaI LOX depletion c~lo(f is shown in the right portio" of ri~re 8-10. Chug"i~ effeets are often assocjate-; with a LOX depletion cutoff. The se l.'rfl.'cts are shown as the rtllctucttions in the ri~ht van 01' FjgLln~ S-lO The chugging effect is not consklered abnormal and the engine experienced no adve rse enects.

On Block U vehicles, sepa ratton of the Sol and S-JV stages wa s initiated by a trme r upp roxtmate ly when uutboord clI~im .: lh.'ust decay"" to 1(1 percent ne fujI thrust 4 sec Section !}.II on scuaranon sC!II.wnccl The times o{ U>rust de .. ay to 10 pe rcent and td lel· ... 'brust are shown in '·'i'.!lll't' <1-11 fnr all vehrcle s.

S.2 S-I STAGE .\SSOCL\TED SlsTnl l~t:RFORMA NeE

"'?1 PR}:SSURIZATIO:\ ~YSTEl\IS

The LOX and fuel tank prcssurtzauon systems on u.e S-I stages were (~signl'd t.> p rovide positi\'e pump inlet pn:SSUl'CS anti structural rigidit}' to the tanks. T, c' LOX tank pressurization s)' s tem was also dcsiWll.'d to :J.S",Ul·C dCI)I('tioll (If the center l.OX tank.

Pre~surilatioll 01 th., lour fuel tanks on Ute Block

vetuc lus was provided b~' GN~ suppli"d byi'" 1),1)3 mJ , J fe i. lti!;h pressure- sto r age :,;.,hcl'cs located atop the propellam taQks. The Iue] tanks on the S-I stage of the Block n vchtctos were ai",) lJFCssurizeJ wilbGr.;~buto!ll) two Ia rge n.i' '11:( (2i) (13) GN2 storag .. ' sphe res we n- used in order to Sin' <)n wl'i~rht and volume:

The initial,H'lssul'izatioll of t"'e lOX syste-m \\'3S pro" hit'd by helrum Irum a grullul sou rvc. Durin;:

Olghtthl" I..OXlanksontheS-l sta~ e s wcr ... I>FCSSUrlwd with GOX. Tlw C:I)~ was p r o.b~'ed ,,~. passmg LOX thr.)ug'h the heat "st'i,ung('l's 011 each II-I engin.:. The LOX cn.e rgency vent vain' 011 S.,\ -:! opened dUl'in~ powered ilight due to O\'l'l'I~rf(l rma.ice of the heat t>X('lIan~el', whic!t wa"'l'-"pedt.'tl. 011 subsequent vehicles , the numbe r d :1d in' ~'()iJ;, in Ul(,~ neat cx('han~[r was l'l)(Dlt'ell.

The centro; I,FCSSU1'C system 011 Brock I vehu-Ic s consrsted of a hiI'll 1:''''S>'Ul'P (j~, sUI"ly. a l'e:.::ulat"r,

PUlllP Speed (rpm) 7000

5000

'r
I
I
i
~ I I
, --- Nomi.nal Enl!ine _
I - - - Faited Eniine
I ,
I:
--
I
I I
I I
l_
I r -
I
I \ I
I
I \L
I
I
l - to.....
, '\ -- -- -
, I
,
~\ 6000

4000

1000

2000

1000

o o

2

:.

6

8

Ti •• froe Cutoff C~and (.ec)

Ch .. b., Pr~ •• ure (N/~2) 1

Ch~b.r ,r ••• ure (psi)

4

'"
-,
00

00 --- NOillinal f.nglne
- - - Fath," Enllin .. -
00

0
I
0 -_

I
I
I
0 ---- r--
I
,
0 \~ 100

JOO

flOO

soo

30

40C

20

)00

200

10

o

o e

:2

4

6

Time f,o~ Cut~ff Comaand (.e~)

FIGURE 8·9. SA--6 ENGINE 8 PUMP SPEED AND CHAMBER PRESSl:'RE DECAY

o

0.1 .) I, 0 ;:, llAo. Ail-It .. OICQ hi.;:)

~h .. eeec tns.~n I'l.)

tOO "'--""'7'_c--i"-

~--

S.,.nllOR

i I

-~ ,-+----;

1.1----+--·..-

.L- __ -4 ~ ~ __ ~----~--~~~~~~--~

l.! .1}_00. -0 2 0 0 1 (U. o e 1'1 ... AIt. .. .- I)FCO '."l)

FIGURI: 8-10. TYPICAL. S-I STAGE THRUST DECAY

49

FIOt1RE 8-11. a-IITAOE 1'HIlUIT D£CA Y TillE INTI.VALI

• nd.np.Ia .... pn ..... ......uold. fl'Ola wId_ co.rol pn ..... ,...1UeIl.orua.cOll&rot valY ••• v_ valv ••• • nd prewaJv... 'lbl. awdIold a1~ .. ..,. .... ~ ...... " {gr ... rbclCp,.. ••• ri .. " ... LOX -.1. ud Galorhlle~ tor IlUrp.

OIl SA·. p ... 1& .... lut ... c" .. "91"'" .. ,.

p url .. t1oD Ume ur eo * 3 Me""" be *rtIIc

p r ... tioll cheeb. nl. was accomp1 ed by ad-

jlletm.nt 01 the •• 1 ... pre.ure ... pIa •.

LOX tank p .... aurlaaUon was uuUated.t -129.33

.. co nd • __ .. , ua c1 at -31. eo

MeO_. Thl.p .... "'l'lalIllUilleol 90. '73 MeO_'" wUbintbe nClllnd '75 to • MCGIId •• INt .......... &0 • 3 .. cond. eMablllh.o "I'blil pNt.- e"'~'.

Tlai. 1I10w pn_d .. U. pre 10 phlll ....

.athe ... cowatdowaibowwe ltdlcle _ .ware-

..... or. pa&entlal pnbl '01' BIGOt U ""Iel ••.

na .xl.t,. automatic .. ",eire for LOX ,') ..... 11"11.&loll on Block II ""tel •• 1. WII.' ...... below.

Vent. leU .. , Vahe Cla.""

5i ... 1 LOa Taek ' .... uri •• tion

o

60

CUr,eft' 'lo~k 11 Sequence

LOX .... pre •• rtaaUonl • ..,._lIIlupoa ... ,ft*lDI'Ipal •• aad If Ill. LOX IUk .,nllUl'lUd ......

'a not rec.ived Wlthill l~ MCGtl_ of lldt LOX

bubbllnc. tbe .eQllence would be Wild. To lu

thi. PN.lbUlty :uld ua. prable .. It wauld 1IIItro4tae. to til. 8-1 and S-IV ....,. •• t &Ill. part af the cOlilltdowD. lbe "qIlence was altered ill ttle follQWlna ..... ner'.

so

'na. LOX ...... ,ItI wa. Mon._ ao 50 IIIC"'. 1M LOX pnaauriJaUoa Will 10 10000r .,. .. IIPOA a nee. 01 .. ''waive dOMd" .lpN. aad the , .... - IIInat ........ Ul be orille" for a 'l:5- .. coadp .. ee- 1111'1.""",. TbinellUl&a ill" followi .... ~eDee • •• pravicle. '01' • 15-..c0lld .'4ItJ mallin.

o

'>0

IlS

1SG

TIM Block II p III~.tiOllIY ... IIl. were but-

~ tile ock 1 " ..... "'til tile exeept •

01 .. followl odlfle.UQM:

•. .. Block U ay did .... 8\IIIPly GMt for op-

.ratIoa of 1M fuel aive •• ad u.c _I 'W

.... clnill valve. TINt .. yal opItrated bJ •

lroud MUrel.

I. A OOX ilow coaIl"oI Yalve wu lDcorpontM to reple" GOX Gow to ........ ad prevent GOX vell&....

3. 0.. of tit. 'WI' .... 8lICtIIUp1' iIll" orlftc ..

......... to ...... ee .... "' .......... llCba .. -

.n.

•. ...... foql' _&ted, oriftce val.,. lft Ill. oox iIIl.t-cOlllllct liDo. ,.. ... AlllUVttd.

S. 'fte GOX p ~ ..wed .....

.... lide or .... Cui lIlatllled &Ile LOll

taM .

I. 1Il-6 .Wiled &h. eoDUol ,nt .... e .y ... '0," Ill.,.... CGIDP& ....... TV CUMtn Pl".

150

7. A LOX-lOX dtepotal .y to INI'" 1M I-V

I-IV na du dlUldowft e,e1e ~r~,,)r

to nu08 lftcoJ'pCnted 08 Block D

~"'Id 1." _ .....,J ....

to the dtepolal I'illl lIWIifolda loeafled eecIl of

.... S-IV .. ~. &0 k .. p" ..... iIl.n. GMt 10 .. tJaia ,,'''111 ..... tupplled ..... 'eul' tJ'¥. ....... ..--

bUe. uri 1M tank ,... •• rlla'lOft .,.hlm .....

p aU abQardtM 1-1 Vpoa te .. •

....... onor pre. .. n .. UOD (7' ....

toIftolctvalve. I_111M. allowi. an of

the p or .... tile Ilel pnaau ......

........ uri (ClUr lrlpIea 'ftae

LOX-SOX dlepotal If.tea wu .ctivated Ju •• prior to .......tiona .. appcued to ope ..... tJafaeto~iI, UD all Block D OlPtI.

Tile 5-1 stale pres.ure a)'5tems an sUllullarlaed in 'fables 8-11 .ad 8-m.

~.a.z PROP£LLANTUTILIZATION

Propenan' utilization (tlte 1"&llo of propenants usQd t.o propellants loaded) is an indication of UIe efficiency of It vehicle propul.lOll system in con.umine loaded propellants. F&gun 1-1.2 li\'es the 8-1 .... e propellant uUlization number for eacb vehicle.

'IJ -...n .... ,,..

FIGURE 8-12. S-I STAGE PROPEI,LANT UTILIZATION NUMBER

It. PfQp4tU~DtuUlilation ,;ystem was carried 0.. _ Bl04:k I m .... '. to detennlne system performance IUId reUability hut waO? DC)ta coatrol feature of the vehicles.

Tbe Block B. 5-I.taaepropeU.", .'illl.tion .,.5- temCOft.l$tedofthree di.UDCI type. or probe .. , speelffoally locat.ed in the lIi.e propellant tank •.

1 • .\ &ys.m of m",.n diacr.&e 1.,,01,..0'-8 waa lOcatecU.eacntank. An eJectdcal sIpal was illluaUMt by oachprobe.a.U wanncovendby the paasinc liq\lid level.

:!. propellaat 'evel elltot( proWl were loea,," til LOX coa&ainera 02 and M and fuel cOiltainera F2 and

'4.

3. The contlnuou¥ level probe!> 10l.:ated in tile bottoM meachpropellant container provided a conUmaoua b4ujd level nlaain&:'s &be cuntailwrlJ wen be, .. dep.eted.

Th. pl'Ofl4Illant Ie.ieilaals at the end of S-I UlNat decay. for 8ftch vehtcle, are shown 111 Figure 8-13. T_ .... 1 ...... comparison in this figure Ulilstrates DOt oal1 tlte vehicle performance but that the propellant lesi",s in U!e later Saturn I fllgbt. were man ac· oqrate!y predicted. This is to be eXpeCted bemuse flipt experlenee ill the ;:mIy real criterion for e$tabliahia& Pl'OJ)P.rt 10' behavior ill a particular tank geome'ty. Tbis is e.peclally true in the ea .. of the saturn I. IIloc:k I vebicl"& where the complicated interchaftle lines were extremely difficult to simulate til a theoretical m~l. Also. in the case of SA-t, an early cutoff ul tile iaboard elllillO. resulted from !\tel sloshing (addiUnnal.bam •• wen added to the remaining Block I vehi 'I ,,;). we to ~ smplified excballge ayum OIl lIle Block D veldcle8, predJcU0D8 were much more \ccurately «Ietemuned. SA -6 residuals deviated from predicted mor;; than expected due to an ~lIIiae out.

A ruel blaa was a.&Ut Into the system on the 8-1 ..... ofvebicles SA-3 thl'OUlh SA-tO to prevent a fuel depletion cutoU. FiaUn 8-14 BIlow. the (uel bias for elLc:h nIght. 'fbl.blas 1. considered at' part of the fIlel reai_lsaQ(lwoutdbe the first conaumed if any of the predlctedf •• i resldual.arecODSUIIled. Vehicles M-5. &\-7. &\-9, and&\-10consumed part oftbe bias while SA-6 ronsllmed the entire bias plus part or the predicted residul. Tbe real_Is presented ia Flpre 8-14 iIlclude ,,\e usable plus th~ u .. sable propellants left nnboard.

8.2. S RETaO ROCKET P&:;IU'OJtM,\NCE

Four aoJ,~ propellallt retro roetc..ta wen teat DOMlon Block 1 vehicles SA-3 and &\-f.1'hese retro I'oc:ketaweredl.oaly active part of the S-I/S-IV sta. 80paraUon.,s"", Diehl teated on Block I OIpts prior

. to-the aclUlaepanllon. attempted oa the IIlock U DlIhts. Telemetered and l'!\lculated DiPt data Indicated .tiafactotY ntro rocket perfol'llUl~.

']'he retro rockets ,)11 the Block D vehicles provided thenoco.satY ntardlnc force on the 5-la.p to P!'event S-lls-IV IIlteraction clarine sepant1oD.

The overall performance of the !'etro roo;kets on all Block D flights .'as satisfactory. Fipre 8-15 ihowsa typical retro rocket chamber pressure profUe. NumilQl burn time is approximately 2. 18 seconda. with an ave .... e 1m"'" 0( 333, 599 N-s per rocket.

51

~r,
~
...:
;....
oil
;..
'J'l
.~
"-
0
-
t-<
. <
N
-
.:r:
~
J'1
J'1
~
.x
il. ....
I
:4 -c
'"' II)
'-'
<
"-
J'1
....
I
V'.
....
::t:
V
0
-l
iA
-
....
I
-c
...:
""
::<
.::
~ ·
CJ
'II
01)
""
<.&> C
~ "
..,
..
", x
0
"';l r.l
ill
.. ""
.. <tI
III :! I ...
"" u c
"" u ~
('Q 0 u
e
III oJ) ...
ex: <Il
ill ....
..
Co. cr.
IT.
-a GI
~
'V e,
...
cr.
C ."
.... .:.
::E ::;:
OIl 00
'" N
e 8
u
....._ <,;
.. :z: z
~
l'.I ...... -o
"" N ao
:l '" .,
eft .... ...
III • •
<Ji '" <""l
'"' ...... ....
e, 0 0
N N
• X •
N C O:-'..t.
~ U Z
-;J
I
I
00
!II
III '"
III ~
... N
c.. -.. e ec
:z: u
oc ...... N
I:: .... Z e
... . o
... .... -;t ......
III .... --;t ~
... I I
III <"I 00 e--,
Go _,
0 0 ...... 11"1
... ""
e
ill
i ..
'"
I ;.-,
, '"
'll
e lot
III
... III
!II Ul
>, ~
U'> ..
"" c..
c -"
03 I:: ...
... l'.I 0
~ lot
.... ...
~ x 0
:;) 9
~ u N • 4; II)

.
.l!l
C
tV
v ... '
ill
III :<
-4 S
0-
H
\?_. 'lI
u
r: c:
... III
~ v
c..
...
• 0
'+0
"
'II
'" til
..
0 <:I
ItO E
I .. :>
I/)
X I/)
ca 41
e '"
p.. ~
Ill) ee
'" N
e E
u u
--- '-
:z: z
M ..c
J> 00
.... ""'
N ....
• •
"" N
...... ......
0 C'
N ~
I I
N X ':'1.
Z 8 z
t!I 0
ell
011
'"
N 8
S e-,
--- E
....... Z \)
Z ......
.... z
" .
--;t ......
.... --;t ...
... I 11"1
I "" I
c: rl
00 -4
0'- 1"'\ 11"1
e
"
._.
..,
;;>-.
sr
"
...
:I
..,
rr.
("j
..
-! p..
""
"l C ....
... " 0
;-. ...
.... ...
~ S c:
0
Ii: u ill
("j
...
"
... c-
'"'
"0 •
III ...
Vl
." ...
ill ('Q
""
u ...
c: "Q
- ... <t
e
· ...
v...£:
<II eo rs;
ill .,. '"
.. .... '"'
a. .... E
<II co
"" C III
ill .r< II:
.c ... III
a.:: ..
tIl"tl c..
oc
00
N
N e
e "
u ...__
-- :z:
z
M
0' ....
<XJ -.:r
\0 ....
I •
M ....
- -
0 e-
N ....
I •
<", X c ,!
Z 0 Z
U 0 e
N
S N
<.; ~
---
Z N <,
E :z:
...... u
· ~ ItO
- Z N
- '"
• ..c •
ex: . ..:!
· .... '"
0' --;t '"~
e
'J
...
....
e-,
III
<:i
..
::l
til
"'
~
...
-'" p..
c ""
l'.I C ....
... <':I 0
;-. ...
-' ...
ill 3 c
;;. 0
o , I

-c III

at
c:
'04
'"
'V
"tl
III
""
:l
'"
('Q
III
E
III
...
III
:<
'"
w
""
:;) __.
III L
til ':l()
<II ...
... ~
Q, ....
:4)
IlO N
N S
E '<,
u Z
-_
Z 0
<""l
'" c-
0 ....
....
.... I
I
G' •
("-..J 0-. X ~j
Z .~ C Z
t!I .... o (,)
eo
N
N e
E u
v ...... e-,
...... Z E
:z: v
.... <,
..c M Z
. .
.... --;t r--,
... --;t ....
• • '"
'" ;-.. I
. I ...... .....
0 I . N
...... 11"1 ""'
E
31
..
0.;
e-,
til
III
..
::l
III
...
Q;
...
"" p..
r: -"
~ c ....
.... c
... ...
.... ..
<l> >' C
c.;:. 5 0
u TABLE 8-IU. BLOCK II S-I STAGE PRESSURIZATION SYSTEMS

System Ope rati .. ~ Press. Vressurant Remarks
SA-5
Fud Tank 7. 4C,-U. 17 :-I/cm2 g GN:
1960-730 x. em:
L<)X Tank 36.6-42.5 N/cm2 COX Measurement t3ken in Tnnk 01_
Control Pressure System Rel(lllated at 531 Ni cmZ GN: Regulated pressure remained
cun5umtly during 1955-1182 NI cm2 g constant throoi:hout flight.
flight. Systems dt_·,sij. .. ned for :il i
"" 10 NJcm" go
LOX-SOX Disposal System 1-15-.')0 X/ cm~ GNz l\teasu re ment tat.."11 HI "I .. num
210 peak. decayed ehambe r.
to 72 S/ cmz g.
SA-6
Fuel Tank 20.7-7 _ 0 ~/ cm2' GN,
1:li!l-G~!I N/ ('m~
LOX Tank :HI. 1-41. 9 NI em: r.OX l'oleasul't'n:enl I·,,· n'nlel' LttX
tank.
Control Pressure Systeln Regulated at GN'l Same a> S-I-5 ..-iUl ad.!it")R of
5Z7 N/ Clut g. 19>;2-IOH6 N/ em2 ""gine U)mt'al'tmcnt TV camera
purge.
LUX-SOX J)isposal System 202 N / emz peak GN: Pressure measurement in plenum
decayed to 104 !IIi em!. "Bamber_
Hydrugen Vent Duct Purge Not appllcable Gill'
20711-:179 N! cm2
SA-7
Fuel Tank 21-6. !I Nt' cm2 tiNa
LOX Tank 4.'l":l~_ 6 NI em: C.OX
Control Pressure System 1965-1276 N! clll2 GNz Pressure rel;Ulated at
517 _. 10.3 NiL·m!~.
r---
LOX-SOX Dispos..l SJo-stem 210 S! em! peak G~
decayed to t55 S! emz
Ii)'drogcn Vent Duct 2U41-441 N/cm! Glle
Pul'"e 53

TABLE 8-m. (Concluded)

System Operating Pres.-. Pressurant Remarks
80"-8
Fuel Tank <:1. 9-6. 7 N!emZ GNz
LOX Tank 3-'.6-32.7 NI emz OOX Design system operation of CFC"
exceeds set point ,
.
Control Pressure System 20;;1-1276 NI em' uNz Pressure regulated at 517 '* 34.5
N/em2 g.
LOX-SOX Disposa.l System 214 N/cm2peak GN:
decayed to 160 Nt em!.
Hydrogen Vent Duct Purge 2120-379 N/ em: Gh.,
SA-9
Fuel Tank 22-6.6 N/ em: GN: Pressurizing valve I only used
for pressurization.
LOX Tank ~7. "-:12 _ 7 N/ em! GOX !"e,., GFCV set point uf 34 Ni em'_
Control Pressure System 2013-1324 N/cm2 G"': Pressure 1't'g\'latt>d at 517 % :14_ 5
N/cm~ K·
LOX-SOX Disposal System 212 SI err,2 peak GNz
decayed to 126 N/cm2.
Ilydroge!\ Vent Duct Purge 2tl13-445 N/ eml Gne
SA-tO
Fuel Tank 22-6.9 ~!cm2 GN! Pressurl,ing ,~I\'(' 2 norm.Jly
->pen on SA-tO. normally closed
OL SA-8.
LOX Tank 36.9-33. 1 N: em2 COX Relief valve 2 faulty.
--
Control Pressure System 1999.5-1644.4 NI em' GN: Hlgller .,no preswre due to fewer
ca!orimetel"s purged.
LOX -SOX Di'poFai System 210.3 NI em' peak GN2
de".yed to 1 $6 NI una.
Hydrogen Vent Duct Purge 195",.7-450.2 NIemI GIIe Note: Block U vehicles used two O. 57 m' pressure spheres instead of the 16 1).03 m' spheres used OIl the Block I "ehides.

Tbis reduced weight and "C)(ume.

The fuel and LOX tank pres!;uriution systems proVided litructural rigidUy and adequat..:! !>royellRllt pump inlet pressure.

I

•

0"'''' N"''''' N • N

• •

oft N .... ........ .., ...... N

...

..,

·

~

...

N .......

.... •

~

...... '"'

'" •

~

," o

~

...... '"

.., '" ... ....... 0' ~ ... tI"\

. . .

"" Non

... •

~

... o

1

.... ·

~

.. ..

• ..

;

'0 ...

•

:l

.., .... '" ..,on",

'"' - ...

N";":

..

. . ..

NN4

... •

~

...

... ..

• " W , •

l.eS~

..

•

'0

e , -=

.. ,,§ .. .:1 0 ........ U

~

......

.. -

'"

....

." .. .. I.f .... -a .. .. 0.

e

...

o ...

• ~

C ... ... ..

e

:I ...

.. "I

.. -

0. -:,

_ ...

...... :l __

.,,~ ... ~ •

=~

."Z

..

...

U

...

'0

"

..

...

o - •

-< CIS

." C

"

c

.9

..

" ....

i

c o • ...

If

j

8

...

." ~-.- ..........

c

-a 0

.. . ..

.... 04 0" .•

-e~U~

6!

- ,...

" C ..

o :I

... .....

~il'

...... ,,;i Do ......

..... __ .... __ +- __ --~! £ e

o

s

•

8

....

•

55

EUC:

f~.~ ",,"d ... l! tot,.;,)

(At En.! c I 5-1 !;"r"' ..• t C"~ilY)

TyPt' of l.plt!"~iQr. O'lttl<ltlrd CL (pr.lftilt,:"pl

Ti ......

[e'pleti(11"l

:::ncr t!.w.!.*'- ~)oIC:li.':H"I.

n:_'l(:Lr '·it J .... ,fe-turt\ .. ,

FIGURE 8-14. COMPARISON OF S-I STAGE FUEL RESIDUALS

~

\ \

\

\___

--

---_ .. -_

:" "

.... , ... \-;

, .

FIGURE 8-15. TYPICAL RERC' ROCKE'r CHAMBER PRESSt1lE PROrn.E

$.3 S-JV STAGE PROPULSION SYSTI~1 PERFORMANCE

!t.3.1 INDIVIDUAL ENGINE PERF03MANCE

8.3.1.1

STARTING CHARACTER:iSrICS

TbeS-1V staps of the Bl'JCk D Saturn vehicleswerepoweredbyacluster of sb~ RLIO.A.-3liquid oxygen and liquid bydrocen propellaDl engines, ma ... - facturedby Pratt. Whitney Aircraft. During the latterpartofS-I booster operation and prior to scbedtded icnitionoftllele enelnes, an engine prestart and cooldown cycle was initiated .... ieb allo'ved LH2 and LOX tono .. throop tlJe!r respective engi.se systems, ooring predetermined time intervals, "or the purpose of

precooling engine components to desired operatiog temperature levels, Additionally. the prestart and cooldown cycle served to purge vehicle propellant supply systems and ensured that propellants would be in the liquid fonn during <engine starting aDd theJ'f'fore precluded the possibility of pump cavitation. Additionally. the cooldown prevented GOX f:rom restricting the LOX flow through the propellant utilization valve and propellant injector. AU six engines received the ignition signa! at the same time. However, because of indiviGial engin,:; starting cbaracteristi('s, all ellgiues did 'I)t achieve thrust builGip simultaneously. The time o<:viation between the first and last engine to achieve thrust buildup durinc each Dight is Mown in Figure 8-16.

c ,

.... ,

U.l

c I

U-h'

FfGt!RE 8-16. S-IV STAGE THRUST BUILDUP MAXIMUM DEVIATION

56

..

.. ~

A malfunction in the thrust controller Vii engine 4 of S-JV -6 caused the chamber pressure to shift abruptly to 252 N/cm2 (365 psi) just after the normal start transient overshoot period. After this overshoot, the pressure stabilbed at 228 N/cm2 (330 psi). The maximum thrust overshoot of engine 4 was 6700 N «1500 IbO or 11) percent above its steady state vatue.

8.3.1.2

POWERED FLIGHT CllARACTERlSTlCS

The performance of the individual engines on the S-IV stages during powered flight was very satisfactory. The thrust deviations of the individual engineti on each flight were within an acceptable nu"e, witb the exception of engtne "on S-IV-6. The thrutot on this engine averaged ~. fi percent above predicted, This was the re sult of a thrust controller malfunction. All evidence indicate-: that the engine' 0\ thrust controller turbine bypass valve went fully dosed at the time chamber pressure rose abruptly during the start rransient and remained fully closed throughout the flight, Figure 8-17 shows the maximum indi"irlual engine average thrust and spectftc impulse deviation from prt~dictedforeachS-rV stage. During the Block 11 program, there were continuous improvements made in the method of predicthg the Individual engrne average thru st and specific impulse. It is for this naSO:1 that the dc\'iations became smaller as the program progressedandnot because of any impl'uvement in engine performance. The large oeviation on 81\-6 was the result of the thrust controller malfunction on engine 4.

8.3.2 CLUSTER PERFORMANCE

ThclivcS-IV stage was flown for the Hrst time starting with the Block II vebicles. The S-JV stage propulsion performance was satisf:\ctory. Figure 8-18 shows the total local thrust and the bands of predicted thrust (or the S-I\' stage. Tbe high performance of SA -6 resulted from the thrust controller malfunction 011 engine 4.

Figure 8-19 compares the value of stage longitudinal tbnastandspecific impulse, determined by night simulatlollmethods, with thepredictedvalues for each of the Block D vehicles. The results of thnast and specUic impulse were determined from engine analysis, inserted into a simulation program and then adjusted to within a roilallonable error margin C:t 1 percent) untU the postflight trajectory _ .. s clIplicated. Predicted 2o-perturbations of the propulsionparameters were used to establish an envelope around the predicted trajectory and to determine the flight performance reserve required,

l

!

I

! I 1 r-l LlJL .uu

n 'I

~f'~ ,I;. • ........ .:

}o'!GUR£ 8-17. S-IV MA."<IMUM INDIVIDUAL t:NGINE AVERAGE THRUST AND SPECIFIC lMPm.SE DEVL\ TION FROM PREDICTED

--- s."-~

!'!-".t ,ICOO M)

-- SA~-

no o

• 100

----t- _._._ +-

200 )00 S-!\, 'R._:n Tt ..

400

~()O

FIGURE 8-18. S-!V VEHICLE THRt."ST

•• IIFlI&I i' it ....

_,

57

II-.i y·o III·' to • to·h'
• ee .... l l.~._11 402.11) n' .• le :ft1' .~.) '''.Ill
, ... A "~.IOJ It ••• n lH . .:;.n }t'i.'.~ ,.',.1;,)).
A~t-P", •• -)~. ~~:~, .J ',;' ?-.'U ". ~ 4.

'~ "

I -&1-- • • .-" Qc.l

e ---_----- ~ -- -------ft---- .. ----------

'I-t;jq- ---------t;\-----------------------

.,

Uklne _utll:

_____ ..... ! ~ 'nt: ... rku"' ... .!' OJ'l) ."u .. e LPfII,', I.p (V.hieh) '.'w.~ (oftdtrip .. ".t:)

.... .. .. .. • .. .. .. • .. .e
A.::t\Ml 'i •.• 4D.' .. n,) .,. • ;.n.' Ufo_'
.. "' .. .1J • .._n , . ,. , -V' , . .:.>~ ,. -!.:!''I. ••
Ict-'l'e4- - .. ~ ·l.' -to,l -l. ~ "'_& .0,. ~ F.:·.~ .. - .. m_._ •..... - .. - .on .. - .. - - moo

., --pp-----*----'tf----i"'t------'?\-------n---

~ Ie

,,' ••• 4 C_"\ l~wl' \lM'" c,,'l.. r ... Lt. ~~ .Ct:"_' far l' .!t~Uft. ,""-ft tift

tI .. fa.t ttl ••• flittlt reU, (dUo,'.' diea ,. .. if.~1)

FIGURE 8-19. S-IV PROPULSION PERFORMANCE StJ).tMARY

An .xamination of the S-lV 8tqe panmeter. ID Figure 8-19 reveals that the mean vallles of speeUic impqlse for the first tbree D1Jbts (SA-5. SA-6. and SA -'7' were each approximately o. '7 percent below pwedieted. Thc thJUst level for SA -6 was hieber than premcted. but tbis was cauaedby the thrust controller malfuncUon~ringthatm'ht. Data analysis illICIieated tIl"t the level determined Ly night simulation tecbni.e. wouldprobablybave also been approximately o. '7 percent lower thaD predi<. ted had the th rust conlroller r.u!function not occurred. It became apparent after these first three fUghts thats bias existed betv. ... n the actual and predicted value. of S-IV slap 10 .. il.Udiul thnst and specifiC impulse. This bias appeared to result frolll cluste!'ing and base pressun effects. Adjustmentstoallowfor these effects were made to &be predictions for subseCfHnt Dlpts (SA-8. SA-9. ud &\- 10j aDd as indteated in Fipre 8-19. deviatlou in thrust and specifiC impulse from the predicted valua. for tIlese Dipts were generally within the aceeptabl. two sigma perturbation limits.

The maximuna deviation of mixture ratio (LOXfllel) from the predicted for each S-lV 8tqe n .... t. as a result of abe PU system/thrust controller-actioD. 1. shown in Fi&li.re 8·20. Th .. e devia&iona are dlle primarlly to variaUou ill til. propellant uWizat10n pre!hcUOH. Tbe larcesl deviaUoa occQrred 011 S-IV -6 and

•

111; •• approximately 8 percent above predicted as a resuit of the "Nst controller malfunction.

Ingeneral. theS-1V stace propa!sion aystem perfornaanc:e on each Dight was exceptloDaily good •

8.3.3 THRUST DECAY

The shutdown of all the S-IV stage encinas was normal. The primary source of cutoff for the S-JV stage was frona the guidance.> computer at a pre set velocity. SA-S. t.Jte 'lnly exception. had a depletion cutoff. A typical shutdown dec:a~ (01' the S-IV stale is shown iD Figure 8-21. Decay to 5 percent for an the encine& occurred betweeD 0.1 aDd 0.2 seconds after cutoff slcral.

aelfi.ti.&n (t) 10

o

- ';.'.

",-_'

:,.-_-.:_

.,

-10

SA-} SA-I SA-'

$11-10

FIGURE 8-20. S-JV STAGE MAXIMUM VEHICLE MIXTURE RA TIO DEVIATION Fila.! PREDICTED

'nle impulse imparted to the vehicle due to S-IV •• lna th",.t decay was betweu 48,000 Ii-s (to, 800 Ibf-.) aDd 49,000 N-a (11. OOG lbf-.). Th. cutoff ilDpulse OB S-JV-6 and S-IV-'7 was bi&her eM. the predlctedval ... Qsed for ..... vehicl.s. Th. impul .... to &laruet decay w .. not determined Oft S-IV-5. T .. predicted ahutdown impulae f01' vebicl.. S-IV-~ ud 8-IV-'7 did IIOt take into _COUll' &be reiay !lela, " .... and tile time dela, d .. to back. EMF effecta. ~th of which incr .... tile c_ff Impulse. The CQtoff impalse waa recalctalat.ed Cor 5-1V-7. "'_'nc &he .. factor. Into accouat. The pnd1cted IlMCI for 5-1V-& .... 48. 612 N-a (J1l.942Ibf-.); this oompare. to :st. lOS N-Il f'715G l"'-s) pndicled for S-JV-6 .

'n ..",

S8

"1,1":.1 .:',.~()tt I.pula. 4!.ftl! .. _.

E·.~~ Ibf-.

oL.-- +-

.+- - • - ::- ~ .. ~.:-=====-==-

C _ ro e 1·, 0.10 ct }:.. C ,6

FlGL'RE 8-21. TYPICAL S-IV STAGE THRUST DECAY

8.4 S-IV STAGE ASSOCIATED SYSTEMS I'ERFORMANCf:

8.4. t PRESSlJRI7A'!:)N SYSTEMS

The lJi, tank pressurization system on the S-JV stages was designed to provide a net positive suction pressure (NPSP) at !.be pump inlet throughout the flight. This system was capable of 'lperating in five phases: prepressurization. makeup pressl4;:i?:Hion, primary "ressurlzaUun. backuppressurtzatton, and step pressuriutiofl. Prepressurization was designed to pressurize the Ul. tar.k and maintain the pressure between 24.6 ± 0.5 N/cm2 (35.75 ;l 0.75 pili) and 25. '1 ± O. 5 N/cm2 (37.25 :t: 0.75 psi) until liftoff. 11le makeup pressurization sy,;tem. which was 'Activated at Ul~ cooldown, was designed to make up and mail1l.ain the LHz tank press~re between 21. 0 * C.:l N/cm2 (30.5 :t: 0.5 psi) and21. 7:1! 0.3 N/emZ (31. 5 + O. 5 psi) until engine start command. ESC) +3 seconds. Primary pressurization was designed to utilize engine GIl! bleed to mair"in the LHz tenk pressure between 21. 0 * 0.3 N/cm' (30. 5 2' 0.5 psi) and ar, 7 2' O. 3 M/cm2 (31. 5 :I: O. 5 psi) by cycUng the control solenoid valve. Back .. up preasur-izatton, whichoperatoo in the event of a primary pressurization bilure, was designed to utUize engine GHz bleedtc:.maintainthe LH, tank pressure between 19.11 i: o. 3 N/cm~ (27.5 % 0.5 psi) and 20.3 ,.. 1i.3 N/cmZ (29.5 ± 0.5 psi) by cycling the step pressurization solentlid valve. Step pressurization, which wasused Olring the lattu part of po~~red flight.. was designed to insure adequate LH! !lUmp ~PSP by compensatingforthe der rease in LHz pump NPSP that results from heat transfer to the LHt during ground hold, theS-Istagepoweredflight. and the ::;-IV stage power-

ed fligtt. The deSign objectives of the LOX pressurization .'vstem were to provide a minimum pump iDlet pressu~ abovc 31 N/cm! (45 psi) and a NPSP above 10.34 N/cm2 (15 psi) throughout flight.

Ground -supplied helium was used to pressurize the LOX and Lilt tanks on the S-IV stage. During 8-1 stage night, cold helium was used to pressurize the LOX tank and. during S-lV stage flight, cold helium was circulatcd through a helium heater for LOX tank pressurization.

The 1. OX tank pressurization sy stem had a backup system consisting of 10 ambient helium spheres and was installed in the forward interstage. Although this svstem was on active standby on the entire S-IV-5 and S'-IV -6 flights, the pressure demands and nonnal tank pressurization system were such that this system was not utili1.cd. This backup system was therefore deleted as planned (rom the S.,\-7 anJ subsetllent vehicles.

During the 8-1 stage powered flight. the LHz tanks were pl-essurized with ambient helium. After S-lV stage ignition, gaseous hydrogen was tapped from each engine via engine fuel tank pressuriling valves which provfde the necesaa ry means for LH2 tank pressurization. Table g-JV summarizes the pressurization system parameters (or each S-IV stage flight.

The net postnve suction pressure (NP8P) on all S-IV stage flights except S-I\'-10 expe rienced a short period (60 seconds or less) in which the pressure W'lS below the specified value. This was primarily due to 1ligherthanexpectedUl: pump inlet temperatures. No performance degradation ~llS encountered Gle to this lower than specified NPSP.

<F ., -1V-10, the UI: pump inlet conditions were below specifications from approximately 160 seconds to 420 seconds after S-IV engine start command. Tbis below specification UI: pump inlet conditioJl resulted in lower than specification LHz pump ~:PSP conditions (or approximately the same period of night. A minimumNPSPlevelof2.20N/cm2(3.19 ;lsi) was reached at apprOximately 337 seconds after S-IV engine start command. This discrepancy was caused by a malfunction of the contrul solenoid valve. which fai!ed to respond to command. The failure of the cOiltrol valve to actuate upon command might be attributed to a temporary contamtnatton of the pilot poppet within the coatrol valve or a f.Uure of tbe low limit ullage pressure switch to command the valve toopen. However, no deItradatiOn(lfengine perfonnance resulted and the subsequent control valve malfunctlondld not affect vehicle performance.

The LOX tank pressurization system successfully maintaine-i the requind pum~ inlet pressures. The

59

TABLE 8-1V. BLO<'K II S-IV STAGE PBESSUJUZATION SYSTEMS

..

Op~ ,at ir~t.;. Pr~ss

s·tv-'i

LOX Tank

LOX 'rank ?rt!asu~i.2.!.ion_ lack"p Syst ...

1I ... ' 11 u.I9"-

--_.-_

UiZ Tank

s· I',; ~;_;

----------- ... ----.-- -.--. ---,---.--------------------------t

2t-!:. S Nl:-~'" H,:'lima ~ GH:?

DOX tank rr~SSyriZdlion "'.:kup Sysr ...

Pl"~:iU[~ ":.J~ _ i f \"r .. ,~;~ t,~t~ ... t>p", :..-1 &. 2!.J N/nu'" d,H~nl( flight.

preSStlt";:> pt'ovid~ti.~ by' h~ 1 i~:~ hE':!t('r.

Ht>I!: _

_ '!"_72 .. }I).' ,;ltm2

r"'~. .rut le-t t:f't:,t.;e~t' 1596.: li.! :"/t:!!I2 ~,~

~p~ • !71 ! ti SJc~2 ,

:;ot 'I: i Ii zed.

Ill'". I"'tloi .. en 3l"-})I> "I,,",~

""ttl''' 2G72-1S"l1 N/ciIl2

J'iTst ~lilUr! ,.3k.,-..up 3:t 1.;.0 (} ~~c _ I~sr~d ~.~ s~c. S~~~nd !!'akC!up- at !;.O. 1- s,.-·~, for l.(~

sc c .. Both ~a:.rec.ps ,IS'-C .~ppr('.x. (L14 it~ Ibm of nllloliu!"!o.

're-SSUTfo pruvidt" ~ by He l i c .... , h"ater.

. _

l~ kg usee for LOX t.n~ pr-~ssuri zat ion .

---.- .. -- ----r------------t

)b.~- k~ ~: CH7 to Fress~~i:~ _t_-1m; __

Hdh. (colt!)

---------- --+----------- ...

LOX Tank

.. _Ul~z ..... t~"n ... .- __ · ....... .._..-;.;.;._~ t' ;:;U:'~ -

LOX T~n" ID.l.}:.! 2 !lie.'

_~ORlrc! ~lium~.S.~.h.~.r .. ~ .L 1 .. 2 •. 0.;.-O.-.l.84.·.4 .. N.!.cm .. 2 ~ .. I.re_l_i_._'e_ ~ -t

~lium :1~~Tat. ~xiaiz~d Jt 0.07; kit' •.

N ... be r tH2 ,"nt vab.o@- QPt;ne-t!

.1:t .)9 & .. 2 S(lco..\ds..

rr e ssure ~('o\'ide-d 1), .. , he-lium "" ... e r

,-

...

S·1\'-IO

'r.SS~l'izatioft .:ontTcl solenoid valve .atf~nctioft.

PIe,s~r .. provi~d 'y h.li~ ~atu

MOote: It-lhe WI. ~as.d to Pf~s.S~lriee tbe 1.11-1. tanks- el\ all S-IV '-Ie'hicles :ah.,r' to' flight allJ '~\lriu:g 5-1 pO.i"ri'cl flil!ht. Cltl "as uud d .. rlilll S-IV p;>:"ued fI {ghr.

I

ill

• US! i

LOX pump net posrttve suction pressure was maintained well above the minimum for all flights.

8.4 2 PROPELLANT UTILIZATION

The propellant utilization system performance of the S- IV st.1ge was extremely satisfactory, as is shown in Figur., 8-22 by tho prope llnnt utilization

PrOpt·lL.lnts l-s~d Pr')!Y'II<lnlS , o a. .. !t·d

x 1;)0

.. ~

,...- r-- nr r---"
.--
I
I
"
~
I
t , SA~'

SA-l

SA-Jr

SAo'

FIGURE 8-22. S-I" STAGE !>ROPELLANT VTILIZA nON N1JMBERS

number (effideney). A capac: ihHwe ~robe syst.em \ 51 de .. eloped to help insure that the Lllz and LO.X would btl \)umed at the proper mixture ratio to obtain maximum possjble usage. This system continuously sensed the amount of each propellant remaining in the tanks ~nd accordingly regulated the engine mixture ratio. It could vary the nominal 5 to I (LOX to Lll:) mixtul'e ratio + 10 percent.

The system also controlled propellant loading, measured propellant mass at Uftoff and stage ignition to within ,j: 2 percent, and controlled engine mixture ratio.

The propellant residuals at the end of S-JV thrust decay for the S·IV Dlghts are shown in Fig1I.re 8-23. The act\aal 81\-7 propellant residuals Cell well will-tin the predicted two sigma limits. 'fh.e S-JV-5 flight depleted the propellants and the S-IV-6 flight, the first with closed Ioop guidancc, did not fly a nominal fli~ht oat1'\ due to an S-l e~inc out; therefore, neither of the

.""1'

Iatter rwo Hights Pl'OV ided applicable residual mtormation.

DuringtheS..\-9flight, tae restdual LOX mass detenninedby the PU system differed substantially from the residual LOX mass determined by the liquid level sensors. They difrered hy approximately 109 kg (24 •• lbm}, Based upon the mass indicated b) the PU sys.CIll, a ccmpartson was made between the mass leaded prior to I"Jding test and the mass loaded prior to prelaunch loadin~. This compar-ison revealed an apparent mass shift equivalent tu a probe capacuance of O.?7 pico-farad. These readings were consiue red empty calibration readings in that they were taken with the LOX tank at ambient conditions and with a nitrogen atmosphere in the tank. When there is no LOX mass in the tank, the fine mass value read prior to the loadiog test should be -12 pe rcent of the first leg on the saw-tooth scale. Prior to Inarling for launch, the read.ingwas 48. 5 percent, indicating a high LOX mass residualor 92 kg (181 tbm) . After the measuring instruments were ('orrectt'c1, the residual LOX mass determined by the PU system differed Irorn the riaas delt.'rmined by the liquid level sensor by 54 kg (119 Ibm) . This difference was within the combined accuracy bands of the two measuring systems.

.-. t e-, :'_-')
~,. I ~'" .. _ ."
.. " : .. .' .. • , . , : FIGURE ';·23. PRUPELV\NT Rt:SIUUALS AT E~'1) OF S-JV THRUST DECAY

Three possible causes of the calibration shift in the e;'mpty PU system were suggested.

1. There was extraneous material inside the mass sensor or damage to the PU system bridge or wiring, resulting in an actual change in the PC system output capacttance. An actual capacitance change would result in a constant mass output shift of 82 kg ( I B t Ibm) throughout flight.

.--

61

.::!. Anaccumulatic}n of moisturt> on the LOX mass seDsorfeed through resulted in a de resistance change, causing an apparent PU capacitance shift. Any sucb shift would probably skt!w the PU output :30 that a discrepancyof 82 kg (181 Ibm) would oceuz- at engine CQtoff and a lesser discrepancy wo.&ld occur at engine ignition.

3. A miscalibration by the PU system, wbicb could result in eitber constant or skewed PU system output shifts.

Tbe most probable cause of the shift appears to he the existence of extraneous material inside the mas .. sensor or the damage to the PU system wiring or bridge. It would t.ake a large amount of moisture to cause the observed empty calibration s.biit. Further, the empty calibration shift occurred wring a period wileD theft' wr ~ no possibility of miscalibl"dtion oeeuzrmg.

8.4.:1 ULLAGE ROCKET PERFOR)1AtICE

The main function of the ullage rockets "'as to seat the S-IV propellants around tile pumps to prevent cavitaticnduringS-lV thrustbuil-mp. The ullage rockets were jettisoned after lise. A typical ullage rocket chamber pressure profile is shown in .'igure I!h~4. Nominal burn time is :l. 7 seeonos with an average impulse of approximately 59,000 N-s per rocket, Ullage J'O('Ket performance for all vehicles was satisfactory.

c(;;------r-- -_ r=r=r>:

I~r" :1_ : ... e :

FIGURE 8-24. TYPICAL ULLAGE ROCKET CHAMBER PRESSURE PROFILE

Tb~jettisoningof all rockets was accomplished within the required time frame with the exception of ullage rocket number 4 on S-IV-6, This failure was revealt' ' in the jettison talk back wh ich is obtained from the ullage rocket chamber pressure measurement that is electrically shorted when the rocket is jettisoned The a>robablecauseofthis failure is t.'tat the frangible nuts in the fon.'ard mounting bracket WPTe not fractured. It is believed that thio,; failure occurr",d at an elbow fitting just ahead of lIle (I".tngible nut preventing the initation of the charge that fractures the oot.

62

III ;;'BELt 'IW'

SECTION IX. SEPARATION

9.1 GENERAL

SA-5 was the first Saturn I vehicle to bave a live !Apper stage IS-IV) and the necessary hardware 101 Beparating it from tbe 8-1 stage. The separauOll 8cherne for all Bloc;': II vehicles was basically the 8ame. Separation forces wert" provided by pyrotechnk: •• and by firing four ullage rockets mounted or. tt,e S-IV stage and four retro rockets mounted on tie spider beam at the forward end f)f the 8-1 stage. The ullage rockets bad a nominal thrust of 15.125 N (3400 lb) per rocket andwerp used for both separation and propellant aeaUng prior to S-JV l",ltion. The resro rockets had a nominal Ulruat per rorket of 164.580 N C 31. 000 lb). The ullaae rockets were fired on a signal from the prolRJD deylce O. 1 second prior to aeparation. Next. the eeparaUon command aignal from &be program c1evle~ fired the four explosive boltand nut assemblies dial at_bed the S-IV sUllie w the S-I/S-IV in tentage. A reiay delay Ume of 16 to 31 milliseconds exi8ted between .... separation !lignal and the retro rocket Ip'UOIl alpal. The only major difference between SA-Sand SA-6and tile rematnine Block II vehicles was

thede!ay time betwee~OECOand separation command r, This delay time was approximately O. 4 second for SA-5 and SA-6. and approximately 0.8 second for the remaining Block n vebicles. The iocreased ~lay was Initiated to ensure that abe S-I stage engine thrust bad decayed to the to percent level or below.

9.2 BLOCK 1 SEPARATION STUDIES

Several factors were considered in the design of vehicle staging procedures to prevent a collision. whUe still matntatntngcontrol of the separate stages. A f~w of these considerations were initial attitude. aaplar rate, and angle of attack. If separation wal:l to occur while the vehicle was s~ll accele rattng, the thrust vector angularity was also of concern. Values for these parameters. used In the design of abe separation prxedure for S-I/S-IV stages of the Satum I vehlcles. were essentially based onexpericnce gained with previol's vehtcle systems.

In Table 9-1. the attitude and angular rates are shown at the Ume the 10 percent thrust level WolS

TABLE 9-1. ATTITUDE AND AT11nJDE RATE AT 10 PERCENT THRUST DECAY (BLOCI< I) AND/OR SEPARATION (BLOCK ll)

Pitch Yaw r.oll
Vehide Attltuae Attltucle I Attltucle Attitude Attitude Attltude
(deg) Itate (deg/a) (dea) Ilate (deal.) (deg) ilate (de&I.)
! SA-I 0.08 0.01 0.20 0.05 0.3 0
L
0 &\-2 0.06 0.03 O.C) 0.04 0.2 0.1
C
It &\-3 0.03 0.21 0.09 0.10 O.l 0
I SA-4 0.05 0.29 0.11 0.10 C.2 0.2
SA-S 0 0.1 0.5 0.1 0.2 0
•
L SA-6 0 0.2 0.2 0.1 3.0 0.3
0 --
c SA-1 0.1 0 -0.1 0 0.4 o. !
It
SA-8 0.1 0.1 0 o 0.1 G.1
II
SA-9 0 0 0 0.2 0.5 0
SA-10 0.2 0.1 O.OS J 1 0.4 0.3
-- Att1hde Attitude Rate

l deS

1 deal.

63

reached for Block I flights and the values obtained at separ-ation on the Block U flights. Angular rab> values for SA· 3,md SA-4 were considerably larger than those for SA-l and SA-2 vehicles. 'Ibis is the result ot tbP. vehtel« first bending frequcncy being excited at the beginning of thrust decay. The values shown for 8A-J and S:\-4 were taken from the envelope of the oscillations. It should be noted that the angles and rates were small in all cases.

The bending oscttlations that were exerted at thl' beginning of thrust decay on SA-3 and SA-4 resulted in rt>lativ .. ly large later-al accelerations. ,\t1alysis of the data obtained from lateral accelerometers. located .. t various vehicle stations, indicated that both translatiot.al ar.d rotational motion were imparted to the vehiele. "oS we Il as bending, Constde rable concern was given to tnis problem. Analysis revealed that a maximum translational motionof 11 cmis and a maxIlllUIII rotational O1ot,"n of I, 08 deg/ ... resulted from the SA-3 and SA-4 bending. This condition was considpr.-.rl un, ips i rabl» Ior separation of the Block U stages and control g-ains were modified tc mor-> effictently stabilize the bending,

Another potut of some conce rr i, that 'rose during Block I testing. was the effect of :hc firing of the retro rockets on the motion of !he vehicle. l1etro rockets Io\"CI'e flown 011 both SA-3 and 8.-\-4 to test their functional performance prior to their use fOT separating the S-I/S-iV stages of the Block n \I€hicJes. The rockets were ignited after the end of outboard engine U.rustdecay, At retro tgnltton, a sudden roll deviation developed on each of the two flights. The roll rat£> of SA-3 Increased w 4.3 deg/s. The alignments of the rt'tro rockets onSA-3 were not checked prior to !aunclt or accurately altgned at )tSF-:'. SA-4. on wbieh attempts were speCifically m<tde to more accuratelv align the rockets, lolled at a rate of 2.0 deg/s. Both vehicles rolled in a clockwise directi"n when viewed Irom the real', The uracke try used OIl ,~A-3 and S'-\-4 is showe in Figure 9- I,

9.:1 SEPARATION MECHANICS

Tbe alignment of the retro rockets on SA-5 was apparenUy satistaetor;' since the S-I booster roll rate was much improved over that on SA-4.

Attitude angles and angular rates were wt'll ~low design va riations of 1 deg and t deg/ s , respec ti ,·ely. at d.e start of separation on all Block 11 vehicles exe ept SA-6. Measured retro rocket ml:3.::1gnment on SA-6 was small and within the spectfied tolerances. Tile total measured misalignment in the roll plane was O. 1 degree, which should have gh'cn a counterclockwise

64

roJi moment 'view from the rear). A large c lockwtse roll rate buildup ( 4. 5 deg/s) a(·tually occurred on tht' booste r durtug retro rocket firing, mdicatinga possible mtsalignmen! in the OPPOS1U: direction.

Arter separation, the pitch and ;;CiW angular rates of the S-I stage of SA-7. SA-S. SA-9. and SA-JO increased 1.0 approximately 2 and 1 deg/s , (Rose left). respecnvely. The approximate magnltude and direction W:1S similar on all Block n vehicles and might be attributed to a systematic total misalignment of the retro rockets of approximately 0.2 degree in the pitch plane and O.15degreeinthepwplane. No 8-1 booster roll rate data were obtained on E ~- 9 because of a failure in the telemetry system .

Angular raws expe rtenced aite r separation by the ~-I anu S-IV stages for each 01 the Block U !lights are presented in Figures 9-2 and 9-3, In general, the angular rates cxper tenced bi the S-I stage were considerably larger than those of the S-IV stage in all three planes. pitch. yaw, and ro II. The hid\er S- I stage roll rates were effected by re tro rocke t m isalignment. Holl data were hot avarlable for SA-8.

One factor that may have contr-ibuted to the separation attitude deviations was the movement of the actuators dl'ring tt. rust decay. The a('tuab)rs first moved to therr "ze ro' position and then went to SOIl'{, "hardover"position, supposedly. ina rat -rn manner, at a rate of approximately 2. 5 deg/s, The motion observed on these v ehicles indicated that the actuators may have moved in the same direction Instead of in a random manner. Other factors of constderauon werf' CG lateral offset. retro rocket thrust misalignments. and/or ventmg: the retro rocket thrust misalignments and/or thrust variations arc th\:' most probable causes.

The retro rocket alignment was checked prior to launch on all Block I and Block n R&D flights wtth theexception of SA-3. The measured values are shown in Table 9-II, Values shown are total alignment errors (all from rockets) affecting pitch, yaw, and rol].

Like theS-I stage, seve-rl*l factors c ontrtbuted to the S-IV stage attitude deviations during and after separation. Possible sourcea were:

1. LtI~ chiltdown exhaust

Z. Ulla~'~ motor misalignment (alit(llment was net measured prior to launch) and thrust deviations

3. Center of gravity offsets

4. Propellant

"ning.

'. '

\

)

l.Li.VI' R~ t ro Ihc~:,l

/

~ ...

,.

, ..

(, . I

:\ I! '

J

.

. /

\._--- --~.

/I.'

,i

r= r .. -: ./

l

.- -

HGUUE 9-1. Bit

• )CK ( UETitO H()CKt,;T ASSE~18LY

65

S • .;,· ..

A"~ .l.t r ,' •. : ~ .tv. !", t.;. I '!'.":' -s I t .... '"'' l~p. i

s.\ L

"~" c ..- T 1:--. 'Ii'"

- T •• "

~ ... ~,,'.-,~., ... ,, ,.,',_,_, ,,' . -

'j , -~~...= .... ~~~~~~~-

~~-- --

,I

',\1_

t eo

.10"11., \.<. :~ ~_,l! "~" ... ~, • :" :,. .'~ it," r:

'--------- ---

;,'" '''.'' -,..- .... ,. -

FIGURE 9-2. 8-1 STAGE ANGULAR VELOCITY DURING SEPARAnO~

TABLE 9-11. RETRO ROCKET TOTAL ALlGMc.ST ERRORS

With the exeepuon or the roll plane. the .. ngular rates imparted to the S-IV stage <luring separatien were small (less than 1 deK/s). Roll was not ('011- 'I ide red to be greater tha'l expected, and by no means .,;-eal.er than the vehicle could cur rec t for OllCC the matn engtne s were at full thrust and providing vehicle control,

66

.... ': •.• !h

:t.- ••

-e

. ! v

t ~.'

FIGURE 9-3. S-IV STAGE A."Gt:LAR VEI.OCITY DURING SEP,\RATIOX

The roll rate of the S-IV-7 was larger than anv other Block n vehicle s and was attributed to ull:t~l' motor III tsaltgmneut.

An onboard view of the separation sequence is presented in pktorial form in Figure ~- ...

1111ab't' rockets were not inc luded on any of the Block I vebiclcs but we-re active 011 ,111 Block II vehides.

Separatton attitude transients we re gene ral ly much mildt:I' than allticipa~ Irom Block I night anal}ses. and much lower than e.ipected. Evaluation or the SA-5 and SA-6 night data indtcated that ullage rocket misalignment was at a n.Inlmum "illcc it produced 110 significant attiIUd(' transtents at stage separation. S-IV -b attitude transients at separation were greater

NOTE: EVENT nMES ARE APPROXIMATED

r1·'

• ·a

- .. ,.

- ...

' .. ';-:' ..

.. -:

r

.~-; .. ~~ ..

. 1 ~ ..

~: .

. .

PRIOR TO S-IV IGNITION

rIGURE 9-". ONDOARD VIEW OF St;PARATIOX SEQUt;SCE

- -

67

&At'FJ •• 'I"PtL

&ban on S-IV-3. but still Iower than expected. These tra&sients. ho",ever. were no' altribqted to ullage rocket misalipmellt..

On the remaining Block II vehicl~s. someuUage rocket misallpmcntwaa evident, The roU transient resulting from Ibis misalignment was neve" greafer than 1.5 «Ieg/s and no probiems were experienced in COIlCTolU", the roll excursions resuJting from this misalignment. Very small S-IV pltc" and yaw rate Ii were observed during the separation period on all Block U flights.

9.4 SEPARA nON DYNAMICS I BLOCK m

The actual separation 8<IKJuences for all Block U vehicles aJ'C shown ill Figure 9 -So Separ.tiOll.1pal isKiveft as a common reference for each vebicle; actual separation ~fme~ are specified ill range time.

o ,_.,_ .. 0 ....

r; 0,1

+-%io ..

.6

._",'" fII'~'''~ ,r> 0

i.__. --Ih---_ _d__Q_----.--

I .. ",,~! ~Q ,

~---, --Ii-Ii, --+-_~,.__Q<>_'. .. ---,.r----t

s-r "IW

!

",'.,.l* s·! !'t'·f!"ll.,!'tt !'w"lwl ~~S~,'"

lunli

t------+.

leU,I:" ..... I

s-rs ~h'''f' "Y'!\-l't l\'!~<-·~af~"

o

. ~J'

i~

_ .... _' _._ . ...L2.._

FIGURE '_S. SEPARATION SEQUENCE OF EVENTS

Figure 9- 6 preseats a lateral lieparation clearance comparison. Each vehicle had O. ~7 me 22. 6 in) available lateral clearance that could be utilized during separation. ..\s can be seen from the ri~llre. S.o\-!I required a smaller amount of lateral clearance I.tllln any other Block Ii vehiclE. The maximum amount of clearance used was 31." percent on SA-5.

The longituclinal separation clearance comparison for the BlockUvehicles is also depicted in Figure 9-6. The longitudinal separation clearance was defined by Ute distance between the exit plane oi the S-IV engines and the lip of the S-linterstageat S-IV engine ignitic.n. The m inimulU design rC'Iulrement for separation clearaace between the two stages was 3 m (10 ft) at S-IV ignition. The SA-5 and SA-6 vehicles acbieved separation approximately 0." seeond aner UECO. The increased .eparation clear~ experienced hy the SA-7 and subsequent vehicles was due to a later separation time (0, 3 secolld) ftom OECO. resulting in a higher negative booster acceleration at separation. due tQ the smaller implll.e remaining from ~ 5-1 engines.

~-US-IY ~,3II· .. a<:':r:\ !\Hr.)M~ _'-t ,:;-1" .. ' r. ... iti.nn ,.)

"I

i

I ~ r+ ~ I -.'"t~ .. ~

l. -- .--'--.:~.';~ ......

. L~.._-.' ... ·' _ ...... -:-'- __ ~ --.__......_ ; "'. ~

M·~ U,,;oIt ~,,_,

\,t'"': l"t:

FIGURE 9-6. S-IV CLEARANCE COMPARISONS

...... 111 .. 1 .. 11

SECTION X. CONTROl.

The Saturn I control system was destgned to provjoe vemcte stabilit}' in the presene« of upst'tting monwnts. SlK'h as thos« caused by aerodynamic distur oanees and thrust misalignments. Adequate eontrul was accompu sned on o tt Saturn I Vl'hiril.'s, while under the influence of a number of constraints attributable to the vehicle strucu.rat and aerodynamic characteristtcs , as well as bask chara('tcl·istic limitations of th.' control system itseU.

~ome of Utc constraints facet! by uestgners of the Saturn control system were as follows:

1. The system incorporuted a .. 7-rlegrce limitation in gtmhal angle Oil Block I vehicles and a ~ sdegree limitation on Lhe Ii rat st:I).l;C of the Block 11 vehicles. The S-IV stage grmba] angl{' was .. ~ t!t.·gn.!es on the Block 11 vehicles.

2. The long and flexible multistage vehicle made it necessary to predetermine control sensor locattons so thnt adequate signal shapill~ could be der ived from accurute knowledge of the structural bending characte rtsttcs,

3. In ordc r to provide adequate response to wind disturbances. it was R')CCSsary tv prevent the control Irequency from falling within a !land of Irequene ies that included sloshing. structural bending, and local complta-ice Ireouenetes.

The se basjc constraints were accounted fur by proper baffling in the tanks for sloshing re~ion:;, selecnve locations of control sensors , andproper shaping of the control signals wi th the control compute r Ior active damping.

10.2 CONTHOJ. SESSOHS

The required control sensor information included attitudc , angular rates , and Iate ral Ioads. Table 10-1 lists thl' controt sensors UUIi,Wd dUI'ing lht.' Saturn I program. The passenger hardware list .. d ill thf' table demonst r ate s the systemat;o butldup of I"ght qualifil·d control sensors. This is renee ted in the platform systems \\"ht~rt' the previously proven ST -so "as used. while the ST- 12-1 was being flown for e nv i ronmental information, The trrst closed loop test of the ST-t2-l platform systt'm occu r red during the second stage flight of 8 .. \-6.

Attitude comparisons between the ST-!JO and ST- 124P systems, flown on 8:\-3 and 8:\-4, showed that pitrh attitude deviations were greater than roll or yaw. This was primarily dllt, to resolver impedance mtsm'll.ch. lcss -than-opnrnum g"din in the 3"'1'\·0 system, and SOIDt' backlash in the geal" trains of the ST-t24P. Once these diffe rencr-s , together with platform align"Will diffe rences , were accounted [or. agreement between the two systems was satisfactory. 8t'tter agreement was obtainpd ""(\\("('11 the ST-124 and ST- 9080118:\-5 and 8:\-6. The ST- l:H was uctualty fliiothl qualified during the S:\-5 Hight and proven in CIOSl'd loop during the SA-Ii flight test.

1",\BLE ro-t, c(;~THOL St:NSOHS

SA-

~----------~------------------~------------------------r---------------'

S-1 Flig~l St~g" Utili~alion

3·1 ,,·r 5 6 1 R q ! J

typf' Se ns o r

s-t\.' Flight St,,!(.
·,7til t z a t j o n
" t 7 r ~ . Q Ie
-r I I
x p
_l ~
r x x x , x x A~Jo;lll.lr R.,tes: E!t.'-."tricaL Difft.'rpnti~tion t ~ r ~

On CorttT<>l C',,"P'lt<r) X 1)( X X i X X x I

~~-'~---'--- .. -----+-__'-f"- ---t-t-t-j -----+- ~-~+_J._r---l-__;

(_t_~nt rot Raft' \-;'!~ros P P p, p 'p p: X . ~ I X J X r f X ,X X 1 X . X

l..~H""ral Loacs: Local Aogl ... -of-Attadt t tff-~ f ! i I

:~:::: AnMle_nf.Atta,.-.---+-X-+_X-t"X • p ~ t .. p' l' ,-J__-1-t-.~-

" .. r e r s (Cnnuol typ") • PIP i p r i l' i l' ,: i

Prot<>typ" Q-ball P : P p, ! I 1 i

-------+--+--+--"t . ~ . I·-r-+-~+-l·-+-

Co .. tr"l~,·n·h·rOftldNS P P • XiXlx xlxjx x I

x " Closed Loop Acrrve Sensor

p" Passenger

1i9

A ST-90S platform system was used during tile entire flight 011 SA-5 and during first stage flight on SA-6. The ST -006 was basically the same platform sysk:m as the ST-90. Anouter ring and servo system \\'ere added to the original ST-90 toallow the platform flexibility in accomplishing the roll m .. neuver necessary to orient the ..:ehicle into tile prope r flight azimuth.

The roll maneuver WitS necessary to change 'rem the 90-degree la~nch azimuth of pad 27B to the desired lOS-degree flight azimllth [or all but SA-tO. wbich was rolled to a flipt azimuth of 95. 2 degrees. The roll manellVl'r was executed between approximately" and 25 seconds during the srx Block U flights.

All of thc Block I vehicles carried passenger rate g)'ro packages in both the in8tr~ent canister fa 3- axis loiinneapolis Honeywell control package) and in ,he :ail of the 8-1 stage (a 2-axis KearfoU measuring package for pttch and yaw). This instrumentation was flown to examine sensor locations for control purposes of later vehicles. The Minneapolis Honeywell control package picked up less bending and vibratiolls than the 2-axls Kearfott package, primarily due to the difference in location.

"the (irst vehicle to utilize the closed loop rate gyro package was &\-6, and like the ST-124. control rate gyros were lItilized f in the Instrument Unit) for the first time during S-IV stage flight only. The SA- 7 !light was the firs t to utilize the ST -12-1 platform and the control rate gyro package during both powered !light phases. No problems were encountered.

Two methods of accomplishing lateral load relief were incorporated in the Saturn I program. The first three flighb used angle-of-attack control and !he remaining flights used accelerometer control. The accelerometers were tested in open loop on the first three fligbts prior to closed loop utilization.

Four local angle-ol-attack meters, mlallufactured by t! S. Science (forDler~Ji Topp tndustrit:S~. were "OWD 011 each of the Block I vehicles; the first three fligbts utilized them for closed loop control. Since these uni~ were located on the body. they wel'e innueraced by the body upwaslt. An improved type of control angle-of-attack transdul'er, an F! 6 Q-ball meter for control accelerometer backup, was developed during the Saturn I program. The Q-ball was developed to be used on the top of the launch escape tower of the Apollo .. paeecraft,

A modified Q-ball arraDgement waa flown 00 the first three vebicles. Holes were drilled in tile Jupiter noae cone for differential preasare measurements, which were used to dek>rmine angle of attack. The

70

F16 Q-ball was flO\\11 011 lIIe remamtng Saturn I vehi('les, and was located on the Jupiter nose cone of venicles 5.>\-4 and SA-5 and mounted on the tip of the launch escape system (LES) on the subsequent Saturn 1 vebicles.

OnSA-7, SA-9, andSA-I0, Edcliffangle-of-auack meters were mounted 011 booms at the lip of fins I and n. ne upwash factor for the fin angle-of-attack meters was determined by cross plotting the pitch and )'aw data. AftC'r adjusting for the upwash factor. the fin mounted angle-of-attack data were in good agreement with the calculated and Q-ball data on SA-7 and SA-9. On SA-to, th e EdcliCf meters did not Iunctton properly during any portion of the flight and it was imp()ssible to find any facl(Jrs that could correlate these measurements with the calculated or Q-ball angles of attack.

10.3 TILT PROGRJ\MS

The ~rajectory was shaped by commanding the vehicle to pitch over the fin I posttlo«, This was accomplished by three methods during Saturn I flights. Vehicle SA-l utilized a constant rate till program, stored on magnetic tape, with a tilt rate of 0.667 dcgls. In order to properly shape the trajectory. it was necessary to arrest the tilt program periodically. This method produced an uedestrable reaction when the ramp functions were initiated andstopped. Anactuator respeese rate of 9 deg/s was obtained en SA-l wilen the first tilt pulse was initiated. By design. the maximum rate was limited from 16 to 24 dell's, depending on actuator loads (the greater the load, the slower the response).

.0\ cam device ,properly shaped fora predetermined tilt program, was utilized for the tilting programs of SA-2. SA-3, and SA-oJ. The cam on SA-2 was not shaped to gtve a smooth termination of tilt; therefore, the pitch actuators experienced a sudden kick of approximately t degree at the time of tilt arrest. Periodic transients occurred in several pronounced instances on 8A-2. and were attributed to binding of thecamdeviee. Thiswasnotnotcdon8A-3, but the actual lilt program, cut on the cam, differed slightly from the requested program near the end of tilt. Ttns resulted in a () 28 degree over-tilt. The SA-4, S .. \-5, and SA-6 tilt cams were satisfactory.

The third ty~ tilting program t ope cattoeat typd was also a preset program, stored in the uigital guidance computer' as a time polynomial and executed through a variable tilt rate very similar to that of a precut cam. This type tUt program was flown in closed loop for the 8-1 phase beginning \I.·Uh SA-7. Whereas the cam used on SA-!; served both the 5-1

and S-IV stage tilt programs. the cam used OR SA-6 scned only the S-I phase. for Ihe Block U v~bid~1iI (SA-6 thl'oughSA-l0) elosed Ioopgutdance determined by tIM: path a¢lplive guidance sehc me and the itA> ralive guidance mode1¥as utiUzedduring the 5-IV Right phase,

To minimize cOI\trol requirement.. in the cveot of an tmgin.: failure. both SA-1 and SA-2 lilt programs were basecl Ofl seven engine operation. The tilt program for 8A-3 was based on eight engines operating during the entire tilt period. To Oy optimum p3>;load capability. the Bloc!- n tilt programs were all based on eight engines operating, This was made poestble by the outstanding engine performance record Gf the Block I program.

The tilt programs or SA-4. SA-5, and SA-9 were biased fo:r the mean zonal wjnrt ap.,licabl~ to the mOllth of hu:nch. This res!dtt.'tI in reduced angles of attack for Um pitch plane and consequelltly lower loads on Ute vehicle. SA-G, launched in the latter part of May "ilen very light winds prevail, utilized a till program intenlionaUy biased to produce a greater angle £If attack ("degrees during themallQ rCi,>ioh:i, based on a ze ro wind profile) to obtain improved postflight aerodynam ie and structural data. Head wind (20 m/s) occurred

: dUringthema."Q region. which Increased thP. angle of anaek to 5. ;; t!cgl'C("S maximum,

fi.gure 10-1 .;hC)ws the maximum pitch angle of attack for the len fii~"s and the maxunum wind enCountered durin" the Block I ami Block II flights.

10.4 RESOLVf:R CHAIN ERROR

The total rosolvei chain error in any axis was tile angle differcnce bCtWt~CIl die Qutputangle geoerclted 1..y thcST-124 and the input angle comma~bytbe digltal eomputer, 'fhis error was one factor in. the misu.lignnwnt of the thrust vector with respect to tJoe gUl(l~-nce---p[alle--=- -- ------------ ----------

Predic:ted ~resolver chain errors wue obtained (rom labor:ttory measurements, Calculated resolver chain errors were obtained by taking the difference between &elemeteted attitude errors nnd calculated attitud.· ea-rors nbtainoo using guidance system measured accelerations, body Iixed llccelerations. and telemetered steering commands. Actual errors were in reasonable agreement with those predicted fl'nm laboratory measll~mcn1.s.

Since thepl'e(iictcd resolver chain error-in tile rullallll )a~ axes werc.~ very small. nocomparison was made bet.-ceo predick:d and calculatedvRlues. Thepi1ch a~dsrelilol"et chain errors. for aU four Oights with a fully active ST -124 guidance system. bad

the same .. ",nera) trend except for SA-9 C see Fig. 10-2). In all cases, the resolver chain errors had a negligib!e c-f(t-'Ct on the vehicle altitude at S-IV cutoff.

'It"t'lh,~tt.i. s t;-,'. ii,~;;": ~""f cr;;::;i:,,:'l's ("_P'-[J:t:,,~~·, ,.p_'r'. '-'-h~d. th( tilt P'r-,-';._'r~i,. is. 1:.:tst.I,J.

--~::::>rf..,gran1:neci for"; or n'ore d,·Cr .... e s {S"_'~ para, 10. J}

'"

n '----?o~~~----l, - ---'-. -~-

r) 300 ... 1; ~.. ....'\ '. ~!

'lit"'" $p.~<oi"1 (fII_'~)

FIGURE 10-:. \\lNDS AND ,\NGLl:' OF .-\TT.\CK Co)l\I.'\xlMt!!\l (PITCII PL~,{E)

10.5 \\lND F.NVIRO~l\1JO:XT

A 95-pt:rcen(probability level Willd profile was considered ill desir;nol the control svstf!m. The eritiClilhiV dynamic pressure region rangt--d from 10 to 14 km altitude. figure 10-1 :;ho,.'s that all Saturn I vehicles were tlowll \u·n bl'lo\\' the 75 mls deSign limit dUl'jag that pe.'lod.

~-'--- .......

/" .....

/ <,

/ '- .....

/

t>~, l!tl

~ z_ \~~!l:)

FIGURE 10-2. Pll'CH AXIS RESULVt:R CHAIN ERROR

Cnances in wind velocity with alettude, t, c. wind shear, could have causcd Ute vehicle to react abruptly. Wind shears bad to be cons ide red to avoid any ullne<:eljsar)i excitation of sloshing. vehicle bending, and localized vibratiOlI" which could have occurred when the enl-rines were suddenly gimballed. The ma.xlmum observed wind RheaI' values arc shown in Figure 10-3 with *Dc 99-pcl"CCIl& probability shear desllll level abownfol' comparison.

·\t·i~,,4 .. ' C"',,)

'-:'f +r

,

, i

"t

I

t ... · r-L- ,'?<.,-,' .u"

., .;, 5h ... "

l. ~~__.______.

(I o.oi n,!)t OJ) (;_,}t. (r.Qo~

Sl, .... t' ~ .. .._ __ - I)-

FIGURE 10-3. MA."<IMCM WIND SIIEAR

The nlost outstandingeffeet of winds acting on Ibe vehicle occurred Oil SA-4 where relatively sustained o8c:illaliolla in wind speed, nearly in resoaanee with .. rigid body control frequency, were obacrve<!. "!be wind vel(JClty and Ita effect on the vehicle a~ shown in Fi".are 10-4. TI\e ~cillations were initiated by an Initial wind buildup of 21) mls with a wind shear gradient of 0. 02 second-to Maximum actuator deflection of " degree. peak-tO-JJeak was required to cootrol &he vehicle.

I'"~

-1-

:1 !

---4 -·l

... r,~; ,) ! rr,~ <,t_.,,_~

... :\ '. ,,".". <

FIGURE 10-4. CONTROL RESONANCE FROM \\1NDS

10.6 11IRUST VECTOR CONTROL SYSfEl\1

10. tie 1 s-r STAGE COXTROL

Signals originating in the eontrol sensors were routed to the hydraulic eIIl,.'int.' acliIat.ors aft.e " bPing precessed in the control computer. Tbese signals were properly phased and gain adjusted in !.be control computer. The signals were mixed in the coetrol computer so that the ginlllaHed engines corrected for a combination of pitch and roll or yaw and roll. Tc show a cross section 01 &be ord -r of magnltu<!e

()f the~ si~nal.s. the maximum control llal'amt·tt:rs c x "er"'·II(,t'd i\l' th" \t:hides during hil!il Q <I re s" '::Cj in t'igul't.' 10~!J as <I .. x-reentage of their l[esign IimUa~ tions. The Sa\Ua'n des,,,, criteria Included design.ng the vehicle \:olltrulliyst"tQ to accounHoa' 'Ill possible variationsinm8.tfs. aClouynamic charaC'tedstics.control lrolillS, and winds dllringUtght. l\1aXlrllllm actua,tpr denecUolIs, shown in the figure. were primarily attributed to random winds, or in tht' case of I"e earlier Block I vehicles. systemattc tilt commands.

Q __ g_Q_o

-~--- _---_._._- ~-.

_' . r··

i rl

r ~ ! n I 'I I i

".L. I.'

~nnfln f]

LI: It II_J Ll_.D_[L_

FIGURE 11)-:;. OlJSEltvED PEnCENT()"ItI~MUM EXPECT~() VALUES IN HlGHDYNAMIC PRESSURE PERIOD or n.JGHT BASED

UPON DESIGN CRITERIA

The roll attitude of all ~tum I. Block 1 nhicles bad a systematie behllvio,' as sbown In FigunlO-6. Tbe figure sh",ws an (>Ilvelope of the roll angle versus Mar.h flllftlber- f{lr the four flights. The roll attitude represents an etjuilibrhull between a disturbiDg moml.tlll and lIle corarot torque ·.'oncsponding to Cbe average engine deflection In &hI; roll direction. The disturbingm()Olents in roll during engine Clltoffperit,ds were compared in the lower porlion of the iigurf!. No serious eonsequer» es resulted from these roll 1110- Inell&$.

Tile roll error htstory shown ill Figure .1)-6 represents all cfluiUbriuOl between a disturbance moment and Ute coatrct torque. The most predictable of the fOJ'Ct.'s contribvHng to this mun100t was caused by

~, ' ~ .. '.'

I n

I II --' ULj_J

FIGURt; 10-6. BLOCK 1 ROLL ATTITUl E A~[) ItESt:LTING )10~tENTS

the center of mass of the gimballed engine not lying un the engine axis. Therefore. theinerlial forces produced by longitudinal acceleration of the vehlcle caused • mement about the gimbal poiat. This moment was reactcdby the actua.tor, The loads on ebe ac'wator, in Nrn. resulted In !o. rotation of tile englne axis due to the . finite compltance of the ac .... tors aDd support struct!lre~ ThisrotatJoaa of theenli_ axis produced amomeut abOut the vehicle roU axis. Other effects. sucb as tb11lst offset. Ilimb!ll friction. curtain loads. and duet tn.,."es, .colltributed to the total moment.

Tbe actuators fortbe Block II vehicles were of a different· design wtlb ioonased stiffness. thus precluding the recurrence of this effect. However, a systematic roll deviation due to a different cause was .. oted on all the Block U nights.

A portion of the roll attitude error profile of the Block U vehicles is shown in Figure 10-7. The large devtatloll near the center o' the llgure represents a ma .. xtmum aerodynaolic roll moment attributed to acrodyr.arnic Row about the .rbiDe elUiaust duct arranCE'ment .Ncb 1A;'as unsymmetrical with respect to the fin and stub fin arranit\ment. Wind t\lllnel tests. ,,·hlch were run after this effect 1A;'IlS ob$ervcd on SA-5. showed the trend but Qverpl'eWcted the Right reauhs. Reoloval of the I.urbine exhaust ducts from the ..-in.1

73

110..>'1 !t>'I~!'tc. ("",:~,_ to:-hl: " .. rh.",,- 1':111\"~ ... , n" r~)

FIGURa.: 10-7. ROLL ATTlnJDE OF THE BLOCK n VEHICLES

tunnel model reduced the roll n:oment to zero. The envt'lope of the roll Rlomenlc:Mlfficit.'RL determined Ior the Block U vehicles is shown in Figure 10-7. No sip.ficant or ac:kerae effect resulted or was expected frolDtbis minor deviation. However. the roll control _n was Increased about 50 percent on SA-S, SA-9. aDd SA-10. which redllCed \be roll altitude enol" by about 50 percent.

The maxfmuol roU moments for aU Block II flights were within ~ :1 percent of 106,000 N-m. The aerod)llamic: mor. ;nts were forcing each vehicle to roll counterclockwise when viewed from the rear,

10.6.2

S-IV STAGE CONTROL

Control 0: the vehicle during S- IV DIp. was fairly smooth. since aerodynamic influences "'ere e.JsentiaUy zero. There was one possible exception. however. During S-IV-5 flight. Ulere were large null sill,*- In one servo actuation system. RelaUvely larp transient. OCCUlTed in. the actuator positiOn of engine 3 at 151.6,372.9. and 548.4 seconds (see Fig. 10-8). Contamination of the h~dl'aulic fluid ~'as suspeeted to have caused the servo\'alv~ bias. SimUar problems

were experienced .:lurIng preflight checkout, SA-Sand slibseqllent vehicles incorporated Moog actuators. which were of diff",rent design and less sel'siU\'e to hydraulic fluid contamination.

:, P: - -- ~ -~r-: --;:,[~--.--

. I I I

·LV I r:

. i . . !"

FIGURE IO~~. S-IV STAGE ACTt:ATOR mAS AND TRANSIENTS fM-S. ENGINt: 3)

The maxlmwn attitude errors resultlnl from guidance iuitiation daring S-IV night "'en as (ollows:

8.\ 6 >i.~-7 SA·'" SA-9 S .. '-III

,'il.ch 'dcgl. ... nJ:iC up -I. t 2.3 -1.6 -I, t -1.7
Yaw Id",,). ~ nos .. rij!hl -2. ;; -2 .r -\}. !! -~-l -:;, I)
R(.l1 (<leg) •• Cw (1")111 rear U.5 u.~ 0" 0, ~ -'! .. 2 The S-IY stage new certain trinl angles other &han zero as a result or certain veiUcle characteristics. The averagf' values of the S-IV trim angles with the above sign convention were as follows:

Pite" (deg)

. )

0.$ 0.1S n ...

0.3

o ...

Yaw (deg) -0. 5~ -J.35 -0. SO -G.2 -0.2 -G. ;t

In the yaw plane, the trim angles were the result of thrust vector mtsaltgnments and radial CG offsets, The pitch trtm resulted from the angula r rate (sensed by the control rate gyro) that the vehicle was being tilted In addition to the thrus t vector mlsalisnments and CG offsets,

~fjj. i SLO';HINC

10. t. 1 8-1 STAGE POWt:IU':l> .. 'UGHT

Propellant sloshing, ore of the unavoidable constraints faced by the control designer, presented no detr imental problem during the Saturn T prog,·am.

Howeve r , a minor tles;Wl modirication was made ;;.ftCl" the flight test of S.-\-l. A prc.uounce I s loshing instability, predominantly in the roll mode , was obse-rved on SA-l when the propellant lt~\·t'l reached Ute uubarned Iower portio .. of the tanks. As a result, adrl;tlonal aceo rdlon baffles we re Instalted between the last three ring frames in the fuel tanks, and between the last Iour "ing frames in the oute r LOX tanks on S.-\-2 and subsequent vehicles. The buildup of propellant sloshing at the end of powered flighl was decl'cased lJ\ the new baffle arrangement I Fh:. 10-!)i. The Block II balne arrangement is also shown in Figure 10-9. ~ .... sloshing problems Wt'I'C encountered during Block II night testing.

T Li'vel CO -·-SA·I, SA-l {,. SA-4 Note: All dimensions in me t e rs

21. &2
21,t,1
21.16
11).94
19.:1
19.40
17.73
17.50 15.52
1; .27 15.21 13.31 13.08

9.ft]

Added for 9.40

SA·2,1 & 4

7.92 1.92

7.62 7.02

7.42 7J.2

6.86 6.86

6.71 6.11

6.2S 6.25

5.97 5.97

FIGURE: 10-9. SLOSH B.'\FFU: C()~FIGt'H'\T!()~

Tht.·l.l'l!'licwd fir:;t moll ... "Io",b h·~Il ... nctes for all

"Ot '~'Ilanl milks \\l.'I'l' \\ ujun lh~ range ot' 4 c. 7 - 1.·n .r O.:! tit. 011 both Ulock I ;me: Bloc'k II vehicles dudn;,; 8"-1 stage powe red ilighl. l>!.'villtioQli of the observe« (I'OQl the pr~ick'd h'-'<luenr res were explainable by systems coupling.

The effect of slQsbiag during 8-1 stage flight IS best preseated by the response of the control syawr> at the sloshtng Ireqaency 4 Ftg, 10-,0). (Will\1 g\lsts and olhel' extraneous forces produced large slosh OIIllI)litudes at Irequenctes well a- ay f'rom resonance thal are .. f lillk consequence to the comros of slosh, )

F.n~ith Jf>S>P<)[lh" d t S I osh Frequency (Pt~;jk to P'~3K. ::H ,", .... 'lde) (oeg)

<,0

(M;»' B lock. I)

1.1>

1.2

0,8

Max slo,k 1I

/

0,4

HI. 7. 2

S-IV SL\Gt: POWERED f'UGHT

Siosning during S-IV bu)'n was maximum just alter separauon, The LOX sloshing was the prtn);u'y contributor to the S-I\" engine response at separation. Fig. 10- t 0). The 10\\ density (.1' 1.112 "outributed lrule to the response of the control system although sloshing amplitudes we r ~· considerably lar~er than those observed in the I.OX tank (Fig. 10- U ! • Slosh Irequeuctes and amplituL€'s were consrstent Oil all S-IV flights. It silould 1)(, huwd that this conststency was expected dul'in~ S-IV powered night sincc external forcl.s ( aeredynamtcs! are absent during this pe r icrl,

ScF" fallon

~ _ _!st s_~_ .. ~I __ !t'd~tabl;'_.-,.

\

() • too

---+-"".--~-,-----~---- .. ---,- • --" -.,-

.11) .f,() ~W A~"'11l

Ti",,' R\'fer""~,,d l Ot:oo (se")

.ro

.'C

F1GUHE 10-10. ACTt::\TOR RESPONSE TO SLOSIID'G .·REQUt~NCH:S

76

( rnche s) Slosh Amplitudes r------::Ir-----y-----"T"-----r-- --1 1

~-~'------+----1

Slosh lIeignt Peak to Peak ( CIIl)

1')

6

I

10 t--~-...;.'H_~ ....... ~ ......... .,..~ ~ ---+-----1

o 100

3

2

1

o 6CO

j

S-IV Cutoff

LHZ S lOSbiR.S._ ~£er-t-,u.,n<Y r r

~- Zne MoJe

.-,'

0.4 t---- - .. l s t M,d.,

0.2-------- _" .-T,: ~~.'_-J_~_~--j~""'" I

100 100 100 400 )00 600

Ran~e Tillie (Sl'C)

200

300 ':'00

Range Time (sec)

soo

0.8

Fr~qtlency (Hertl:)

0.6

lOX Sloshing Frequency

Frequency (Hertz)

1.0

0.8

0.4

soo

600

FIGURE 10-11. S-IV LOJ( AND LH2 SLOSHING PARAMETERS (BLOCK U ElWI-:UWEl

200

300

400

R;tnge- Tilllt' hf-c)

77

U. 1 GENERAL

SECTION xi, ORlllTAL ATTITUIlE

SA-5 was the first vehicle to have the lllibSion of iU8eJ'lit~ Ul~ Ilpper ~tages lnlo orbit (the burned out 8-IV stage, lU, and Jupiter nose CODe). On 8#\-6 and MObaeqllenlvebicies. the Apo11oboilerplate sp8cee raft was sub.smllted for the Jupiter nose CODe. Tile operational vehicles (SA-S. -9, -10) orbited the Pegal:llls attached t.o the S-IV ata~e and Ina trwn.:Dl Unit. The ApoUospa~'ecran was separated aftet orbit haubeen achtevedon vehicles SA-S, SA-9. and SA-to,

11.2 BLOCK U Pi: D VEtJll: LES 11.2.1 VEN1'ING C,EOME1!,

A point of special concern dllnng the three R&: D orbital tests was the eifel:' t caused by ,,-enting the

propellants Ieu onboard the S-IV stage at L'utoff. Ven.ing of the propellant restduals was necessary to prevent an execsswe pressure build"p in tbe L i)X and LHz tanks. Schematics of the venting .~eom\;lry for th~ SA-5. -6. and -7 vehides arc j.-resented in Figure U-l. In the oliginal dt.'t>ip no spectal concern was given 10 the effect of the venting on spacee ralt angular' rates in orbit. 'Ibis particular \'enti~ geometry produced el(~e:;sh·eaJ~Ill .. 1" rates after S--IV CIlt- 011 on SA-a and SA-6. The Pegasus experiments scheduled for the operational veh.cles had a rt>q u irement not to exceed 6 deg/s n·ll cate, The refore; a 'lOnprupwaive vent (NPVj system destgn was flown for tile first time on SA-7. in addilion to the llla~n pressure relief LOX and Lila vent sy ste Ins used un SA - 5 and SA-6. This NPV system performed satisfactorily and all syst,em components operated as e~ected.

_Llla·1Il ,mE •• me .... "V'I'II.·""~"'''.

NORMAL ',lVVIMTItG INDUCES PITCH. lOLL YAW .OTION

NON.ftOPU!.SlVI VENT SYSU.

COUfllEIUALMCIS FORCES 'CMt SUIILlTY

FIGURE 11-1. "ENTL"lG GEOMETRY FOR SA -;). SA -6. A~[) SA· 7

78

11.2.2 ORBITAL VENTING AND ANGULAR RATES

Angwar rates imparted to the orbital body were determined from five primal'Y sources during the period of orbital venting: iJ telcme&TY. 2) radar si,nal strength, 3) Minitrack si,nal strength, 4) op&leal siglltings (Baker-Numt data), and::;) radar operators' cemments,

Telemetry was scheduled for one orbit (or each of the three R& D orbital missions and was us~d to esbUllish theangWar rates and vent periods as the orbital body passed over various tracki. stations. Numerous stations received teiametI'Y dIIring orlit (see Instrumentation. Section 17.0). but vent valve opeDi~s were recorded only by Antigua and Pretoria on SA-5, by Antigua, Pretoria. Cape Tel. II. and Carllarvon 00 SA-6. and by Antigua 011 SA-7.

The r,~Qrded vent history was uaedin conjunclion with propeliant reSiduals and known DOzzle throat areas. thrust coefficients. etc; , to establish an estimated total impulse imparted OIl d1e orbital body. Table 11-! shows the vent history and total impulse lor Lite Block Il • D vehicles.

TABLE ll~L VENT HISTORY AND TOTAL IMPULSE

R6.idl...;t-~ t~dt l.kt !ltJ;.5r~!

Uti. ~NfJ . LUX fil",

J''''Um .. h'',J I:n.' {.;( [

t.)rhil..d ~~!~W1t; t fir!)] i- T~l I'"lltd!:l_~! ,

t.~I,;- WX- r 1.1". t~~1'I>j 1 to.'l ~~:-l~~~1

---~ . ...- _. .. :;-i

;;<l ~,,;)-. lOU $it.,,;:...;

l_-:. :~--~~~-- .. - --.- 1~,;';:~~;" r ttir~...::;--f

,

fh~ t "', t

- ~------""r

F ''':~': 1

t.5.

-~

"'.~ .. -c '._fl~ "Moot ,,,,'x "~'::"".'·P"';'_'i.."''''' \'i.'-lli. ~''_s..:,.: "i1OC"I"__..l ;._~ .',!~.'. ,. .... -,'!, •• "'( ":I"II.~· II. .. e- .. r,i, re:;nJ&,""tl t'~·ll.

A composite roll rate comparison for the Block D 8& D vehieles obtained jut after insertion from tile Antigua. A.scenaion. and Pretoria tcleme'!,), is presented ill Ihe upper pot1ion of .. Igure 11-2.

Radar a .... Minitrack AOC «signal streugthJ records aDd radar operators' comments were uUlbed in altemp_.lode'ine theorbitinC vehicle aaplal" ra_ after l_softel.metTV ..... eacb cue, duri.,. tile pel'- 1011 of aetive telemelry 1bere was reasonable agreement. between ....., .... lemetered angulal'ralBs aad die rates indicated by AGe records. Acompariaon 0( tile :maximwn tumble alId roll rates in orbit is deJl6cted in 'tile loWer porUon 01 Figure U -2. It can be seen from :Figure u-~ that. tile veDUng torques procII&cinc roll

..1",.: ~

I,: I~

-1": i :, >~-

• .... w',·

"-'O(} t':~·:tl :~ei: :~(;O ~H':~' : .. h)-

c::::::J ·~\I~t·! .. • ",.tt-

.. c:::J Jv-ll ;it;;r ...

FIGURE 11-2. ANGULAR RA TES DURING ORPIT (BLOCK II .. D VEIUCJ&S)

were redllc:ed coasiderab!y by &be DOllpropulsive vent .Y8Iem. The roll rate buildup for SA-6 was greater Uuua the SA-S roU rate because more resiclaal prop~lJaDl was left on board SA-6. Considerably more re81dllal prope1lant was left on board SA-7 than on eJlber SA-S or SA-6. The total impulse imparted to SA-1 wa~ 12 percent higher than Uwt of SA-6, but due to &be IIOnpropulaive venting system. &he final roll rate waa red.eed from abe ~8 der/s experienced on SA-6 &0 1 ... Ibaa 6 de(/s Oil &\-7. Tbe lwnble rates on vebicles SA-5. SA-ti. and 8A-1 were negligible; however 1be SA-1 tumble rate was approximateb 0 deg/s wblcbapproached the maximum desired lor the Pegasus satellite. An attempt was mad8 10 red.ee this on SAt and sabsequen' vehiCles with the addition of the auxWary NPV system.

79

11.3 BLOCK II OFERAnO~AL VElUCLES

11.3.1 VENTING tiEO.METRY

On SA-9. all awdliary vtmting system was installed in addition to the NPV system used on SA-7. The au:otiliar, venting I>-ystem was installed as a blowdown system that would vent the LI~ residual continuously from S-IV engine CO toCO plus 180 seconds. Tbis system vented the GU2 produced by the latent heat ir: the LIla lank insl&iation. The NPV cOllfiguratioll for operational vehicles. tne bIding the rela tionship of the vent ports with respec t to the Pegasus wings. is shown ill Figure U -3. The SA-9 NPV system was designoo to limit the angwa I' rates of the spaeee raft &0 6 deg/ s, ill order to insure its strul"tural integrity. However. tile actual roll rate expertenced by the SA-9 orbital body (the first Pegasus night) reached a maximum of 9. tl degs. The higher roU rate was attributed to GOX impingf)ment on the Pegasus wing producing a roll torque.

The NPV system vents wereintel'Cban~~ OIl 81\-8 aDd SA-tO ill an attempt to reduce thc roll rate by :10 percent, This permUted GUt to impinge on the Pegasus wings instead of GOX due to the geometry of the vent ports. A significant reduction in roll torque was expected from this arrangement we to the allXiliary venting blowdown system for the GH~. This r~uction was bosedon the results (rom &\-9 which showed that the total impdse due to venting from S-IV cutclf to depletion was 177.200 N-s for Gil: and 171.000N-s for GOX but approximately 31 perce lit (56.000 N - s) of the GHz total implllse was expended by au..-Uhary ventill& blowOOwn system prior to the deployment of the Pegasus A wings. The roll rates on SA-8 and SA-IO were down to acceptable levels.

11.3.2 ORBITAL VENTING AND ANGUlAR RATES

The orbital angular roll rate histories for the three operational vehicles (Pegasus attaclled 10 the 5-1V stage and IU) are shown'in Figure 11-4. Maximum roll rates on SA-B. SA-9. and SA-IO were 6. 6. !l. 8. and 6.2 de&' s. respectively. and occurred at approliimately 1 day after launch.

Due 10 the vehicle's natl&l"aI tendency to seek 10 rotate about its axis of maxim'lm inertia. the angular momentum was gradually transferred to the other axes causing the precession cone angle \0 open. f)o SA-9 &he cone angle opened into a nat spin about the 'l lUis

8U

(normal to the wing panels). The SA-I) Peg.tslls B had a tumble rate of approximately 1 de&!:> after 10 days of flight and was lJf'rforming a gyroscopic precessional motion with a half cone angle of approximately 30 degrees. The SA-l() cone angle continued to open and caused the Pegasus C to spin Similarly to P~g<u;IlS A OIl SA -9.

The LH~ tank ulJagt' pressures atS-IV cutoff were ':6.8 N/('n~ (38.8 p:si) for 5.\-9 and 26.::' Nfern? (;,::8.5 psi) for the SA-8 and SA-10. These pressures decayed to 8.6 N/cmZ (12.5 psi) for SA-8 and SA-9 and e, 9 N/cm~ t ra, 9 psi} for SA-10 at S-)V cutoff plus 180 seconds due to the auxiltary venting blo""down system. The Apollo shroud separated after the auxiliary NPV valve was closed and as anticipated. separation eharaetertsucs caused the LHz Wlagepressure to rise rapidly but did not reach the main Llrz vent valve relief pressure. The peak pressures were 1: .. 5. 18.3, and 17.7 N/cm2 (22.5.26.6. and25.7 psi) for SA-8, -9. and -to, respectively. The peaks occurred at 2000 seconds range time for SA-S and SAto. and at 1716 seconds fOI SA-9. The IJI: tank temperature probes indicated that the residuals at the end of the Urst orbit were enli rely gaseous •. Ullage pressures at that time were 1.2. 7.9. and 8.9 "/cmZ ( 10.5, 11.~. .md 13.0 psi) for &\ -8. -9, and -10. respectively. and slowly decreasing due to the NPV system.

After S-JV ciltoff the LOX tank ullage pressure was maintained within the 31 to 33 N/cm2 (45 &0 48 psi) design band by cycling the cold heli.am shutoff

valve for as long as tbe cold nelilUll presslll'ant was available. As a result. Ute LOX tank ullage pressure remained stable for 1:..'>0, 980. and 800 seconds for l)A-t;, -9, and -10, respectively. At the end of the first orbit. l.oX tank ullage pressures were 17.2 N/cm2 (25.0 psi) for SA-8 and SA-10, and 17.9 NiemI (~ti.ll psi) for SA -9.

Table 11-11 summarizes the mass vented and reIMIlting imp~se (or &be operational vehicles from SIV engine CO to depletion of propellants. A minimum of 82.5 percent of the Lila lank impulse and 27.8 percent of the lOX tank Impalse was released by the end of the Iil"Sl od .. il on SA-9 and SA-IO. respecllvely. The maximum time required to veot the propellant tanks to 0.69 NjcmZ (I psi) 00 SA- 10 wa~ 6 hours for the Lilt tallk and 36 hours for the WX tank. There were no NPV system malfllllCt..ODs on the operational vehicles.

Nonpropulilve Vent Tithe ,\S5Y .COX on 511-9

CH" on SA-S & 5.\:10)

Nonpropulsiv," V~nt Tube Ass, (CM2 en 5,0.-9

Cl'lI c n 5 ... -8 & 3A-10)

l\uxiii,r'l Nonp ropul s ivc CHZ Vt'nt rob .. As s v

Nonp r opul s.iv» __ _j,d.~iii1ISiii~1t GHZ \'4>"t Va 1 v ..

Nonp r oputs iv e f.OX \'ent li" e

Fin Line I

Fin Line II

GH<! Vent GOX Vent

GHZ un SA-8 & SA-IO}

Roll DirEction Continuous VCflt (GHZ on 5.-\-9

GOX on SA-8 6< SA-WI TOP VIEW

FIGURE 11-3. OPERATIONAL NPV SYSTEM CONFlGUR\ nON

81

-"r---
- _---- -
J ,
_l
•
I: I
- -
- "
N I
-

- I co
I ,
----.., <
en
.~
,.
,
,
- \ :
-
-. r I 0
-
I~ •
~~
I
I
N
c-,
~"
", " r-,
"
~__"._
~ ,~
r\.
" ~
'-:
-
~
\
- ,
•
-
eo --- -
tI
~
.....
CI
U
III
a:
- -

- 00

a: -

co

N

82

o o M

0
0
--
-
In
IU
~
fJ
0 sa
c~,
~
0 >
...:1 ~
-e
0 Z
""' 0
g:
0 ~
e-, W
~ a.
;J
c: 0
-
0; -
.1 ~
~ 3
c ;:;
... ~
..... ,:;
-e
fl.l
UJ W
w ...
~ ~
0
"'=
~
-4 oJ
s
C""I fl.l
!:I
!;Il
~
N :oJ
e,
.;
I
..
-
III
- ~
"
...
c..
""'
0
-4
0
~
0
N
.
0 -

o o