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:.:.:.:.:.:.:.:
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AS-I02 BP-15 Nominal launch and Sept. 18, 1964 Cape Kennedy,
exit environment Fla.
PA-2 BP-23A Second pad abort June 29, 1965 White Sands
Missile Range,
N. Mex.
_...A
MSC-PA-R-68-1
BY AUTHORITY OF
Approved by:
Manager
Apollo Spacecraft Program
HOUSTON, TEXAS
January 7, 1968
=
APOLLO 4 SPACE VEHICLE.
C iii
CONTENTS
Section Page
TABLES .......................
FIGURES ......................
C TIAL
r
v
Section Pag e
TIA L
\
t
vi
Section Page
5.16 REACTION
CONTROL
SUBSYSTEM
.......... 5.16-i
5.16.2 Command
Module Reaction Control
Subsystem ............. 5.16-6
5.17 SERVICEPROPULSION
SUBSYSTEM
......... 5.17-1
5.18 CRYOGENIC
SUBSYSTEM
............. 5.18-1
5.19 ENVIRONMENTAL
CONTROL
SUBSYSTem4...... 5.19-i
C
vii
Section Page
CON
viii
CONF
Section Page
CO I , NTIA L
ix
C TIA L
Section Page
C TIAL
Section Page
C L
xi
TABLES
Table Page
Table Page
\
CON , IAL
xiii
IAL
Table Page
L
xiv
Table Page
TIAL
XV
TIA L
FIGURES
Figure Page
C0 1A L
xvi
CO TIAL
Figure Page
C IAL
xvi i
Figure Page
C iAL
"\
xviii
C TI"AL
Figure Page
c TIAL
xix
C' ENTJAL
Figure Page
I I A
(a) Location i .................. 5 • 4-4U
(b) Location 2 .................. 5.4-hl
(c) Location 3 .................. 5.4-42
(d) Location 5 .................. 5.4-43
(e) Location 6 .................. 5.4-44
(f) Location 7 .................. 5.4-45
(g) Location 8 .................. 5.4-46
(h) Location l0 .................. 5.4-47
C TIAL
XX
TIAL
Figure Page
\
5.4-19 Toroidal heat shield temperature measurements at °_
depths indicated
/"
CORAL
C DENTIAL xxi
Figure Page
5.4-26 Steam vent, air vent, and EVA hand hold ...... 5.4-94
CORAL
xxi i C N AL
Figure Page
C( I NTIA L
.j
xxiii
CO F TIAL
Figure Page
CO ,., . •
,\
xxi v
Figure Page
C NFIDENTIAL
XXV
C IAL
Figure Page
TIAL
xxvi
Figure Page
Figure Page
Z.IAL
xxviii
Figure Page
C IAL
xxix
C IA[
Figure Page
13-41
13.2-1 LTA-10R, descent stage ...............
13-42
13.2-2 LTA-10R, ascent stage ...............
C IAL
XXX
TIAL
Figure Page
C IAL
1-1
CO TIAL
1.0 MISSION SUMMARY
C .rlAL
I_
TIAL
._. "¸_''_'
such that the conical surface of the crew compartment was perpendicular
to the sun rays, was maintained for approximately _-1/2 hours. The
objective of thermally conditioning the command module ablator prior to
entry to induce circumferential thermal stresses and distortions on the
command module was achieved. The cold-soak attitude was maintained
properly throughout the coast phase although continuous venting from the
environmental control subsystem water boiler produced a disturbance
torque which caused unsymmetrical limit cycles in the pitch and yaw axes.
Block II thermal control coating degradation did occur, as evidenced by
measured data exceeding the Block II nominal coating equilibrium tempera-
tures. This degradation is attributed to materials used in the launch
escape tower solid propellant jettison motor.
tion of cores taken from the aft heat shield indicated a strong surface
char and less-than-expected char penetration. The maximum char penetra-
tion was 0.oo inch.
C AL
1-h
CORAL
The spacecraft and Manned Space Flight Network S-band comnunications
and spacecraft vhf communications were satisfactorily demonstrated. Gen-
eral support from the NASA and Department of Defense network stations was
excellent.
C IAL
2-1
\
2.0
The Apollo 4 space vehicle was launched from complex 39A at Cape
Kennedy, Florida, at 12:00:01 G.m.t. (07:00:01 a.m.e.s.t.) on Novem-
ber 9, 1967. The launch azimuth was 72.0 degrees from true North. The
sequence of the major mission events is shown in table 2.1-I.
earth parking orbit having an apogee of I01.i nautical miles and a peri-
gee of 99.1 nautical miles.
After approximately two orbits (at 03:11:26.6), the S-IVB stage was
reignited to place the spacecraft into the simulated translunar trajec-
tory. This burn was for a period of 4 minutes 59.7 seconds.
Two minutes 27.2 seconds after the completion of the second service
propulsion subsystem burn, the command module was separated from the
service module, and the command module was oriented to the entry atti-
tude.
COI AL
The entry phase of the flight was well within the conditions expect-
ed. The lift-to-drag ratio obtained was 0.365 (±0.015) compared with
preflight predictions of 0.350 (0.322 to 0.416). The spacecraft on its
main parachutes was sighted from the recovery carrier, the U.S.S. Ben-
nington, approximately 6 to 8 nautical miles from the recovery vessel.
Landing occurred at 08:37:09.2 approximately lO nautical miles from the
planned landing point based on postflight reconstruction of the entry
data. Swimmers were deployed from helicopters and had a flotation col-
lar secured around the spacecraft within 20 minutes. Recovery of the
command module, apex heat shield, and one main parachute was effected
approximately 2 hours 28 minutes after landing. This period was somewhat
longer than anticipated; however, sea conditions of 8-foot swells were
the cause of the longer recovery period.
2-3
TIAL
TABLE 2.1-I.- APOLLO 4 MISSION EVENTS
Planned Actual
LAUNCH PHASE
RANGE ZERO 12:00:01 G.m.t.
ORBITAL PHASE
ENTRY PHASE
aMarshall Space Flight Center event times. All other times are from spacecraft measurements
or trajectory data.
CONFI I L
2-h
NTIAL
2-5
L
No • Category Degree of
Objective description
accomplishment
M - denotes mandatory
P - denotes primary
C I TIA L
2-6
C IAL
TABLE 2.2-1.- DETAILED TEST OBJECTIVES - Continued
No.
Degree of
Category Objective description accomplishment
M - denotes mandatory
P - denotes primary
S - denotes secondary
2-7
CO NTIAL
TABLE 2.2-I.- DETAILED TEST OBJECTIVES - Concluded
Degree of
No. Category Objective description
accomplishment
S - denotes secondary
CO JAL
2-8
_NT_'A L
C_AL
3-1
CON 'I:[AL
3.0 TRAJECTORY DATA
3.1.i Launch
The performance of all launch vehicle (AS 501) stages was reported
by MSFC as satisfactory. Mach 1 occurred 0.6 second earlier and
O.1 n. mi. lower than planned. The maximum dynamic pressure was within
3 psf of the expected, and 0.1 second later and 0.05 n. mi. lower than
planned. A time history of the launch phase is presented in fig-
ure 3.1-2; a comparison of the planned and actual trajectory parameters
is contained in table 3.1-I.
C AL
3-2
C AL
A time history of velocity, flight-path angle, and altitude is presented
in figure 3.1-3.
In general, the unified S-band tracking data for the parking orbit
were not as good as expected. No known biases were found on the data
by the RTCC, but the high-speed Doppler was considered too noisY to
CO L
C iAL
be useful. A detailed analysis of the unified S-band tracker data will
be contained in a supplement to this report.
Second S-IVB burn.- The S-IVB stage was ignited for the second time
at an elapsed time of 03:11:26.6 and burned for 299.7 seconds. The
time of injection (10 seconds after cutoff) into the coast ellipse was
defined as 03:16:36.3. The injection conditions presented in table 3.1-VI
were obtained by MSFC from the launch vehicle instrument unit data and
from MSFN tracking data. These conditions agree with those obtained from
the MSC preliminary BET within approximately 2 n. mi. in position and
3 ft/sec velocity. Injection elements are presented in table 3.1-III.
03:26:28.2, 602 seconds after the second S-IVB burn. Separation occurred
1.7 seconds after the RCS thrusters came on, followed by 8.h seconds of
+X %ranslation. A comparison of planned and actual separation conditions
is presented in table 3.1-VI. The actual conditions were calculated
using the Eastern Test Range (ETR) tracking data taken between the time
of the second S-IVB burn cutoff and first SPS burn ignition. These con-
ditions were validated by integrating a vector before CSM/S-IVB separation
through the normal separation sequence, and comparing the results at the
time of ignition for the first SPS burn with a vector obtained after
CSM/S-IVB separation. The two solutions agreed within 26h0 feet altitude,
0.yh ft/sec velocity, and 0.1 degree flight-path angle, indicating that
actual separation was satisfactory. These conditions in table 3.1-VI
agree with the MSFC separation conditions within approximately 1 n. mi.
in position and 1 ft/sec in velocity.
NTIAL
3-4
SPS maneuvers and targeting.- The first and second SPS burn maneu-
vers determined by the onboard guidance logic were nominal for the Apollo
guidance computer state vectors indicated at the start of each burn and
the respective targeting parameters loaded in the computer erasable
memory prior to launch. Each burn was reconstructed by using raw pulsed
integrating pendulous accelerometer data to determine the acceleration
profiles during the burns, and by using the engine and chamber pressure
data to simulate thrust buildup and tail-off. The SPS cases discussed
in this analysis each include actual thrust characteristics. The first
and second SPS burns (SPS-1 and SPS-2, respectively) were simulated for
the navigational state vectors and the actual state vectors established
from tracking data. The actual targeted values achieved for semilatus
rectum (P) and orbit eccentricity (e) were determined from the trajecto-
ries propagated from Eastern Test Range tracking vectors after SPS-1 and
from the Guam tracking information after SPS-2. In both burns, it was
established that guidance cutoff was indicated for the times when the
onboard targeting quantities were satisfied and when the simulated burn
times agreed very closely with Apollo guidance computer telemetry infor-
mation.
Ignition for the first SPS burn occurred at 03:28:06.6 with guidance
cutoff occurring 16.0 seconds later. The first SPS maneuver was a posi-
grade guided burn targeted to an in-plane coast ellipse having an apogee
of 9899 n. mi., a P of 32 928 190 feet, and an e of 0.593874991. The
spacecraft pitch attitude at SPS-1 ignition was 72.2 degrees up from the
local horizontal or 43.9 degrees up from the inertial velocity vector.
The difference between actual and planned pitch attitude was about
17 degrees which resulted from the second S-IVB burn providing a lower
earth-intersecting coast ellipse. The actual coast ellipse achieved by
the guided burn had an apogee of 9769 n. mi., a P of 32 833 060 feet, and
an e of 0.59133947. Table 3.1-VI shows a state vector comparison of the
planned and actual conditions at SPS-1 ignition, guidance cutoff, and
apogee. Figure 3.1-4 presents a time history of the SPS-1 burn for the
trajectory parameters inertial velocity, flight-path angle, and altitude.
CO AL
_
3-5
TIAL
Because the first SPS burn cutoff occurred when the Apollo guidance
computer calculated that the targeting conditions had been achieved, it
was apparent that the nominal P and e values loaded in the erasable
memory had been satisfied. Cases III and IV show the results of a guid-
ance cutoff on nominal targets for integrated ETR and AGC tracking vec-
tors, respectively. As expected, Case IV indicated that the Apollo
guidance computer burn logic yielded the desired P and e values and an
apogee of 9890 n. mi. This apogee solution differs by 6.3 n. mi. from
the Apollo guidance computer estimated solution. This difference is
accounted for by the fact that the apogee solution used in the Case IV
simulation of this burn took into account the effects of earth oblateness
and did not include any inertial measurement unit errors effective during
the burn. Case III indicates that an additional 2.64 seconds of burn
time would be required to achieve the planned P and e, if the onboard
state vector had agreed with the actual state vector at ignition of the
first SPS burn. It follows that the difference between the value that
the Apollo guidance computer computed for the state vector and the value
of the actual state vector yielded a burn which missed the planned apogee
by 121 n. mi. This difference in the actual and the Apollo guidance
computer state vectors prior to the first SPS burn is attributed to the
combined effects of S-IVB venting, the navigation update, and inertial
measurement unit errors.
Ignition for the second SPS burn occurred at 08:10:5h.8, with the
ground-commanded cutoff occurring 280.6 seconds later. The planned mis-
sion called for the second SPS burn to accelerate the spacecraft to an
entry interface velocity of 36 333 ft/sec and an entry interface flight-
path angle of minus 7.13 degrees. The nominal target orbit parameters
loaded in the Apollo guidance computer to accomplish the aforementioned
objectives included a semilatus rectum of 21 960 233 ft and an orbit ec-
centricity of 0.9990992h. The actual target orbit achieved at the end of
the second SPS burn had a semilatus rectum of h2 h88 012 ft and an
eccentricity of 1.0221608. The spacecraft pitch attitude at ignition
for the second SPS burn was 25.93 degrees below the inertial velocity
vector or h9.13 degrees down from the local horizontal. These values
agree within 0.7 degree of the planned pitch angles. Table 3.I-V con-
tains a state-vector comparison of planned and actual conditions at
second SPS burn ignition, guidance cutoff, and entry interface. Fig-
ure 3.1-4 shows the planned and actual velocity, flight-path angle, and
altitude during the second SPS burn. It should he noted that the
288-second deviation in planned and actual time of the ignition of the
second SPS burn is the result of the lower apogee after the first SPS
burn.
Four cases representing the simulated results of the second SPS burn
are presented in table 3.1-VIII.
C TIAL
3-6
Case VI simulates the second SPS burn and resulted from integrating
a tracking vector through a guided burn targeted to the actual P and e
determined in Case V. In reconstructing the burn, the best estimate of
the actual thrust was calculated in the same manner as that for the first
SPS burn. Cases VII and VIII show the results of integrating a tracking
vector and an Apollo guidance computer vector, respectively, through a
guided burn targeted to the planned P and e. As can be seen from both
cases, if a guidance cutoff had been performed, the nominal target orbit
and entry conditions would have been achieved.
3.1.4 Entry
The planned and actual entry trajectories are shown in figure 3.1-5.
As explained in section 3.1.3, the time shift between the actual and
planned curves can be attributed to the lower targeting achieved after
the first SPS burn. The actual trajectory is based on a post-SPS-2 Guam
radar vector, and the entry was generated by correcting the guidance and
navigation pulsed integrating pendulous accelerometer data for known
inertial measurement unit errors. Table 3.1-1X presents the planned and
actual conditions at entry interface.
The entry interface conditions were 212 ft/sec greater and 0.20 de-
gree shallower than planned. The off-nominal conditions did not affect
the performance of the guidance system in achieving the target.
Table 3.1-X contains a comparison of the planned and actual values of
the maximum entry parameters. Because of the change in the entry con-
ditions, the peak load factor of 7.27g was slightly lower than predicted.
•' ENTIA L
TABLE 3.1-1.- LAUNCH PHASE PLANNED AND ACTUAL TRAJECTORY PARAMETERS
I
Condition I Planned Actual
Altitude, n. mi .............. 26 27
79.77 79.80
Longitude, deg West ............
34 34
Altitude, n. mi ..............
8896 8831
Space-fixed velocity, ft/sec ........
20.33 20.96
Space-fixed flight-path angle, deg .....
,ENTIAL
3-8
C
TABLE 3.1-I .- LAUNCH PHASE PLANNED AND ACTUAL
coN
3-9
TRAJECTORY PARAMETERS
3-11
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3-14
CO L
TRAJECTORY PARAMETERS
I
Condition Planned J Actual
CSM/S-IVB Separation
TABLE3.1-VI.- COAST
ELLIPSEPLANNED
ANDACTUAL
TRAJECTORY
PARAMETERS
- Continued
First SPSIgnition
First SPSCutoff
Apogee
TABLE3.I-VI.- COAST
ELLIPSEPLANNED
ANDACTUAL
TRAJECTORY
PARAMETERS
- Concluded
CM/SMSeparation
CO .I TIAL
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3-18
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CORAL
3-20 CONFID L
TRAJECTORY PARAMETERS
Altitude, n. mi .............. 66 66
Entry Conditions
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C_TIAL
4-1
C TIAE
The S-IC stage flight was near nominal. The maximum angle of attack
during first stage burn was 1.3 degrees and the maximum engine deflections
were 0.6 degree. The thrust buildup of the engines is shown in fig-
ure 5.1-2.
The S-IC inboard engine was cut off by a timer at 00:02:15.5. S-IC
outboard engine cutoff occurred because of liquid oxygen depletion at
00:02:30.8 with the vehicle at 34.4 n. mi. altitude, at a velocity of
8831 ft/sec. Cameras on the S-II stage photographed a smooth separation
of the S-IC stage and, later, the aft interstage from the S-II stage.
The third stage (S-IVB) first burn lasted 144.9 seconds. The single
J-2 engine was cut off by the guidance system at 00:11:05.6 after achiev-
ing insertion conditions for the earth parking orbit. Insertion was
9.6 seconds later than planned, at a velocity of 25 564 ft/sec. The space
vehicle was inserted into a nearly circular orbit with an apogee altitude
of 101.1 n. mi. and a perigee altitude of 99.1 n. mi.
The vehicle remained in the near earth parking orbit for approxi-
mately two revolutions around the earth. During this time a small con-
tinuous thrust was provided from the venting of the liquid hydrogen tank
to provide a settling force to maintain the propellants in the S-IVB
stage in the bottom of the tanks. Restart preparations, which included
repressurizing the liquid hydrogen tanks, were started when the vehicle
was over the western part of North America. Reignition of the S-IVB
stage occurred when the vehicle was back over the Eastern Test Range.
tAL
Hydraulic systems on all three stages performed without evidence of
out-of-tolerance conditions.
The emergency detection subsystem was flown open loop on this flight.
All indications were that the subsystem operated satisfactorily.
Both onboard cameras viewing first and second stage separation re-
corded excellent quality pictures and were recovered shortly after being
ejected into the Atlantic.
\
A[ 5. i-i
The primary structural loads objective for the Apollo 4 mission was
to demonstrate the structural compatibility of the command and service
module (CSM), spacecraft lunar module adapter (SLA), and launch vehicle
in the Saturn V launch environment and to determine launch loads. This
objective was satisfied.
a. Launch release
\\
c. End of first-stage boost
d. First-stage separation.
a. Launch release
(I) LES/CM
(2) CM/SM
(i) CM/SM
(2) SM/SLA
(3) SLA/IU
c. End of first-stage (S-IC) boost
(i) CM/SM
(2) SM/Sm
(3) SLA/IU
Loads have also been calculated for the upper portion of the SLA
(Apollo station 775) for comparison with loads derived from strain gauge
data; this comparison is made in the internal loads paragraph of this
section of the report. Preflight predicted loads have also been included
for the max q region.
Torison loads have been determined for lift-off, 120.7 seconds after
lift-off, and at first-stage separation.
Only moderate ground winds and gusts were measured before S-IC stage
ignition. The average steady-state wind at the 60-foot level was
16.0 knots, with an average peak of 20.1 knots. No vehicle responses
could be attributed to vortex shedding; however, vortex shedding was not
expected at the measured ground wind velocities. The spacecraft lateral
loads and accelerations before and after launch release were about the
same magnitude although the sources of excitation were different. Later-
al accelerations measured in the spacecraft before launch release were
caused primarily by the unsymmetric thrust buildup of the S-IC engines
(fig. 5.1-2). Spacecraft accelerations during launch are shown in fig-
ure 5.1-3. The lateral accelerations measured immediately after launch
release were caused primarily by the sudden release of the shear and
bending moment at the base of the vehicle. The maximum torsion at the
CM/SM interface was excited during launch release. Torsional loads were
also about the same magnitude before and after launch release. LES/CM
and CM/SM interface loads are compared to design limit loads and are
[
5.1-3
shown in table 5.1-I. All launch release load conditions, based upon
design loads, had factors of safety greater than the design factor of
safety.
The shears and magnitude of the winds aloft were moderate in the
region of maximum dynamic pressure (fig. 5.1-4). The maximum angle of
attack (measured by the q-ball) during the max q region of flight was
1.82 degrees. However, a 2-Hz lateral oscillation, which was recorded
throughout the first-stage flight, added significantly to the calculated
lateral loads in the spacecraft. This oscillation was not caused by the
flight winds and had not been _nc!uded in any analysis for spacecraft
design loads.
Loads at the forward portion of the SLA at Apollo station 775 were
calculated using measured aerodynamic and acceleration data. Values
obtained by these methods are compared with the max qa design loads in
table 5.1-II. The predicted and calculated loads compare favorably and
are well below the design values. The 2-Hz lateral oscillation causes
a difference between the predicted and calculated loads. The CM/SM,
SM/SLA, and SLA/IU loads are also compared with the structural capability
of each interface (figs. 5.1-5, 5.1-6, and 5.1-7). The sway brace on
radial beam truss no. 6 had a 1.33 factor of safety for the latest
Apollo 4 loads. This was known prior to flight and was considered ac-
ceptable for this mission. The typical 2-Hz lateral acceleration is
shown in figure 5.1-8.
CORAL
5 .i-4
S-II stage and S-IVB stage operation.- There are no design conditions
during the remainder of S-II stage and S-IVB stage boost phases, and no
data were available between tower jettison and CM/SM separation. However,
all acceleration levels were at a minimum during the S-II stage operation
in which spacecraft data were recorded, and no significant spacecraft
loads were experienced.
!
C lAl 5.1-5
Test Vehicle at the Marshall Space Flight Center. The purpose of this
modification was to reduce the axial torsional coupling during high am-
plitude axial transient conditions. The worst axial transient conditions
for this flight occurred at lift-off, at 00:02:00.7, and at first stage
separation. The resulting torsional loads were a maximum at lift-off.
The torsional load at lift-off was 189 000 in-lb compared to the capa-
bility of more than 300 000 in-lb. This load is well within the capa-
bility of the modified structure, but in excess of the original design
load of 100 000 in-lb. Hence, the modification to the CM/SM interface
was required and was sufficient to reduce the loads to allowable values.
5. i. h Internal Loads
Peak loads occurred, as expected, during the launch phase and again
during S-IC/S-II staging. These loads were well within the 40 O00-pound
allowable for the structure.
Allowable stress
End of first- end of first-
Gauge location, Li ft-o ff, Max qe,
stage boost, stage boost,
deg psi psi
psi psi
Outer shell,
3150 -415o -8 200 -41 000
long. 34
!
Inner shell,
-3620 -5070 -2 95O -57 000
long. 34
Inner shell,
-255O -1830 -6 210 -14 250
circ. 34
Outer shell,
-3800 -7900 -9 280 -41 000
long. 124
Outer shell,
-3450 -4020 -3 55O -i0 25O
circ. 124
Inner shell,
-4o4o -7620 1 030 -57 000
long. 124
Inner shell,
-3090 -h78o 8 4oo -14 250
circ. 124
Outer shell,
-3620 -8220 -ii 600 -4i ooo
long. 214
Outer shell,
-2860 -54oo -3 280 -i0 25O
circ. 214
Inner shell,
-33OO -3510 1 610 -57 ooo
long. 214
Inner shell,
-2190 -900 8 O20 -14 250
circ. 214
Outer shell,
-8170 -9290 -13 850 -41 000
long. 304
\
b ,
5.1-7
C TIAL
Allowable stress
End of first- end of first-
Gauge location, Lift-off, Max qe,
stage boost, stage boost,
deg psi psi
psi psi
, , , 0
Outer shell,
-5420 -5620 -h 720 -i0 250
circ. 304
Inner shell,
-367o -4200 -89O -57 ooo
long. 304
Inner shell,
circ. 304 -1060 -150 9 120 -14 250
These stress levels are compared to the allowable levels at the end
of first-stage boost when a11owsbles are re_aced by temperatur_ effects.
The allowables at lift-off and max qa are higher than those shown for
end of first-stage boost. At the end of first-stage boost, the maximum
temperature measured on the SLAwas 290 ° F; the design temperature is
435 ° F for this location.
Measured and calculated loads compare closely and both are well below
the design limit loads at max qa.
NT,tAL
5.1-8
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OF FIRST-STAGE BOOST
Calculated
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5 •2-i
5.2 AERODYNAMICS
5.2. I Summary
5 _ o Aerodynamics =__
The wind tunnel data were corrected to account for external protu-
berances (located on or near the aft heat shield) that would affect the
aerodynamics. The major effects were caused by the umbilical housing,
ramp, and athicker layer of ablative material (fig. 5.2-1) in the
region of the stagnation point. The trim attitude was determined using
the latest entry center-of-gravity data, which were then analytically
modified during entry to account for flight-measured reaction control
subsystem (RCS) usage (section 13.4). Shape change during entry and
the effect of ablative material loss on the aerodynamics were found to
be negligible.
the AS 202 (Spacecraft 011) mission, with an entry configuration and cen-
ter of gravity similar to that of the AS 201 mission, showed the hyper-
sonic trim lift-to-drag ratio to be 18 percent lower than predicted (ref-
erence 2). This resulted in a subsequent correction to the wind tunnel
data by adjusting the hypersonic pitching moment data predictions to give
a trim point that was approximately 3 degrees higher in angle of attack.
Corresponding
Total lift-to- total angle
drag ratio of attack,
deg
[
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5.3-2
The predicted response (fig. 5.3-4) falls above the measured data
band during the first 80 seconds of ascent. This occurs because the
standard atmosphere used in the analytical predictions has higher ambient
air temperatures during this period than were actually encountered by
the spacecraft. The low initial temperature of 50 ° F coupled with this
somewhat hotter atmosphere, resulted in an increase in the predicted
surface temperature rather than the normally expected initial cooldown
after lift-off.
XA 610 inches show maximum temperatures below 120 ° F (fig. 5.3-2). The
\
5.3-3
TIAD
The measured SLA temperatures were well within the design value
maximum temperature of 490 ° F and verify the adequacy of this design.
Sufficient valid data of the CSM/SLA structure were obtained to enable
determination of the thermal response during boost and to verify the
- °
adequacy of the thermal analysis prediction techniques.
The command module (CM) heat shield thermal response to the space
environment during the orbital portion of the mission was measured by
three operational ablator bondline temperature sensors. Three SM
temperature measurements located on the SM aluminum honeycomb inner skin
were also recorded during the orbital flight period. The time of inter-
est for the orbital flight period was from orbit insertion to entry,
approximate l_ uu:il
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5.3-4
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\
FI GURE5.3-6. - TEMPERATU
RESENSORLOCATIONS ONCOMMANDMODULE
AND PREDICTEDMAXIMUM TEMPERATURES.
C
5.3-12
NASA-S-68-356
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270°
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NASA-S-68-357 +X
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FIGURE 5.3-8.- SPACECRAFT ATTITUDE REFERENCED TO THE SUN
DURING COLD-SOAK PERIOD.
5. 3-14
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5.3-16
_TIAL
5.4.1 Aerothermodynamics
The aft heat shield radiometer measurement was less than 50 percent
of the predictions during the first heating period and considerably in
excess of the predictions during the second heating period. The dis-
crepancies are not understood. However, investigations of both instru-
ment and physical phenomena are continuing. The radiometers located on
the conical section showed no response, as predicted.
The convective heating rates used for predicting the Apollo flight
performance were found to be adequate when local mass injection from
ablator pyrolysis was taken into account. Local mass injection signifi-
cantly influenced calorimeter measurements on both the aft heat shield
and the windward conical section.
Heating rates to the aft heat shield were calculated from the wafer
calorimeter temperature measurements, which are usable for approximately
50 seconds of initial entry time. Calculated rates were in good agree-
ment with predictions adjusted for local mass injection and including
measured radiative heating rates for locations in the stagnation region.
Other measurements in leeward areas of the aft heat shield showed heating
rates of a transitional or turbulent nature.
Heating rates measured on the conical section were lower than non-
blowing heat rate predictions. It was found that local blowing can
account for the difference on the windward conical and toroidal sections.
The predictions, however, appear to overestimate the lee-side heating.
Both ground and flight test measurements in separated flow areas show
significant uncorrelated scatter. The potential reduction of leeward
conical section heating rates due to aft heat shield mass injection is
being investigated.
[
The maximum calculated heating rate was 430 Btu/ft2/sec and the max-
imum calculated heat load was 38 150 Btu/ft 2. These values are related
to a reference point on the aft heat shield (location S/R = 0.9875,
e = 90°). The expected values were 422 Btu/ft2/sec and 34 750 Btu/ft 2,
based on the latest prediction method and the preflight trajectory. The
expected values before the mission were 594 Btu/ft2/sec and 37 777 Btu/
AL
_l
AL .k
During the second peak heating period (fig. 5.4-5), the predictions
are as low as one-fifth of the data. This large discrepancy must be
attributed to an additional source of radiation. It is noted that if the
ablator pyrolysis gases undergo combustion in the radiometer cavity, the
restricted view of the radiometer could effectively magnify this emission
5._-h
by two orders of magnitude. There are two other possibilities for the
second peak data shown in figure 5.4-5. One is equilibrium ablation
products radiation and the other is a boundary layer recombination re-
action which produced radiation.
Although the discrepancies between the data and the predictions are
not currently understood, ground tests of the sensor and additional ana-
lytical work is in progress to resolve the differences. The MSC predic-
tions presented here are from a revision of previous operational radiative
heating predictions (implemented in September 196_). The present total
radiative predictions represent a reduction to roughly 50 percent of the
previous operational radiative heating rates. Approximately 15 percent
of this reduction is obtained by improved knowledge of the emission char-
acteristics of air, 20 percent from non-adiabatic effects, and 15 percent
from shock curvature effects.
The wafer calorimeter data have been reduced from the temperature
histories of the first wafer using:
= dT
qmeasured Cp_y _+ o_T 4 + qlosses
Here the terms on the right side of the equation account for the rate of
energy storage in the wafer, the reradiation from the outer surface of
-
5.4-5
IAL
the wafer and the internal radiative and conductive heat losses, respec-
tively. The loss term in the flight data analysis was obtained from a
correlation of losses obtained from ground tests.
The lee conical portion of the command module did not char during
entry and local blowing was not considered in the analysis. At most of
the lee side locations 21 through 28, the cold wall predictions exceed
the measurements and are considered adequate to describe the heating to
this region of the Apollo spacecraft, The potential reduction of leeward
conical section heat rates due to upstream (aft heat shield) mass injec-
tion is being investigated.
L
5.h-6 ITIAL
5.1,-7
C I IAL
astro-sextant area. Thermocouple locations in and around major compo-
nents are shown in figure 5.4-12. Minimum and maximum temperatures at
these locations are presented in table 5.4-II.
Aft heat shield.- The aft ablative heat shield was heavily charred
over its entire surface (fig. 5._-13). Temperature data indicated that
surface temperatures approached 5000 ° F, which formed a strong carbona-
ceous char. There were no visible streamlines emanating from the stag-
nation area. There were no areas of excessive erosion and no erosion
along splice gaps. The surface erosion in the stagnation area and other
points on the aft heat shield was less than expected.
C C TIAL
5.4-8 t
Tension-tie bolts.- Th_ tension-tie bolts located in the shear-
compression pads ablated flush or to within 0.25 inch of the pad surface.
A maximum temperature rise of 16 ° F was measured on the base of tension
tie i, near the area of maximum heating.
Aft heat shield toroid.- The aft heat shield toroidal section was
located at the interface between the aft heat shield and the conical
heat shield. The maximum heat shield diameter was located in this area.
Thermocouples were located in depth in the toroidal section at
8=180 degrees (-Y), 8=225 degrees, and e=270 degrees (-Z). The tempera-
ture responses are shown in figure 5.4-19.
The +Z side was charred but paint residue was still visible. The
silicone rubber seal at the interface of the crew compartment and aft
compartment heat shield was slightly recessed. Thermocouples located
0.05 inch from the surface were not exposed, indicating virtually no
surface loss. Char thickness in this area was less than 0.1 inch, based
on the 1050 ° F isotherm penetration.
On the +Y and -Y sides of the crew compartment, the char line started
at the bottom of the crew compartment and slanted approximately 45 degrees
from the -Y axis and 20 degrees from the +Y axis toward the +Z axis to
approximately the center of the crew compartment and then slanted back
toward the corresponding axes at the top of the crew compartment. With
the exception of the areas around the reaction control nozzles, there
was no char on the leeward side of the crew compartment heat shield.
Large areas were still covered with the Block II thermal control coating
giving a yellow appearance on the upper part of the crew compartment and
an aluminized appearance on the lower part. In areas where the coating
was missing, the heat shield was white.
The forward compartment was recovered intact and showed very little
effect of the entry heating. There was slight char on the +Z side be-
tween 45 and 135 degrees. The remainder of the forward compartment had
the same appearance as the leeward side of the crew compartment.
C A-L* ....
m •
5._-IO
Launch escape system tower leg wells.- The leg bolt and the umbilical
receptacle for the launch escape system were only slightly discolored.
No appreciable temperature rise was measured.
5.4-11
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5.4-15
TABLE 5.4-11.- TABLE OF HEAT SHIELD COMPONENT AND EQUIPMENT THERMAL RESPONSE
Measured temperature
Measurement
Component oF
Location/Description
no.
Minimum Maximum
CA1477T =
7O
Yc 16, ZC = -65; bondline near pad 5 7O
CAI478T =
7O
Yc -60, Z c = 29; bondline near pad 3 7o
CAI481T
Yc = ll, Z c = -50; bondline near pad 5 7O 7O
CA5090T 8o 8O
Yc = -2, Z c = 55; bondline vicinity pad 2
CA511hT
Yc = 2, Zc = -50, bondline vicinity pad 5 75 75
Measured temperature.
Measurement
Component oF
no. Location/Description
Minimum Maximum
.@
panel
TABLE 5.4-II.- TABLE OF HEAT SHIELD COMPONENT AND EQUIPMENT THERMAL RESPONSE - Concluded
Measured temperature,
Measurement oF
Component Location/Description
no.
Minimum Maximum
no. 13
no. 120
parachute pack
Forward
CA7675T Forward bulkhead aft of main parachute _6 63
compartment
pack
and
equipment CA7760T Pilot parachute mortar can 5o 50
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5.4-19
L
TABLE 5.4-IV.- HEAT SHIELD BONDLINE T_MPERATURES
-25 35 60
X c = 26, ec = 90 °
0 75 75 150 219 69
xc = 50, ec = 90 °
-75 i00 175
xc = i04, ec = 90 °
-_5 65 llO
x c = 26, ec = 135 °
-55 135 190
x c = 8o, ec = 135 °
x = 18.5, e = 18o ° 35 145 ll0
C C
75 85 lO
X c = 18.5, ec = 225 °
X = 18.5 e = 270 ° 105 140 35
C C
X = i04, O = 180 ° 35
e e
95 lh0 45
Xc = 50, O c = 225 °
105 lh5 ho
X c = 80, 8c = 225 °
ll0 150 40 150 331 181
X c = 80, Oc = 270 °
130 195 65
X c = 104, ec = 270 °
CO L
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5.4-68
NASA-S-68-4 08
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5.4-82
NAS A-5-68-422
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5.4-93
NASA-S-68-433
NASA-S-68-434
FIGURE 5.4-26.- STEAM VENT, AIR VENT, AND EVA HAND HOLD.
I .
5.5-1
This was the second flight test of a complete Block I ELS and was
identical to the ELS configuration flown on Mission AS 202 (ref. 4).
For Apollo 4 mission, operation of the ELS was controlled by a baro-
switch and logic functions in the earth landing sequence controller.
The functions of the controller were sequenced through two mutually re-
dundant ELS controllers with crossover provided for all ELS events ex-
cept main parachute harness disconnect.
5.5.1 Performance
As planned for the normal entry recovery mode, closure of the high-
altitude baroswitches (at 08:31:16.6 and 12.21 in. Hg) initiated logic
power to the master event sequence controller for forward heat shield
jettison, and to the ELS controller systems A and B, to start the
2-second timer. Forward heat shield jettison occurred at 08:31:17.0,
and drogue mortar fire was initiated at 08:31:18.6 after the normal
2-second time delay in the ELS controllers.
The forward heat shield, with deployed parachute attached, was found
floating in the landing area. Inspection of the recovered forward heat
5.5-2
shield showed no evidence of the heat shield having recontacted the com-
mand module after jettison. The forward heat shield parachute was re-
trieved.
NASA-S-68-435
4Ox 103
36
32
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08:30:.00 08:31:00 08:32:00 08:33:00 08:34:00 08:35:00 08:36:00 08:37:00 08:38:00
TIME, HR:MIN:SEC
ni
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5.6-1
5 •6 MECHANICAL SUBSYSTEMS
5.6.1 Summary
5.6.2 Performance
The deployment mechanism latch for the sea-dye canister was triggered
by a lanyard that was pulled when the hf antenna was erected after landing.
The canister was deployed overboard by redundant springs but remained
attached to the CM by a cable which included the swimmer interphone
umbilical. The dye canister was in the water for only 20 minutes before
the swimmer placed it on too of the flotation collar. During this short
period, the dye had dispersed to an estimated slick size of 15 000 sq. ft.,
and the recovery forces stated that the slick was sufficient. During
recovery operations, the canister was overloaded and broke free from its
lanyard (see section 9.3).
The side ablative hatch, the side pressure hatch, and the forward
pressure hatch were securely retained in place by their respective
latching mechanisms. The integrity of the spacecraft structure, pressure
5.6-2
5.7 ELECTRICAL
POWER
SUBSYSTEM
The ac bus voltages ranged between 113.8 and 117.0 V ac during the
mission. The inverter temperature ranged from lll.8 ° F to 120.3 ° F for
inverter no. l, 88 ° F to 97 ° F for inverter no. 2, and 58 ° F to 58.8 ° F
for inverter no. 3. Inverter no. 1 was carrying the highest load and
consequently had the highest temperature; also, inverter no. 3 was not
operatQng and the temperature was the same as that of the cabin.
The load sharing between the batteries and the fuel cells during
SPS burns was as expected. The three entry batteries carried approxi-
mately 25 percent of the total load. The entry battery currents and
voltages when the SPS gimbal motors were started are shown in fig-
ures 5.7-2 and 5.7-3, respectively. During the first few seconds, the
postlanding battery did not share the load with batteries A and B. This
was caused by the difference in energy discharge before the batteries
were tied to the main buses during the SPS burn. Batteries A and B were
discharged approximately l0 A-hr more than the postlanding battery. This
greater discharge reduced the battery internal impedance and consequently
gave a higher voltage under load. This, in turn, would back-bias the
diodes which were in series with the postlanding battery during current
stabilization.
\
5.7-2
NASA-S-68-438
28.8 l I I
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03:22:00 03:24:00 03:26:26 03:2@,28 03:26.30 03:2@.32 03:26:.34 03:26.36 03:26.38 03:26.40
TIME. HR:MIN.'SEC
NASA-S-68-439
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TIME, HR:MIN:SEC
c_
5.7-4
NASA-S-68-_0
[
34 _i ....!:.......
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iiiiii_iiiiiii_ili_
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I I VOLTAGE_/{ i::!:i:i::i::i::!:_,
SCALE BREAK
iiiii!!i!i!iiiiiilliiiiili_i!!ii!iill POSTLANDING BATTERY
"_ 32 (CC0212V) I
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BATTERY BUS B VOLTAGE_../
................,................
x.:<+:.:.:.:.l:-:.:.:.:._:.:.: (CC0211V)
===============================
,', 30
:.:.:.:.:.:.:.:.:.._:+:.:.:+:.:_
================================
:::::::::::::::::::::::::::::::::: I I
:.:.:.:.:.:.:.:.:.<.:.:<.:.:+:<
.:.:+:+:.:.:.:{ +:< +:.:+:.:
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o 29 ,................
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BATTERYBUS A VOLTAGE _/
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28 GIMBAL MOTORS START
0_:22:00 0B:22:40 0B:26:.12(B:26:16 03:26:.2003:26:.2403:2@..280B:2@.32 0B:26:.360B:26:40
TIME, HR:MIN:SEC
FIGURE5.7"3.- ENTRYBATTERYVOLTAGESDURINGGIMBALMOTORSSTART-UP.
L
5.8-1
5.8.1 Summary
At T minus 37.5 hours the fuel cells were heated to operating tem-
perature and placed on the spacecraft bus. Fuel cell no. 1 was placed
on bus A, fuel cell no. 2 was placed on buses A and B, and fuel cell
no. 3 was placed on bus B. Prior to launch the fuel cells were preheated
to 440±10 ° F in order to increase fuel cell performance in the event
of the loss of one fuel cell during the launch phase.
5.8.3 Performance
c. The net change was indicated by the potable tank quantity meas-
uring instrumentation.
L
The difference between these methods of comparison was 2.4 pounds.
All quantities agreed within the limits of optimum instrumentation accu-
racy and readability.
The capability to purge the three fuel cells subsequent to the cold-
soak period at 07:30:00 was satisfactorily demonstrated. The oxygen flow
increase indicated during the purge was 0.57 pound. This agrees with
the specification value of approximately 0.55 lb/hr. The hydrogen flow
indicated during the purge was 0.21 lb/hr, which corresponds to the maxi-
mum meter readout. The specification value is approximately 0.65 lb/hr.
The inadequacy of the hydrogen flowmeter to monitor the purge flow rate
was known and was accepted in order that the flowmeter would retain its
accuracy in the normal operating range. An indication of purge flow is
all the data required to confirm a hydrogen purge. The three purge cycles
were for 2 minutes each and were spaced B minutes apart, making a total of
5 minutes for each fuel cell purge cycle.
All three fuel cell radiator outlet temperatures were within a range
of 5° F throughout the flight, indicating normal radiator performance.
The temperature was dependent on the environmental conditions. As the
spacecraft passed into the shadowof the earth, the temperatures were at
a minimum. As the spacecraft passed into the sunlight, the temperatures
1J'P'PP A.'I'. _1 mAfX"_ TN]]m _, O_p'] Lc_p-I-pir_ "IP_r_'_ _l:lt.Pl'P "P_:_'I'.11"Pl_I Jr_?Trr_d:_'l_¢l'l-ll'_¢:_c, -P,-_-vl "PI,_I _'I I
no. 3 are shown in figure 5.8-3 and are typical for all fuel cells.
\
5.8-4
a
Calculated A change 2.O5 18.35
b
Calculated A change 20.60
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160 /"- j_" ,/'.
150
450
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430
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420
410
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so
6O
-O0:OhO0 00:.00:.O0 00:.0h00 00:.02:00 00_.{_:00 00_.04:00 00:.05:00 00:.0600 00:.07:00 06.03:00 00:.09:00
TIME, HR:MIN:SEC
IAL
\
5.9-2 CO
5.10-1
G A[
5.10 PYROTECHNIC SUBSYSTEM
Two CM oxidizer dump valves and one helium dump valve, each of
which contained a pressure cartridge, were not required to function
during the Apollo 4 mission and were recovered as live ordnance.
\
5.10-2
5 •ll-1
5.12
5.12.1 Summary
A primary objective of the Apollo 4 mission was evaluation of the
emergencydetection subsystem (EDS) in the open-loop modewith the auto-
matic abort capability disabled. A constraint had been placed on the
Apollo 6 mission until a successful evaluation could be madeof the auto-
matic abort capability in the open-loop configuration on the Apollo 4
mission. The system performance was nominal during the Apollo 4 mission,
thus removing the constraint to the Apollo 6 mission.
5.12.2 Description
During the launch phase, the EDSreceives indications of any emergency
conditions from the launch vehicle, from spacecraft systems, and from the
Q-ball differential pressure meter mounted at the apex of the launch es-
cape tower.
5.12.3 Performance
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5.13.1 Summary
Coverage during the launch and initial powered flight phase was
approximately as predicted. Two-way S-band phase lock between the
Merritt Island unified S-band station and the spacecraft was lost during
the period of flame attentuation. The received carrier powers at Merritt
Island and at the spacecraft were low during the period of booster
shadowing. Signals received at the Grand Bahama Island unified S-band
site were not significantly affected by launch events or shadowing.
This was the first opportunity for the complete MSFNto acquire
and track the Apollo S-band signals, and the overall performance exceeded i
\
expectations.
Data obtained during the Apollo h mission indicated that the space-
craft communications subsystem performed within nominal limits. The
communication subsystem provided the uplink command and downlink data
capability for Spacecraft 017. The onboard subsystem was comprised of
Block I communication equipment configured similarly to the Space-
craft 011 subsystem (AS 202 mission). The primary difference between
Spacecraft 011 and Spacecraft 017 was in the antenna hardware configura-
tion. Spacecraft 017 used four Block II S-band omnidirectional antennas
flush mounted on the periphery of the aft heat shield and two Block II
vhf/uhf scimitar antennas mounted on the service module. The S-band
antennas were connected in diametrically opposing pairs. The pair lo-
cated at ¢ = 135 degrees and ¢ = 315 degrees was used throughout the
Apollo h mission.
i
C IAL 5.13-3
C-band transponder.- All data show that C-band operation was normal.
Successful tracking by ground C-band radars was accomplished and no
anomaly was indicated.
5.13-4 C L
Central timing equipment.- The central timing equipment performed
without any anomaly and interfaced properly with the 1024-kHz input
from the guidance and navigation subsystem. The parallel time-code was
successfully received through the PCM telemetry subsystem.
l
5.13-5
C AL
Merritt Island receiver 1-2, which did not lose lock at separa-
tion, recovered from the flame attenuation and maintained downlink lock
until 00:03:04. The other Merritt Island receiver (2-2) was in and out
of lock from 00:02:32 to 00:04:54. Reacquisition of two-way lock was
initiated at 00:03:17 and was completed at 00:03:21. The cause is un-
known for the 45-second delay before reacquisition was initiated. Up-
link transmission from Merritt Island ceased at 00:07:00 for handover
to Bermuda.
The S-band site at Grand Bahama tracked the spacecraft with one-way
(downlink) lock from 00:01:10 until the handover of uplink from Merritt
Island to Bermuda. During this handover, Grand Bahama lost downlink
lock. The Grand Bahama site was receiving the signal from the launch
vehicle instrument unit (IU) transponder on receiver 1-1 and the signal
from the CM/SM unified S-band equipment on receiver 2-1 during the
launch phase. When co_nunications with the IU transponder was handed
over from Merritt Island to Bermuda, the IU transponder switched to
its auxiliary oscillator; this is an automatic function expected during
handover. This switching caused receiver 1-1 at Grand Bahama to lose
lock and automatically programmed the spacecraft receiver (receiver 2-1)
at Grand Bahama to the acquisition antenna. The received carrier power
at Grand Bahama with receiver 2-1 on the acquisition antenna was not
sufficient to allow reacquisition of the CM/SM signal prior to
loss-of-signal. The 3-foot diameter acquisition antenna has a gain
approximately 20 dB less than the main antenna.
BEP= 1 - (I-WEE)I/N
where
During the first 7 minutes after launch, the bit error probabilities
for vhf and S-band telemetry received at Merritt Island were 1 x l0 -6,
or better, for a total time of 4 minutes 50 seconds and 5 minutes
5.13-7
20 seconds, respectively. The S-band and vhf telemetry bit error prob-
ability degraded below 1 x l0 -3 for total times of 30 seconds and
20 seconds, respectively, for the sametime period. Separation of the
S-IC/S-II stages and the S-II ignition degraded the bit error probabili-
ties of the vhf and S-band telemetry data received at Merritt Island.
Jettison of the launch escape system also increased the S-band teleme-
try bit error probability.
Bit error rate data are not present from the S-band telemetry at
Grand Bahama. From 00:01:30 to 00:07:00, Grand BahamaS-band received
carrier power was sufficient to maintain a bit error rate less than
1 x lO-6. The vhf telemetry bit error rate at Grand Bahamawas 1 x lO-6,
or better, from approximately 00:01:30 until 00:09:00 and was not
affected by launch events.
The vhf/AM down-voice link would have provided good launch cover-
age. The measured signal-to-noise ratios indicate that word intel-
ligibility would have been over 90 percent during most of the first
9 minutes of the launch phase. The three periods of time when the
intelligibility would not have been greater than 90 percent were from
00:02:00 to 00:02:22, from 00:03:03 to 00:03:06, and during S-IC/S-II
stage separation and S-II stage ignition. The predicted word intel-
ligibility during these periods is over 85 percent.
5.13-8 _1 _i,I .li,.,,,/.i,.,I _l ! io -_
Uplink voice communications would have been difficult but not im-
possible during the time periods from lift-off to 00:00:30 and from
00:02:00 to 00:02:21.
\
h
A_ 5.13-9
Ultra high frequency.- The uhf up-data link supported the near-earth
parking orbits within nominal limits, except during the Carnarvon
coverage _f the second revolution. A procedural guidance computer
state vector update by uhf was attempted over Carnarvon. Seven commands
were transmitted and not accepted by the spacecraft up-data receiver/
decoder. The backup uhf transmitter was selected at 02:28:30, and
subsequent commands were accepted by the spacecraft equipment. The
reason for the nonacceptance by the up-data receiver/decoder of the
signals from the primary transmitter has not been identified. Attempts
are being made to determine if any transmitter, modulation, or data
parameters were out of toleTance.
I
[_ 5.13-11
5-13.5 Performance During Translunar Injection and
High Ellipse Phase
Communication system performance from initiation of the third
revolution to landing is presented in this section. _mphasis has been
placed on the performance of the unified S-band system at the maximum
slant ranges observed during the pass over Carnarvon and Ascension.
4T;AT
5.13-12
in figure 5.13-ih, the received uplink power was greater than -71 dBm
from handover to 08:18:04.5. The received carrier power at Guam
receiver i-i varied between -123 dBm and -81 dBm. The peaks and nulls
in this plot were caused by the look angle between the spacecraft and
Guam being in the worst interferometer (heavily scalloped) region of
the spacecraft antenna patterns.
The only irregularity noted during the third revolution for the
Guam S-band telemetry was the abrupt cutoff at CM/SM separation.
\
telemetry data. Since the command validation was transmitted from
Guam to the Mission Control Center-Houston (MCC-H) once per second and
there were some propagation and MCC-H processing delays, the time delay
between Guam and MCC-H was sufficient to account for three automatic _ °
The residuals between the S-band range rate (Doppler) and the com-
puted best estimate varied from -0.08 Hz at 04:53:00 to +0.82 Hz at
06:36:00. The variation between observations was approximately 0.23 Hz.
The Doppler residual of 0.82 Hz is approximately equivalent to a range
residual of 0.17 ft/sec (assuming 6.5 cm/sec correlation per 1 Hz). A
residual of 0.1 ft/sec is used for noise and bias errors in tracking/
trajectory analysis.
The range residual varied from +30 meters at 03:29:00 to -80 meters
at 05:ll:00 to +ll0 meters at 07:04:00. A range residual of ±27.4 meters
is usually allotted for noise and bias errors in the range parameter.
5.13-16
\
t 5.13-17
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5.13-18
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I
TIAL 5.14-1
5.14 INSTRUMENTATION
The eight measurements which did not provide any mission data were
all of a sequential type as follows.
These measurements did not provide event data due to the failure of
the 5-volt reference power supply for their signal conditioning equip-
ment.
The electrical power subsystem measurement for the oxygen flow rate
to fuel cell no. 3 (SC214hR) failed during the first revolution between
01:00:00 and 01:45:00. A fuse was blown in this measurement circuit
twice previously; one time during factory checkout and the other time
during pad testing. Replacement of the fuse in each instance appeared
to eliminate the problem. Extensive testing could establish no cause
for the power failures.
IAL
The CM reaction control subsystem temperature measurement for the
system B clockwise engine oxygen valve (CR2206T) failed at 08:20:23
during entry. Postflight testing revealed a defective instrumentation
signal conditioner.
\
5.14-3
IA[
pressure data indicated that the flow ratio was relatively constant.
Further analysis has been initiated to establish the cause of the in-
strumentation error.
5.15 GUIDANCE
ANDCONTROL
SUBSYST_
5.15.1 Summary
The guidance and control (G&C) subsystem included the guidance and
navigation (G&N) subsystem, the stabilization and control subsystem (SCS),
and the mission control programmer. Performance of these subsystems was
equal to or better than preflight predictions throughout the mission.
All G&C mission objectives were met. Analysis of navigation error prop-
agation during ascent, the SPS burns, and entry indicates that inertial
measurement unit (IMU) gyro drifts and accelerometer biases and scale
factors remained within specification tolerances. All sequencing and
computational operations performed by the Apollo guidance computer have
been verified to have been correct. All attitude maneuvers were nominal.
The cold-soak attitude was maintained properly throughout the coast phase
although continuous venting from the environmental control system water
boiler produced a disturbance torque which caused unsyn_netrical limit
cycles in the pitch and yaw axes. SCS attitude reference system perform-
ance was nominal. Thrust vector control during the two service propul-
sion subsystem (SPS) burns was nominal; however, larger than normal start
transients were experienced during the first burn. These transients have
been attributed to random propellant slosh from the no-ullage start.
Guidance during both burns was satisfactory. The 215 ft/sec overburn
experienced during the second SPS burn was caused by a ground override
of the G&N cutoff command. Guidance commands issued by the G&N subsystem
during entry have been verified correct in postflight simulations. Se-
quencing of the mission control programmer was satisfactory throughout
the mission.
5.15-2
program. The predicted and actual error resulting from this change is
reflected in figure 5.15-1. The coupling display unit values computed
by the Apollo guidance computer have been verified as being correct.
Therefore, the difference between the predicted and actual curves is at-
tributed to initial misalignment of and flexure between the two IMU
mounts. The pitch misalignment prior to lift-off was 1.28 degrees.
ullage maneuver all rate errors were less than +0.i0 deg/sec. Spacecraft
dynamics during the separation maneuver are shown in figure 5.15-5.
Guidance for the SPS velocity change maneuvers was based on a tar-
geted orbital eccentricity and semilatus rectum. The velocity change
was further constrained to be in-plane, that is, along the velocity vec-
tor at ignition. This latter constraint differed from the guidance law
for the AS 202 mission in that desired landing point was not a targeted
parameter. As in the AS 202 mission, cross product steering was used to
generate control commands to the SPS gimbals. In cross product steering,
the sensed thrust vector (adjusted for gravity and field force effects)
is directed along the velocity-to-be-gained (V=) vector in a sense to
reduce V . Figure 5.15-7 is a time history of velocity-to-be-gained for
g
the first SPS burn. Also indicated are the values
during the last of V
g
seconds of burn calculated postflight from Apollo guidance computer
data; these values show the accuracy of the Apollo guidance computer SPS
thrust model. The final errors in V were +0.05, +0.50, and +0.hl ft/sec
g
in the X-axis, Y-axis, and Z-axis, respectively. The result of these
errors was a miss of 66 6h2 feet (Ii.0 n. mi. ) in the targeted apogee alti-
tude (based on a conic propagation of the postburn state vector).
Table 5.15-111 synopsizes the target and achieved orbit from the first
SPS burn. Both the semilatus rectum and the eccentricity exceeded the
targeted values.
L
5.15-4
The presence of the direct thrust on command (RTC ll) inhibited the
G&N engine cutoff command, however, and the burn continued at the cutoff
attitude until approximately 08:15:36, when the direct thrust off command
(RTC 12) was accepted by the ground command controller of the mission
control programmer. As shown in figure 5.15-13, the delay in issuing
engine cutoff resulted in an overburn of 215.6 ft/sec, as sensed by the
G&N. This overburn resulted in a miss of the target entry orbit.
The actual entry orbit parameters and the intended target for the
second SPS burn are shown in table 5.15-IV. The entry orbit achieved
was hyperbolic as indicated by the eccentricity exceeding unity. The
overburn also resulted in reducing the effective perigee of the orbit by
more than 285 000 feet from the value of 20 990 612 defined by the target
eccentricity and semilatus rectum.
4.5 deg/sec and minus 0.4 deg/sec in pitch and yaw, respectively, and
attitude excursions of approximately minus 4 degrees in pitch at separa-
tion plus 3 seconds and approximately minus 4 degrees in yaw at separa-
tion plus 6 seconds. The disturbing force continued at a decreasing
magnitude for about l0 seconds. The disturbance appeared to be external
to the CMbecause during the l0 seconds that it was being applied, it
transferred from the pitch axis to the yaw axis, then back to the pitch
axis. One possible source of a disturbing force of this nature is im-
pingement of the -X translation engines of the SM-RCSupon the CMheat
shield while the SMis rolling and translating away from the CM.
The entry interface velocity and flight-path angle were 213 ft/sec
higher and 0.203 degree shallower, respectively, than had been predicted.
This was caused by the overburn previously described. The off-nominal
conditions, however, did not adversely affect the performance of the
guidance system in achieving the desired target. The planned velocity
at the entry interface altitude was 36 333 ft/sec with a planned flight
path angle of minus 7.13 degrees. The values calculated by the G&N were
36 559.1 ft/sec and minus 6.890 degrees, respectively. These entry param-
eters compare favorably with the interface conditions obtained from the
Guam tracking data following the SPS burn. The Guam radar data indicated
a velocity of 36 546 ft/sec and flight-path angle of minus 6.927 degrees.
The G&C subsystem operated properly throughout the entry phase. The
sequence of events reconstructed from the onboard telemetry tape is de-
picted in figure 5.15-15.
No skip phase was required to reach the desired target, so the G&N
bypassed the Kepler guidance phase (P 66) and went directly from the
upcontrol guidance phase to the final guidance phase (P 67) at 08:24:11.
The G&Nindicated the second acceleration peak of 4.25g at 08:27:11 at a
velocity of 15 803 ft/sec. At this time, the G&Ndesired range was
205.7 n. mi. The G&Nterminated guidance (relative velocity less than
1000 ft/sec) at 08:29:57. At drogue parachute deployment, the G&Nindi-
cated an overshoot of the desired target point of 2.2 n. mi.
In figure 5.15-16, the commandedbank angle (roll command)and the
actual, bank angles (CDUX)are presented as a function of time. Both
curves were either taken directly or were derived from the onboard telem-
etry tape. Comparisonof the two parameters indicates very good response
of the spacecraft to the bank angle commands. Table 5.15-V is a compari-
son of the telemetered navigation data and guidance commandswith a re-
constructed set. The reconstructed set was developed by calculating the
navigation and guidance commandsdirectly from the accelercmeter data on
the telemetry tape. This comparison indicates that the G&Nsubsystem
interpreted the accelerometer data correctly. \
A[
L 5.5-7
5.15.3 Guidance and Navigation Subsystem Performance
\
5.15-8
corrections for gravity computation error and the resultant fit using
the error sources previously described. The launch vehicle data were
used as the reference ; therefore, any errors accrued by the S-IVB plat-
form are falsely attributed to the IMU. The launch vehicle errors are
reported to be less than 1 meter/sec in each axis and are based on ex-
trapolation of orbital tracking data back to insertion. This fact,
coupled with the second SPS burn and entry fits, gives some confidence
in the coefficients selected.
The state vector update from Carnarvon was initially rejected by the
spacecraft communications subsystem, but after the ground transmitters
were switched the update was accepted both by the communications subsys-
tem and the Apollo guidance computer. The state vector update from
Ascension was accepted by the communications subsystem but the second
command was rejected by the Apollo guidance computer. A K[[K check, a
redundancy check of the transmitted characters, failed. Corrective up-
link procedures, prearranged for this eventuality, were accomplished and
the state vector update was completed without further incident. The
Ascension-transmitted commands requesting an Apollo guidance computer
display of accelerometer counts and the Vanguard commands were accepted
by the communication subsystem and the Apollo guidance computer without
any requirement for retransmission.
Prior to the mission, it was noted that the minus pitch axis thruster
solenoid arc suppression circuitry contained in the SCSJunction box was
inoperative. This circuit is utilized to suppress inductive transients
in the solenoid wiring which occur when the thrusters are turned off.
Postflight testing disclosed that a crimped wire was the cause. No ad-
verse effect was noted during the mission.
C
_'_-_-_-_ C NTIAL
_a passive device and no
The mission control programmer was prlmarlly
specific instrumentation was included for its analysis. Verification
of continuity at the proper time was the only criterion considered during
evaluation of this programmer. Proper performance was indicated through-
out the mission.
L 5.i5-i3
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G____A L
TABLE 5.15-IX.- COMPARISON OF INFLIGHT ACCELEROMETER
X 0.32 0.hl
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Z -0.40 -0.28
NTIAL
5.15-22
MODE TIMELINE
CONF
5.15-23
TABLE5.15-X.- APOLLO
GUIDANCE MAJOR
COMPUTER
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TIAL
....................... 5,16 REACTION CONTROL SUBSYSTEM
The service module (SM) and command module (CM) reaction control
subsystem (RCS) inflight performance was entirely within the nominal
range throughout the mission. All maneuvers using the RCS thrusters
were completed as planned. Satisfactory maneuver rates, accelerations,
and transla_Sh-ve_ocitychanges were attained. Propellant utilization
was normal for both the CM-RCS and SM-RCS. The SM-RCS and CM-RCS are
described in section 13.1.
The SM-RCS thermal control subsystem was flown for the first time
on this mission and performed satisfactorily throughout the flight.
The heaters on all four quads actuated satisfactorily in a repeatable
manner. The quad package temperatures, as well as those of the engine
injector heads which were instrumented, were maintained within accept-
able limits through CM/SM separation.
The only anomaly associated with the SM-RCS was a prelaunch pressure
decay in the quad A helium source pressure. Helium tank pressure data
show that the helium pressures on quads B, C, and D remained within a
±2-bit count or an approximate ±40 psi band from servicing to launch.
The pressures at launch were within 20 psi of those at servicing.
Quad A heliumpressure data show a fairly uniform pressure decrease
5.16-2 CON
from 4150 psia at servicing to 3910 psia at launch. The leak rate was
approximately 5 psi per hour, or 26 scc per minute.
Engine firing times and duty cycles: The average cumulative number
of pulses and burn time for pitch, yaw, and roll activity during the
mission are shown in figures 5.16-1 and 5.16-2, respectively. The
number of seconds of firing time for each engine, the number of pulses;
and the percent duty cycle for each engine for various maneuvers and
phases of the mission are shown in table 5.16-IV. The quantity of
propellant used per quad for these same phases is also shown. It can
be seen that the total accumulated burn time, number of pulses, and
duty cycle for any given engine were very low as expected for this
mission. The maximum accumulated burn time on any one engine was
65.8h seconds. The maximum number of pulses on any one engine was
1324. The maximum duty cycle noted, other than during translation
maneuvers, was ll.7 percent.
AL 5. 6-3
Propellant cons_ption: Propellant consumption by the SM-RCS, for
theoverall m_s_on_=a_well as for discrete maneuvers and other periods
of the mission, was calculated, using two techniques, and compared with
the preflight planned _ropellant budget.
The data in figure 5.16-6 and table 5.16-V indicate that for a
lunar mission, the temperatures resulting from launch heating of the
engine mounting structures will not reach the 190 ° F required for
caution and warning light actuation.
The SM-RCS engines were inactive during the two-orbit phase of the
mission prior to CSM/S-IVB separation. The performance of the thermal
control subsystem during this period cannot be completely assessed
because of gaps in the Manned Space Flight Network tracking coverage.
However, the available data indicate that the thermal switches and
heaters operated within the nominal requirements, and that the engine
mounting structures and injector heads were maintained within the
temperature range of ll5 ° F to 140 ° F. Upper actuation temperatures
(heaters OFF) of the quad A and quad C heater thermal switches were
indicated to be 138 ° F and 134 ° F, respectively. A lower actuation
temperature (heaters ON) of the quad C heater thermal switch wa_
indicated to be ll6 ° F. No data were available to indicate actuation
temperatures for the quad B and quad D thermal switches during this
period.
C
5.16-6
\
CO 5.16-7
Eleven seconds after landing, spacecraft power was turned off which
closed the engine valves. At that time, there was still 5_0 psia and
320 psia indicated source pressure in the A and B systems, respectively.
This residual pressure is the result of the configuration of the pro-
pellant tanks and the helium purge systems. The configuration of the
propellant tanks is such that when propellant has been expelled,
regulated pressure forces the bladder around the tank standpipe, thus
partially blocking the tank outlet holes. The purge system then
attempts to dump regulated helium through the liquid side vent to the
propellant side of the bladder and overboard through these same tank
outlet holes. The net result is a slow purge. Hence, at engine-valve
closure some pressure is trapped in the system. Both the propellant
tanks and the purge system have been modified on the Block II systems
to allow rapid purging.
[
5.16-8
Engine firing times and duty cycles: The average cumulative number
of pulses and burn time for pitch, yaw, and roll activity during entry
are shown in figures 5.16-11 and 5.16-12, respectively. The accumulated
engine burn times, number of pulses, and duty cycles for each engine are
given in table 5.16-X. The propellant consumed by each system is also
shown. Maximum burn time on any one engine was 94.14 seconds, including
the depletion burn. Excluding the 42.1-second depletion burn, the
maximum burn time was 52.04 seconds. The maximum number of cycles on
any one engine was B42. The average pulse widths per engine, not in-
cluding the depletion burn, are also shown in table 5.16-X. The average
pulse width for both systems was 0.188 seconds. The theoretical
oxidizer-to-fuel ratio (0/F) corresponding to this average pulse width
is 1.6 to 1.84; however, the propellant consumption, as calculated from
the engine-on times, indicates the O/F ratio to be on the high side of
this range.
IAL
I"
"IAL 5.16-9
assembly and the a_lative nozzle extension was monitored during entry
for_he two positivepitch engines as a means of detectinghot combustion
gas leakage from the engines atthis location.
Prior to the activation of the CM-RCS, the helium tank and oxidizer
valve temperatures varied only slightly from the values measured at the
time of launch.
Subsystem ib a Ib b ib b
CM-RCS
SM-RCS
Apogee 05:h6:h9.5
IAL
J
5.16-12
Landing 08:37:09.2
LJ
5.16-13
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Number of actuations of
heaters to ON ao bI l0
Number of actuations of
heaters to OFF 5 0 l0
per cycle c 40 to 43 18 to 24
aQuad A experienced solar soak during this period and never cooled
sufficiently for the heater thermal switch to actuate the heaters ON.
bQuad C experienced cold soak during this period and after the
heaters were actuated ON, the quad never warmed sufficiently for the
thermal switch to actuate the heaters OFF.
d_
_rhe percentage of the time between 03:29:00 and 08:01:00 that the
heater was ON.
5.16-21
Cross coupling
Roll
a
acceleration, effects accelerations,
Forcing Time,
maneuver hr:min:sec deg/sec 2 deg/sec 2
Pitch Yaw
Plus roll to
lift vector
up 08:18:38.0 7.5 1.7 -0.9
Minus roll to
neutralize
rat es 08:18:48.9 -7.8 1.8 +0.8
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TABLE 5.16-X,- COMMAND MODULE REACTION CONTROL SUBSYST_4 PBOPELLANT CO_SL_,%PTIOM, E_GI_ BUEE TIMES,
@ <D֩
Time
08:18:02.6 08:18:55.8 08:32:25.7
From, hr:min: sec
Propellant used, lh
_O.lb 71.78 116.96
System A h5.18
2,14 71.78 116.96
System B h5.18
System A
6.075 0.220 o 6.075
÷P
8.280 1.050 h2.1 50.57 _
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10.725 .315 L2.1 52.9_5
÷Y
13.148 .260 42.1 55.245
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4o.080 1.755 42.1 %2.!_0
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1.850 h2.1 q4.1hO
-B 52.040
System B
u.zzo o 6.373
+P 6.075
8.280 1.050 42.1 5t.58C
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10.740 .315 42.1 52.8L0
+Y
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-y 13.145
40.080 1.755 52.1 82.180
÷R
1.85o 42.1 9L.140
-R 52.020
Number of pulses
System A
69 4 69
+P
88 15 89
-p
89 6 90
+y
138 5 139
-y
70 9 71
+B
241 5 242
-R
System B
4 69
+P 69
88 15 8o
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6 90
+y 89
5 139
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÷R 7O
242
-R 221 5
System A
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-R 6.5 3.1
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6.5 3.1
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+Y
theoretical oxidizer/fuel ratio
-¥ .096
.576 of 1.6 to 1.82
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theoretical oxidizer/fuel ratio
-y .096
of 1.6 to 1.84
+R .576
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The following are the major SPS hardware and flight configuration
differences from the two previous missions (AS 201 and AS 202 missions)
on which the SPS has been flown.
The gauging system was in the primary mode during the flight and
telemetered primary gauging data during each SPS burn. This was the first
opportunity to obtain flight data from the primary gauging system in the
propellant storage tanks.
5.17-2
Oxidizer, ib Fuel, ib
The mean density for N204 was 1.4830 gm/ml (92.581 lbm/ft 3) at 39.2 ° F.
The mean density for A-50 was 0.900h7 gm/ml (56.215 lbm/ft 3) at 77 ° F.
After CSM/S-IVB separation, the CSM was reoriented from the cold
soak attitude to the ignition attitude for the first SPS burn. SPS igni-
tion for the first burn occurred at 03:28:06.6, following an attitude hold
\
h .
5.17-3
The first SPS burn lasted 16 seconds with cutoff by guidance and
navigation command at 03:28:22.6. A service module reaction control sub-
system ullage maneuver was initiated 30 seconds prior to second SPS
ignition. The second burn ignition was initiated by guidance and navi-
gation command at 08:10:54.8. Subsequently, a redundant direct thrust-
on was commanded from the ground and disenabled the SPS thrust ON/0FF
command capability of the guidance and navigation subsystem. The SPS
thrust ON ground command required that SPS thrust OFF be also commanded
from the ground. The second SPS thrust OFF was initiated by ground
command at 08:15:35.&. The burn duration was 10.1 seconds longer than
planned, resulting in a velocity gain that was higher th_n pl__nned.
The major analysis effort for this report was concentrated on deter-
mining the subsystem performance during that period of the mission from
storage tank depletion (or crossover) to cutoff of the second SPS burn.
C
\
5.17-4
-CC r !TIAL
5.17-5
values. These differences are considered quite acceptable and well with-
in the expected tolerances.
operation of the SPS during those portions of the mission were satisfac-
tory. The chamber pressure histories (fig. 5.17-1) show no unexpected
characteristics. The rise at crossover was predicted, although the mag-
nitude of the increase indicated by the chamber pressure measurement
(SP0661P) was slightly higher than predicted.
5.17-7
and no pressure loss occurred from the gaseous nitrogen bottles during
the coast period.
The chamber pressure overshoot during the first burn start transient
was observed to be 49.5 percent above the nominal steady-state level.
This overshoot is similar to those experienced during previous flights.
The chamber pressure overshoot and valve response times denoted on these
first three spacecraft development missions are shown in table 5.17-IV.
Analyses of the Apollo 4 first SPS start regimes indicate that the
chamber pressure overshoot did not appear to be linked to the no-ullage
start, but rather a function of the response times of the valve. Although
the second start, which was preceded by an ullage maneuver, was charac-
terized by a 15-percent lower overshoot, this reduction can be explained
by the valves responding slower on the second burn. The magnitude of
the overshoot is an inverse function of valve response time. The phenom-
enon of less rapid response on subsequent burns has been also noted on
the AS 202 mission. A satisfactory explanation for this phenomenon is
pending an evaluation of the environmental influences upon valve behavior.
The valve used in the Apollo 4 mission had a faster response time than
did valves used in previous missions and such could be the basis for an
explanation of the characteristically higher overshoot obtained in this
flight.
5.17-8
Measurement
Description Data range
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5.18-1
5.18.1 Summary
Hydrogen tanks no. 1 and no. 2 were serviced to 27.7 and 28.0 pounds,
respectively, at 35 hours prior to launch. Approximately 1 hour later,
the hydrogen tanks were pressurized with 70 ° F gas and a rough quantity
adjustment was made to 18.6 and 18.7 pounds, respectively. A fine quan-
tity adjustment was not required for the hydrogen tanks because the rough
adjustment provided the desired quantities. Both hydrogen tanks exhib-
ited high pressures and excessive flow rate after servicing, resulting
from the tanks not being chilled prior to servicing. The pressures in-
creased sufficiently to cause both tanks to vent during the countdown.
The flow rates dropped to a normal level approximately 2_ hours after
servicing, and the pressures started to show a downward trend when the
fuel cells were placed on load. Approximately 30 hours prior to launch,
oxygen tanks no. 1 and no. 2 were serviced to 320.9 and 323.0 pounds, re-
spectively. Approximately 2 hours later, the oxygen tanks were pressur-
ized with 70 ° F gas and fine quantity adjustments were made to 188.9 and
189.6 pounds, respectively.
5.18.3 Performance
After launch, both tanks performed normally until the first heater
cycle at 02:00:00. At that time the fans cameon automatically for
oxygen tank no. 2, and the pressure dropped from 860 to 740 psia. This
drop can be attributed to normal fluid thermal stratification which
occurs in a cryogenic system during non-equilibrated periods especially
in the prelaunch, gravity environment. During automatic operation, the
normal heater and fan cycles will prevent this occurrence as shownby
the oxygen tank no. 1 automatic heater and fan performance. The heaters
and fans in oxygen tank no. 2 were energized by RTCat 02:31:21, and the
heater and fans in oxygen tank no. 1 were energized by RTCat 02:34:14.
The heaters and fans for both tanks were deenergized at 03:23:05. The
pressures rose to nominal values and remained within operating limits
for the remainder of the mission.
Tank temperature data were erratic throughout the flight for the
following measurements:
Tank quantity depletion data agreed with the fuel cell reactant
consumption data and with preflight predictions. A summary of the
oxygen and hydrogen used from the cryogenic gas supply system (CGSS)'
during the flight to support both fuel cell and the environmental
control subsystem (ECS) is shown in the _n]]nwing table:
Hydrogen, lb Oxygen, ib
O.8 O.9 l0 8
Quantity used in flight
\
_.18-4
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A L 5.19-1
tank dropped a total of 25 psi for the flight and no appreciable demand
was indicated by the oxygen flowmeter through the mission; both of these
facts confirm negligible cabin leakage. The cabin pressure regulator was
not required to operate since the cabin pressure did not bleed downto
the pressure regulator control range of 5.0 (±0.2) psia.
The average glycol evaporator water usage rate during the mission
was approximately 5.26 lb/hr, based upon the actual quantity of water
drained from the waste water tank during postflight testing. The water
usage rate was used to calculate the average mission heat load and water-
glycol flow rate. A water usage rate of 5.60 lb/hr was expected, based
on a predicted load of 5825 Btu/hr. Figure 13.1-18 shows a schematic of
the water-glycol system.
b
5.19-3
IA[
The indicated waste water tank quantity for the mission is shown in
figure 5.19-1. Telemetered measurement quantity data were reduced using
a calibration curve estimated for the tank in a zero-g environment.
Abrupt variations in the plotted quantities coincide with vehicle engine
firings and indicate the acceleration sensitivity of the measurement.
Due to this acceleration and known attitude sensitivity, the indicated
quantity data subsequent to CM/SM separation are considered invalid and
are not shown.
At CM/SM separation, the MCP closed the oxygen shutoff valve to iso-
late the CM oxygen supply system from the SM, and verified closure of the
water-glycol shutoff valve'as planned. Water boiling in the glycol evap-
orator provided cooling during entry until ambient pressure made water
boiling ineffective. Subsequent cooling was supplied only by the glycol
reservoir and system heat storage capacity. The evaporator outlet tem-
perature (CF0018T) began increasing at 08:29:30 as ambient pressure in-
creased and at 08:32:18 had reached 75.8 ° F, which is the upper limit of
the measurement. The cabin pressure began increasing during descent, as
the cabin pressure relief valve functioned normally. As stated previously,
CO \
5.19-4
the relief pressures for positive and negative cabin pressure relief can-
not be computed until the barometric pressure profile is compensated for
the calibration shift in the barometric static pressure reference
(CEO035P) at launch. The cabin temperature increased to approximately
68 ° F during entry.
entry of any RCS fuel, oxidizer, or combustion products into the cabin
through the cabin pressure relief valve during the RCS propellant deple-
tion burn and excess N204 dump period (fig. 13.1-19). The depletion
burn and excess N204 dump occurred during cabin pressurization while the
enter the cabin through the ECS steam duct. All N204 tapes indicated
some ingestion of N20 h into the crew compartment. Three of the tapes
indicated a higher concentration than did the remaining tapes. Of these
three, two were near the cabin pressure relief valve and the other was
located on the MCP coldplate. These three tapes were reddish-pink in
color and the remaining tapes were a light salmon-pink color, all of
which verify ingestion of N204. This occurred because an excess of N204
had been loaded and was dumped as raw oxidizer after depletion of the MMH.
N204 for 7 hours, which simulated the exposure time of the Apollo 4 mis-
sion tapes to cabin atmosphere prior to hatch removal. The resulting
tape color indication was greater than or equal to the worst of the mis-
sion tapes, signifying that the highest concentration sensed during de-
scent was less than 1 ppm. This is not considered unacceptable from a
toxicological standpoint.
\
L 5.19-5
Prior to removal of the crew access hatch, two gas samples were
taken of the cabin atmosphere while the spacecraft was onboard the re-
covery ship. Chemical analysis of the two gas samples indicated that
0.3 ppm of N204 was present. There was no indication of MMH in the gas
samples. The results of the gas samples confirm the vapor sensitive
tape data and indicate that the N20 h concentration in the CM was 1 ppm
or less.
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5.19-8
Summary.- All five of the command module windows had the same ap-
pearance postflight. Both the left and right rendezvous windows had a
bluish discoloration. All of the windows had a uniform light gray film
deposit. The deposit appeared more uniform than did the window film on
the command modules flown on the AS 201 and AS 202 missions. After
landing, a fog-like moisture condensation developed between the heat
shield panel and the outer pressure cabin window assembly. This conden-
sation was less extensive than it was on the command modules flown on
the AS 201 and AS 202 missions. There was no evidence of moisture in
the sealed space between the two panels of the pressure cabin window
A moderately dense gray film was deposited over the outer surface
of each of the micrometeoroid windows. There was a random deposit of
the thermal control coating spattered over the outer surface of the
heat shield window. Through-the-window light transmission was reduced
by the contamination, and visual acuity was reduced, but to a lesser
degree than was experienced on the command module flown on the AS 201
mission, but to a greater degree than occurred on the command module
flown on the AS 202 mission.
window panel of the pressure cabin assembly of all windows except the
right-side window. The right-side window had a heavy condensation of
moisture.
5.20-3
wiped or abraded, although the plastic covers used on the side windows
did abrade extensively the contaminant on the right-side and left-side
windows (fig. 5.20-3). However, the contamination did show evidence of
being washed to some extent by the wavelapping action during the time
the spacecraft was in the ocean.
Dat____aa.-
Acceleration measurements (CA00OIA and CA0007A) taken from
the forward bulkhead of the crew compartment were used to determine the
vibration environment. The Apollo 4 mission did not have lateral accel-
erometers located on the forward bulkhead; therefore, no data are avail-
able for analysis. Vibration environment was also recorded during the
reentry phase.
The vibration levels during the launch phase were less than noted on
Spacecraft 009 and Spacecraft 011. The resultant vibration reached 0.2g
at ignition and maintained this level until lift-off, when the level
increased to 0.6g, decreased to 0.2g within 2 seconds, and remained at
this level until 00:00:58. At 00:00:58 the vibration level began increas-
ing to 0.4g through max q and continued increasing to a maximum of 0.7g
between 00:01:42 to 00:02:02. At 00:02:05 the vibration levels decreased
until engine cutoff. The vibration amplitudes at inboard and outboard
5.20-4
IAL
engine cutoff appeared higher on Spacecraft 017 than on Spacecraft 009
and Spacecraft 011. Immediately following inboard engine cutoff, a 0.7g
peak-to-peak longitudinal vibration developed and decreased to 0.3g in
2 seconds. At outer engine cutoff the vibration amplitude reached 1.3g,
decreasing and stopping within 4 seconds (fig. 5.20-7 through 5.20-9).
The IRD measured a skin dose of 0.59 rads and a depth dose of
0.38 rads. Calculations were made prior to the Apollo 4 mission to pro-
vide an estimate of the degree of severity of the particle radiation
'^L
I •
5.2o-5
0.6 gm/cm 2 was added at MSC to reflect the additional thickness of the
Block IT .......
b_t shield oo it was in mid _OO.
_rr
At the present, very little meaningful data are available from the
NES's. The emulsions were found to be in good condition. No light leaks
or mechanical abrasion marks were observed. The processing of the emul-
sions is proceeding in the normal fashion, with preliminary indications
that a measurable radiation field was encountered. However, detailed
information concerning the radiation spectrum will not be available until
the lengthy tasks of processing and analyzing the emulsions have been
completed.
C
5.20-6
Preflight,
typical 56 4O 4o 5o 5o
Post flight,
Downey 56 17 12 hO 20
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NASA-568-520
LEFT RENDEZVOUS
RIGHT RENDEZVOUS
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.............
................
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5-20-12
NASA-S-68-522
FIGURE 5.20-6. - POSTFLIGHT RESOLUTION PHOTOGRAPHS TAKEN AFTER SPACECRAFT ARRIVED AT D O W N N , CALIFORNIA.
5.20-13
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6-1
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6.0 LUNAR MODULE TEST ARTICLE
6.1 STRUCTURE
6.1.1 Loads
The design int'eraction loads between the SLA and the lunar module
(LM) occur at lift-off, first-stage midboost (max qa), and end of first-
_=5= _ uu_x±,_,um longitudinal acceleration). Comparison of the LTA
flight loads with these design conditions was to be based on data from
strain gauges on the 16 outrigger struts and three linear accelerometers
near the LTA center of gravity. Consequently, an error tolerance exists
in the determination of the apex fitting loads since the loads at each
i
apex are an algebraic summation of four large outrigger strut loads.
In addition, analyses of the X-axis and Z-axis linear accelerometer data I
show that data from these instruments were invalid for the lift-off and
max q_ portions of the mission (refer to LTA vibration section 6.1.2 and
LTA instrumentation section 6.2).
a. Lift-off
b. Max qa
AL
\
6-2
6.1.3 Vibro-Acoustics
C
6-4
The above differences could affect the vibration response of the tank.
All comparisons of LTA-IOR data to LM qualification criteria given in
the following discussions were made without any scaling to correct the
flight data to design dynamic pressures, and factors of safety have not
been applied to LTA-10R data.
CO
] •
6-6
figure 6.1-11. The LTA-10R data agreement with LTA-3 data validates the
acoustic spectrum used in the LTA-3 test, which provided many of the LM
systems vibration qualification criteria. The LTA-10R vehicle was not
equipped with thermal or micrometeoroid shielding; this shielding should
reduce the acoustic noise acting on flight LM vehicles.
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6.2 INSTRUMENTATION
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8-1
A[
8.0 BIOMEDICAL EVALUATION
....
THIS PAGEINTENTIONALLY
LEFT BLANK
9-1
The Apollo 4 mission was controlled from the Mission Control Center-
Houston (MCC-H) at the Manned Spacecraft Center, Houston, Texas.
9.1.1 Prelaunch
C
|
9-2
a. SECTOR DUMP
S-IC flight.- Cutoff of the inboard and four outboard engines of the
launch vehicle first stage (S-IC) occurred at the following times.
Planned Actual
S-II flight.- Ignition and cutoff of the launch vehicle second stage
(S-II) occurred at the following times.
Planned Actual
After telemetry handover from the launch site to the Bermuda station,
the S-IC stage engine no. 5 chamber pressure, which had been reading
approximately 780 psia, dropped to approximately 160 psia. However, the
THRUST OK measurement for the engine was nominal, the longitudinal accel-
eration was nominal, and an engine no. 5 chamber pressure readout received
at KSC still indicated approximately 780 psia. Therefore, it was con-
cluded that engine no. 5 was operating properly.
be from the Apollo guidance computer only and the error was corrected by
the first navigation update to the computer.
S-IVB flight.- During the launch phase, ignition and cutoff of the
launch vehicle third stage (S-IVB) occurred at the following times.
Planned Actual
The slightly lofted flight path angle was corrected during the burn
and the stage performed nominally. The later-than-planned cutoff time
resulted from the low S-II velocity at engine cutoff.
The pitch axis drift in the spacecraft attitude gyro control unit
was observed to have a true drift in zero-g of approximately 3 deg/hr,
or about half the maximum permissible value. The drift presented no
problem at this time. At approximately 01:28:00, during the Guaymas
pass, the fuel cell no. 3 oxygen flow transducer failed.
9-5
Ten seconds prior to the second S-IVB stage ignition, the space-
craft updata link was automatically switched from the uhf command receiver
to unified S-band.
Second S-IVB stase burn.- During the translunar injection, the igni-
tion and cutoff of the second S-IVB stage burn occurred at the following
times.
Planned Actual
Bermuda pass.- By the time of S-IVB stage cutoff, the pitch readout
from the spacecraft attitude gyro coupling unit differed from the inertial
measurement unit by approximately 20 degrees. Mission rule action re-
quired that when the difference exceeded 15 degrees, a command (RTC 47)
could be transmitted to align the flight director attitude indicator
(FDAI). The attitude to which the attitude gyro coupling unit would align
differed considerably from the launch vehicle cold-soak attitude and com-
manding the FDAI to align would have created greater disparity in the
readings. However, later in the flight, the Apollo guidance computer com-
manded FDAI into an align mode after the SPS firing had zeroed the drift
in the attitude gyro coupling unit to within expected tolerances.
First service propulsion subsystem burn.- Ignition and cutoff for the
first SPS burn occurred at the following times.
Planned Actual
As required by the flight plan, purge of each fuel cell was per-
formed. The ground command sequence commenced at 07:29:49 and was com-
pleted at 07:40:58 but fuel cell no. 2 was purged for only i minute.
Fuel cells i and 3 were each purged for the nominal 2 minutes. The
shorter interval for fuel cell no. 2 was a result of improper time coor-
dination with purge activity.
Second SPS burn.- Ignition and cutoff for the second SPS burn
occurred at the following times.
Planned Actual
comp._ter command to turn the engine on nor any rise in engine chamber
pre_ure. In accordance withmission rule action, SPS ON command (RTC ll)
was ground commanded approximately 6 seconds from the time the SPS sole-
noid drivers _re indicated to have grounded (08:ll:00); within 1 second
the SPS ON command and a nominal rise in SPS chamber pressure were ob-
served on the onsite displays.
Guam pass.- The second SPS burn was observed to perform nominally
and the SPS OFF command (RTC 12) was transmitted from MCC-H at 08:15:32.4,
followed by SPS 0N/OFF reset command (RTC 13) at 08:16:02. The reset
command was delayed while SPS OFF command (RTC 12) (a priority command)
was still being transmitted.
The following timeline reflects the time delays making up the over-
speed.
9.1.6 Entry _
9-11
During the overlap of the first and second revolutions, the Apollo/
range instrumentation aircraft (A/RIA No. l) did not acquire the h00-Hz
tone on the unified S-band subsystem.
9.2.2 Telemetry
9.2.3 Tracking
At the Canary Island station (CYI), the C-band radar was inoperative
because of a faulty elevation encoder prior to lift-off.
9.2.4 Command
!
t
9-13
Vanguard tracking ship. The Vanguard was also configured for a 2-kW
uplink, but _h@_pacecraft downlink indicated that this signal strength
and commands were successful. The problem at Bermuda was apparently ____
caused by a side lobe lock in the unified S-band subsystem. The station
was denied permis_sion to drop the command subcarrier signal in order to
sweep the exciter and reacquire.
The real time computer complex (RTCC) at the Mission Control Center-
Houston (MCC-H) performed satisfactorily during the mission. The follow-
ing problems encountered with the RTCC operation caused little or no
degradation of mission support.
At 03:30:00, the RTCC was unable to provide a solution for the Apollo
guidance computer data after cutoff of the first firing of the service
propulsion subsystem (SPS). A subsequent examination indicated that the
cutoff switch was closed 14 seconds after actual cutoff, and the two
telemetry vectors received after cutoff showed the pulsed integrating
9-14
pendulous accelerometer time and the vector were actually recycled and,
thus, were time tagged prior to the cutoff switch.
During the spacecraft entry phase, a manual entry was madein the
RTCCprogram to confirm the de-orbit SPSfiring as 271 seconds. The
program instead used 271.2 seconds.
9.3 RECOVERY
OPERATIONS
The launch site landing area was that area in which a spacecraft
landing would have occurred following an abort prior to launch or during
the early part of powered flight. It included the area in the vicinity
of Launch Complex 39A and extended seaward along the ground track for a
distance of 41 n. mi.
The launch abort landing areas (fig. 9.3-1), continuous and discrete,
were areas in which a spacecraft landing would have occurred following
an abort after 100 seconds of flight but before insertion into orbit.
The continuous launch abort landing area extended from the seaward extrem-
ity of the launch site area to 2350 n. mi. downrange and was bounded by
lines 50 n. mi. either side of the ground track. The camera capsule and
booster recovery area was located in the area near the U.S.S. Austin
(see fig. 9.3-2). A detailed discussion of their recovery is contained
in section 9.3.6.
The separation of the apex cover, the deployment of the pilot para-
chutes and the main parachutes, and the landing of the spacecraft and
apex cover were observed from recovery aircraft in the area.
9-17
Time,
G.m.t. Event
,
9-18
At
Event
Acquisition Loss of
of signal, signal,
Aircraft G.m.t. G.m.t. Revolution Location Remarks
Acquisition Loss of
of signal, signal,
Aircraft G.m.t. .G.m.t. Revolution Location Remarks
Initial Initial
time of reception
Aircraft contact, range, Type Aircraft
(type) G.m.t. n. mi. receiver position
Initial Initial
time of reception
Aircraft contact, range, Type Aircraf_
(type) G.m.t. n. mi. receiver position
9-21
ml-- 3 .......
h. The apex cover was cracked at the pitch motor opening while
being towed during recovery operations.
i. The outer lip of both drogue mortar cans were bent, appar-
ently some bending occurred during parachute descent and some during:
recovery operations.
C
9-23
Three helicopters, one for photographic and two for recovery pur-
poses, were launched from_the_/.S.S. Austin. Kindley Rescue I sent time
and bearing information on the booster by tracking its telemetry beacon.
Based on data from the radar aircraft, loss of the telemetry signal,
and visual observation of booster debris by the RA-3B, booster breakup
occurred at approximately 1206 G.m.t.
The only material recovered from the S-IC stage were several small
pieces identified as fuel tank insulation material.
TABLE9.3-1.- RECOVERY
SUPPORT
Maximumaccess/
retrieval time, Type and
Description of
Landing area hr quantity of
support
support vehicles
Aircraft Ship
Launch site 1/4 LCU (1) Landing craft utility
(landing craft with
spacecraft retrieval
capabilities)
TABLE9.3-1.- RECOVERY
SUPPORT
- Continued
Maximum access/
retrieval time, Type and
Landing area Description of
hr quantity of
support vehicles support
Aircraft Ship
DD (i) Destroyer,
U_SoS0 Jo P_ Kennedy
9-26
Maximum access/
retrieval time, Type and
hr Description of
Landing area quant ity of
support
support vehicles
Aircraft Ship
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THIS PAGEINTENTIONALLY
LEFTBLANK
l
IL U
ii. 0 CONCLUSIONS
3. Postflight _=p_+__.._
_.. of _^_ recovered cox_and module indicated
that the Block II thermal protection subsystem withstood the lunar entry
environment satisfactorily.
(
11-2 !
14. The flight derived lift-to-drag ratio data were in good agree-
ment with the predicted values in both the hypersonic flight regime and
the region from entry interface to the start of the final entry phase.
These data confirmed the changes made in the analysis techniques utilized
in predictions of command module aerodynamics and precluded the repeat of
the landing error experienced on Mission AS 202 (Spacecraft 011).
15. This was the first opportunity for the complete Manned Space
Flight Network to acquire and track the Apollo S-band signals, and the
overall performance exceeded expectations.
I
' 12-1
a. Mission Anomalies
b. Countdown Anomalies
12-3
Statement --Real time command (RTC) 13 was sent by the Mission Con-
trol Center-Houston (MCC-H) at the termination of the second SPS burn, in
order to reset the RTC ll (Thrust ON) and RTC 12 (Thrust OFF) commands.
The first time this command was executed, it failed to be transmitted by
MCC-H.
5. One of the Two VHF Antennas Erected But Failed to Lock in the
Up Position Upon Landing
12-4
Conclusion --The gusset no. 4 vhf antenna did not latch in place
because the basic deployment spring force was marginal for latching the
erected antenna when exposed to the actual flight dynamics.
Statement --A procedural guidance computer state vector via uhf was
attempted at 02:28:10 over Carnarvon. Seven commandswere transmitted.
[
12-5
[
b.
12-7
12.4 POSTFLIGHT
TESTING
Cores were cut from selected areas of the aft and crew compartment
heat shields for evaluation of entry effects. The core samples were
sectioned and the ablator char and surface recession were analyzed. The
astro-sextant passive thermal protection subsystem and the unified hatch
test specimen were disassembled and inspected. Inspection of the aft
heat shield revealed the presence of three i/4-inch holes through the
ablator; these holes were later determined to have been used during
manufacture of the heat shield. Torque readings taken during removal of
the 59 attachment bolts from the aft heat shield ranged from 20 to
580 in-lb; the installation torque had been 180 in-lb. Extreme variance
in removal torques has existed on previously flown spacecraft.
At recovery, it was found that one of the two vhf antennas on the
upper deck did not lock when deployed. However, the antenna did lock when
actuated by a memberof the recovery team. Corrosion of the mechanism
while in transit to Downey, California, prevented any meaningful post-
flight testing.
12.4.4 Electrical Power Subsystems
C 12-9
that failed during entry revealed incorrect wiring of the associated fuse
box_(C_SAS_i,_wherein the_required preflight changeover from a 3-amp to
a 1/4-amp fuse was not accomplished. Tests of the master event sequence
controllers, earth landing sequence controllers, pyrotechnic continuity
veriTication box, and reaction control subsystem (RCS) controllers veri-
fied that redundancy was still present. Inspection of the stabilization
and control subsystem J-box (C29AI), which was suspected to have caused
the preflight arc suppression problem, revealed that a wire was crimped
between a mounting bolt and the case, resulting in an electrical short
that caused an open diode.
(0.3 ppm N204) of RCS contaminants had been indicated by onboard contami-
nation-sensitive tapes and by the gas sample taken at recovery. As a
result of preflight problems, the potable and waste water tanks quantity
indicating systems, temperature controller, and oxygen pressure regulator
were removed from the CM for analysis.
12.4.6 Communications
12.4.7 Pyrotechnics
12.4.8 Instrumentation
The guidance and navigation (G&N) subsystem and the mission control
programmer (MCP)were removed and returned to the respective vendors for
testing and possible reuse. The MCPwas subjected to redundancy testing
and functioned properly. The G&Ninertial measurementunit is to be
analyzed for a preflight problem associated with the emergencyheater
control circuit.
Two RCS+Y engines and two RCSclockwise roll engines were returned
to the vendor for evaluation. RCStest port 58, which leaked during
decontamination at Hawaii, was removed and returned to the vendor for
failure analysis.
Anomaly testing was conducted in accordance with approved Apollo
Spacecraft HardwareUtilization Requests (ASHUR's). A listing of the
anomaly test ASHUR'sis shown in table 12.4-1.
[ 12-11
ANOMALY TESTING
TABLE12.4-1.- ASHUR'sFORPOSTFLIGHT
ANOMALY
TESTING- Continued
TABLE12.4-1.- ASHUR'sFORPOSTFLIGHT
ANOMALY
TESTING- Concluded
THIS PAGEINTENTIONALLY
LEFTBLANK
At
13-1
The space vehicle (fig. 13.0-1) for the Apollo 4 mission consisted
of an Apollo spacecraft (Spacecraft 017), a lunar module test article
(LTA-IOR), and a Saturn V launch vehicle (AS 501). The combined space
vehicle was approximately 363 feet long and weighed approximately
6 220 700pounds before first-stage engine ignition.
NASA-S-68-551
26 IN.
SPACECRAFT
81.8 FT 154 IN.
_1 K --
S-I_ZB STAGE
58.6 FT
S-If/S-I37B
INTERSTAGE
SPACE
VEHICLE 396 IN.
363 FT
S-IC STAGE
138 FT
FLIGHT
_K SEPARATION
PLANES
Cd
13-3
13.1.1 Structures
The structural configurations of the LES, CM, SM, and SLA are de-
scribed in the following paragraphs.
Launch escape system.- The LES was the forward-most part of the
vehicle and consisted of an integral nose cone Q-ball, three rocket
motors (escape, pitch, and tower Jettison), a canard assembly, a struc-
tural skirt, a titanium-tube tower, and a boost protective cover. The
boost protective cover was made of laminated fiberglass and Teflon. It
was attached to the tower and was removed when the LES was jettisoned.
The purpose of the earth landing system (ELS) was to orient and
decelerate the CM to an attitude and velocity safe for landing. The
ELS consisted of two sequence controllers (subsystems A and B for redun-
dancy), a forward heat shield parachute, two drogue parachutes, three
pilot parachutes, three main parachutes, and associated devices such as
mortars, reefing-line cutters, and parachute disconnects.
13-5
The ELS sequencers contained the required logic and provided the
initiati_i_tions for sequencing the various ELS events, which are
outlined as follows.
\
13-6
Recovery aids.- Recovery aids consisted of one hf and two vhf anten-
nas, a flashing light, and a sea-dye-marker/swimmer-umbilical, all located
on the CM upper deck.
The two vhf antennas and the flashing light were each deployed by
spring-operated mechanisms. Each mechanism was released by an 8-second
time-delay pyrotechnic cutting device activated by lanyards attached to
the main parachute riser. The flashing light had an independent power
supply sufficient for approximately 24 hours of operating time. The hf
recovery antenna was deployed on command by the MCP ii seconds after the
CM achieved the Stable I position after landing.
[
[ 13-7
causing the "hard" seal against the CM inner structure. The hatch was
held in place by machined-edge members on three sides and a latch/release
mechanism on the remaining side. The mechanism consisted of a rack and
pinion drive and six toggle latches.
Fuel cells.- The prime electrical power units were Bacon-type, chem-
ical fuel cell powerplants, each rated to produce up to 1.42 kW at
29 ± 2 volts dc. The powerplants were located in sector IV of the SM.
A fuel cell powerplant flow diagram is shown in figure 13.1-3. The
powerplant consisted of a power conversion section, a reactant control
assembly, a waste heat and water removal assembly, and instrumentation.
The conversion section was housed in an insulated and pressurized tank.
The accessory section rested on top of the power section and support
cone, and consisted of a nitrogen pressurization assembly, three regula-
tors, motor-driven pumps, a secondary (glycol) coolant loop, components
of the primary (hydrogen) regenerative loop, and the necessary plumbing.
The 31 cells_ approximately i volt each, were stacked in series inside
the pressure Jacket and held together by torsion tie rods. Oxygen and
hydrogen were distributed through individual lines, feeding from the
intake manifolds, to each of the cells. Regulators reduced the gas
supply pressure to the required operating pressure of 53 psia for nitro-
gen, 64 psia for oxygen, and 61.5 psia for hydrogen.
The function of the SLA debris catcher was to prevent all shrapnel
and debris produced by the mild detonating fuse from traveling inboard
when the splice plates were severed. The debris catchers were installed
at the SLA separation planes. The configurations used for Spacecraft 011
and 017 are shownin figure 13.1-7.
13.1.8 CommunicationsSubsystem
Telemetry
subsystems
transmission.-
were processed
Data acquired
and transmitted
from the various
as pulse-code-modulated
spacecraft
signals
\
by the S-band transmitter and by the vhf-FM transmitter. Before launch,
the pulse-code-modulated data were transmitted by hardline through the
SM umbilical to the launch control center.
One hf and two vhf antennas were mounted on the upper deck of the
CM and were deployed during the recovery and postlanding sequence.
13-13
d. Control assemblies
\
I
[ 13-17
Propellant storage and feed.- Fuel and oxidizer were each contained
in a set of two cylindrical tanks connected in series. The downstream
(sump) tanks were directly connected to the upstream storage tanks by
crossover lines and standpipes. Each sump tank outlet contained propel-
lant retention screens and a reservoir to retain propellant over the feed
line inlet during near zero-g conditions and to reduce the propellant
settling time requirements." Thrust from the service module reaction con-
trol subsystem engines normally provided additional propellant settling.
13-18
rear ends of the tanks. During manned missions, the measurements in the
propellant utilization gauging subsystem, will be used in conjunction
with a propellant utilization valve in the oxidizer supply line to pro-
vide flight crew control of the minor oxidizer/fuel ratio adjustments
which may be necessary to obtain simultaneous propellant depletion. The
propellant utilization gauging subsystem was installed in the spacecraft
and the primary device outputs were telemetered. The propellant
utilization valve was inoperable.
Water was supplied to the coolant circuit evaporator from the water
circuit. The water circuit obta_ued its main water supply (after pre-
launch servicing) from the fuel cells as a byproduct of a chemical re-
action in the production of electrical energy. The water circuit
consisted of the potable and waste water tanks, the associated check
valves, the relief valves, the shutoff valves, and the flow control valve
and interconnecting plumbing.
NASA-S-68-552
Q-BALL (NOSE CON
PI TCH-CONTROL MOTOR
SON MOTOR
LAUNCH-ESCAPE MOTC
"RUCTURAL SKIRT
CH ESCAPE TOWER
TOWER
ATTACHMENT
BOOST
PROTECTIVE IMMAND MODULE
COVER
/SM UMBILICAL
CM/SM FAIRING
lICE MODULE
RCS ENGINES
SPACECRAFT
LUNAR MODULE SPS ENGINE
ADAPTE EXPANSION NOZZLE
LTA-10R
(REFERENCE) !
S-I_B STAGE
(REFERENCE)
NASA-S-68_53 :
'_--MICROMETEOROID
WINDOW ASSEMBLY
0.20 IN.
PAN E LS (M ULTI- LAYER, --0.70 IN. THICK HEAT
HIGH EFFICIENCY ANTI- SHIELD WINDOW
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0.175 MAGNESIUM
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AT 7.5 PSIA) ANTI-REFLECTIVE
COATING
BLUE-RED(ULTRA-
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LER
PURGE COMMAND DUMP OXIDIZER CM-RCS
He AND OXIDIZER
INTERCONNECTS
He AND FUEL
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FUEL AND OXIDIZER
BYPASSES (PURGE)
NASA-S-68-558
ALUMI NUMALLOY CLAMPS
AT EVERYTHI RD FASTENER_
ill'lJIJlll
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SLA PANEL
SEPARATION
CHARGES
SPACECRAFT 011
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13-hO
The lunar module test article (LTA-10R) flown on the Apollo 4 mis-
sion consisted of a preproduction heavyweight descent stage and a mass
representation of the ascent stage.
Two vhf telemetry antennas were supplied for the DFI as an integral
part of the spacecraft/lunar module adapter and were mounted on heat
sinks. The telemetry portion of the DFI package required passive cool-
ing during prelaunch operations, and was, therefore, heat-sink mounted.
Power for the package was provided by two 28 Vdc 9 A-hr batteries. The
package provided 38 telemetered measurements consisting of five acceler-
ation, nine vibration, 16 strain, six temperature, and two acoustical
measurements.
\
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13-41
NASA-S-68-572
f SUBASSEMBLIES
4. AFT INTERSTAGE FITTINGS (2)
5. ENGINE SUPPORT AND TRUSS INSTALLATION
6. UPPER ENGINE COMPARTMENT FRAMES
7. DESCENT ENGINE
8. OXIDIZER TANKS (2)
9. OUTRIGGERS (4)
10. UPPER OUTRIGGER STRUT
11. APEX FITTING (ADAPTER ATTACHMENT
POINT AND LANDING GEAR SUPPORT)
12. LOWER OUTRIGGER STRUT
13. SIMULATED MASS SUPPORT DECK (FOR BALLAST)
+Z/I ---..,.
_y 14. DESCENT ENGINE SKIRT
15. DEVELOPMENT FLIGHT INSTRUMENTATION
SUPPORT WEB (4)
16. END BULKHEAD PANELS (4)
17. DIAGONAL STRUTS (4)
18. FORWARD INTERSTAGE FITTINGS (2)
19. STRUCTURAL SKIN
(J
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13-43
The S-IC stage was approximately 138 feet long and 33 feet in
diameter and had five liquid-fueled F-I engines, which generated a total
thrust of 7 500 000 pounds. The engines were supplied by a bi-propellant
system of liquid oxygen (LOX) as the oxidizer and RP-I as the fuel. The
stage consisted of a thrust structure to which the engines were attached,
an RP-I fuel tank, a LOX tank, an intertank structure separating the LOX
and fuel tanks, and a forward skirt structure which provided an interface
surface for the S-II stage.
The S-IC stage propellant system was composed of one LOX tank, one
RP-1 tank, propellant lines, control valves, vents, and pressurization
subsystems. Loading of the LOX and RP-1 tanks was controlled by ground
computers. RP-1 loading was completed at a considerable time prior to
start of LOX loading. L0X bubbling began and continued through the LOX
tank loading to prevent possible LOX geysering. Approximately 90 seconds
prior to ignition command, the RP-1 tank was pressurized from a ground
source. Prior to start of automatic sequence and up to 72 seconds before
lift-off, ground source helium was bubbled through the LOX lines and
tank to prevent stratification in engine LOX suction lines. After lift-
off the LOX tank pressurization was maintained by gaseous oxygen con-
verted from LOX in the heat exchanger. The RP-1 tank was pressurized
with helium stored in bottles in the LOX tank and heated by passing the
helium through the heat exchanger.
tank, and a forward skirt. The stage had five J-2 engines which gener-
ated a total thrust of 1 000 000 pounds. The four outboard engines were
gimbal-mounted to provide attitude control during powered flight. Atti-
tude control was maintained by gimbaling one or more of the engines.
Power for gimbaling was supplied by four independent engine-mounted
hydraulic control systems. The S-II stage propellant system was composed
of integral LOX/LH 2 tanks, propellant links, control valves, vents, and
prepressurization subsystems. Loading of propellant tanks and flow of
13-44
engine to burn at the high rate engine mixture ratio of 5.5:1. When the
high mixture ratio was removed, the propellant utilization system then
commanded the engine to burn the reference mixture ratio of 4.7:1, to
achieve simultaneous depletion of L0X and LH 2 for maximum stage perform-
ance. Engine cutoff was initiated when any two of the five capacitance
probes in either tank indicateddry.
The single 200 000 pounds nominal thrust J-2 engine was gimbal mounted
on the longitudinal axis of S-IVB stage. Power for gimbaling was sup-
plied by a hydraulic control system mounted on the engine. Pitch and
yaw control, during powered flight, was maintained by actuator control
of the engine thrust vector. Roll control of the stage was maintained
by properly sequencing the pulse-fired hypergolic propellant thrust
motors in the auxiliary propulsion system (APS). When the stage enters
the coast mode, the APS thrust motors control the stage in all three axes.
The APS consisted of two self-contained attitude control modules mount@d
180 degrees apart on the aft skirt of the S-IVB stage. Each attitude
control module contained four thrust motors, which used hypergolic pro-
pellants --nitrogen tetroxide (N204) and monomethylhydrazine (MMH). The
L
13-_5
bulkhead and satisfied engine net positive suction head. The LH 2 pres-
surization strengthened the stage in addition to satisfying net positive
suction head requirements. After engine ignition the pressure was main-
tained by gaseous hydrogen tapped from the engine supply.
The spacecraft mass properties for the Apollo 4 mission are summa-
rized in tables 13.4-1 and 13.4-11. These data represent the actual con-
ditions as determined from postflight analyses of expendable loading and
usage during the flight.
The weight and center of gravity were measured for each module prior
to stacking. Inertia values were calculated for the actual weight data
obtained. Mass properties of the ring retained with the service module
following separation of the spacecraft lunar module adapter were calcu-
lated from the measured data. All engineering change activity subsequent
to weight and center-of-gravity measurement prior to launch was monitored
and the spacecraft mass properties were revised as required.
The spacecraft mass properties at launch (table 13.4-I) did not vary
significantly from the predicted values used for the operational trajec-
tory calculations. The final mission trajectory data were based on
spacecraft mass properties which were adjusted for all changes including
actual expendables loading.
The command module (CM) mass properties during the entry phase are
shown in table 13.4-II; the usage of expendable materials is based on
postflight data. Center-of-gravity data are calculated for significant
phases of the entry to facilitate correlation with aerodynamic data.
L 13-_9
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The factory checkout flow history of the command module and service
module (Spacecraft 017) at the contractor's facility in Downey, Califor-
nia, is shown in figure lh.l-1. The prelaunch checkout flow history of
Spacecraft 017 at Kennedy Space Center, Florida, is shown in fig-
ure 14.1-2.
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15.0 REFERENCES
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