saturn v launch vehicle flight evaluation report - as-506 apollo 11 mission

8/7/2019 Saturn V Launch Vehicle Flight Evaluation Report - AS-506 Apollo 11 Mission

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GEORSE 8.,

UMPR- SAT- FE- 69-9 SEPTEMBER 20, 1969

)N NUMBER) (THRU__" (.PAG - (,_COI_o (NASA CR OR TMX OR AD NUMBER) (CATEGORY)

SATURN V LAUNCH VEHICLEFLIGHT EVALUATION REPORT-AS-506

APOLLO !1 MISSION('NASA-_ N-X-625:58) SATURN _3 L _IU t_'_ !I_ VkHICLEF t. I OH T _: V A L U A T I_0 i_I_ _'__'_p i3 i ::t.T : A S- 5 0 5 A.'v' i" ___ ,.I_"_ i 1 _'4? O- 70 _ :"3


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GEORGE C. MARSHALL SPACE FLIGHT CENTER

MPR-SAT-FE-69- 9

SATURNV LAUNCH VEHI CLEFLIGHT EVALUATION REPORT-AS-.506

APOLLO 11 MI SSION


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MPR-SAT-FE-69-9SATURN V LAUNCH VEHICLE FLIGHT EVALUATION REPORT - AS-506

APOLLO II MISSIONBY

Saturn Flight Evaluation Working GroupGeorge C. Marshall Space Flight Center

ABSTRACT

Saturn V AS-506 (Apollo II Mission) was launched at 09:32:00 EasternDaylight Time on July 16, 1969, from Kennedy Space Center, Complex 39,Pad A. The vehicle lifted off on schedule on a launch azimuth of 90degrees east of north and rolled to a flight azimuth of 72.058 degreeseast of north.The launch vehicle successfully placed the manned spacecraft in theplanned translunar injection coast mode. The S-IVB/IU was placed in asolar orbit with a period of 342 days by a combination of continuousLH2 vent, a LOX dump and APS ullage burn.The Principal and Secondary Detailed Objectives of this missionwere completely accomplished. No failures, anomalies, or deviationsoccurred that seriously affected the flight or mission.


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TABLEOF CONTENTS

SectionTABLEOF CONTENTSLIST OF ILLUSTRATIONSLIST OF TABLESACKNOWLEDGEMENTABBREVIATIONSMISSION PLANFLIGHT TESTSUMMARYINTRODUCTIONI.I Purpose1.2 ScopeEVENTTIMES2.1 Summaryof Events2.2 Variable Time and CommandedSwitch

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xvixix

XX

xxiiiXXV

2-I


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Section

4

TABLEOF CONTENTSCONTINUED)

3.63.6.13.6.23.6.3

Ground Support EquipmentGround/Vehicle InterfaceMSFCFurnished Ground SupportEquipmentCamera CoverageTRAJECTORY4.14.24.2.1

4.2.44.34.3.14.3.24.3.34.3.44.3.5

SummaryTracking Data UtilizationTracking During the Ascent Phaseof F1 i ghtTracking During Orbital FlightTracking During the Injection Phaseof F1 ightTracking During the Post InjectionPhase of FlightTrajectory EvaluationAscent TrajectoryParking Orbit TrajectoryInjection TrajectoryPost TLI TrajectoryS-IVB/IU Post Separation Trajectory

S-IC PROPULSION5.15.2

Summa ryS-IC Ignition Transient Performance

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4-24-24-2

4-34-34-34-64-6

4-104-11

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Section6

7

TABLE OF CONTENTS (CONTINUED)

S-II PROPULSION6.16.2

6.36.46.56.66.6.16.6,26.7

6.8

SummaryS-II Chilldown and BuildupTransient PerformanceS-II Mainstage PerformanceS-II Shutdown Transient PerformanceS-II Stage Propellant ManagementS-II Pressurization SystemsS-II Fuel Pressurization SystemS-II LOX Pressurization SystemS-II Pneumatic Control PressureSys ternS-II Helium Injection System

S-IVB PROPULSION7.1 Summary7.2 S-IVB Chilldown and Buildup Transient

Performance for First Burn7.3 S-IVB Mainstage Performance for First

Burn7.4 S-IVB Shutdown Transient Performance

for First Burn

Page

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6-26-46-86-86-96-9

6-11

6-136-13

7-I

7-I

7-3

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Section

8


7.11 S-IVB Pneumatic Control System7.12 S-IVB Auxiliary Propulsion System7.13 S-IVB Orbital Safing Operations7.13.1 Fuel Tank Safing7.13.2 LOXTank Dumpand Safing7.13.3 Cold Helium Dump7.13.4 Ambient Helium Dump7.13.5 Stage Pneumatic Control Sphere7.13.6 Engine Start Sphere Safing7.13.7 Engine Control Sphere Safing

Safing

HYDRAULICSYSTEMS8.1 Summary8.2 S-IC Hydraulic System8.3 S-II Hydraulic System8.4 S-IVB Hydraulic SystemSTRUCTURES9.1 Summary9.2 Total Vehicle Structures Evaluation9.2.1 Longitudinal Loads9.2.2 Bending Moments9.2.3 Vehicle Dynamic Characteristics9.2.3.1 Longitudinal Dynamic Characteristics

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TABLEOF CONTENTSCONTINUED)Secti on

II

12

I0.4.410.4.5I0.4.610.4.7Telemetry OutputsDiscrete OutputsSwitch Selector FunctionsST-124M-3 Inertial Platform

CONTROLII .III .2II ,2.1II ,2.2II .3II .4II .4.1II ,4.2II .4.3II .4.4

SYSTEMSummaryS-IC Control System EvaluationLiftoff ClearancesS-lC Flight DynamicsS-II Control System EvaluationS-IVB Control System EvaluationControl System Eval uation DuringFirst BurnControl System Evaluation DuringParking OrbitControl System Evaluation DuringSecond BurnControl System Evaluation AfterS-IVB Second Burn

SEPARATION12.1 Summary12.2 S-IC/S-II Separation Evaluation12.3 S-II/S-IVB Separation Evaluation

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II-III-I11-211-211-6

11-1311-1311-1311-1411-15

12-I12-I12-I


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Section

15

16

17


14.3 Commandand Communications SystemEMERGENCYETECTIONSYSTEM15.1 Summary15.2 System Evaluation15.2.1 General Performance15.2.2 Propulsion System Sensors15.2.3 Flight Dynamics and Control SensorsVEHICLEPRESSURENVIRONMENT16.1 Summary16.2 Base Pressures16.2,1 S-IC Base Pressures16.2.2 S-II Base Pressures16.3 Surface Pressure and Compartment Venting16.3.1 S-IC Stage16.3.2 S-II StageVEHICLETHERMALENVIRONMENT17.1 Summary17.2 S-IC Base Heating17.3 S-II Base Region Environment17.4 Vehicle Aeroheating Thermal Environment17.4.1 S-IC Stage Aeroheating Environment

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16-I16-I16-I16-I16-516-516-5

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TABLEOF CONTENTSCONTINUED)Section

2O

2122

23AppendixA

19.4 RF Systems Evaluation19.4.1 Telemetry System RF PropagationEvaluation19.4.2 Tracking Systems RF PropagationEvaluation19.4.3 CommandSystems RF Evaluation19.5 Optical InstrumentationMASSCHARACTERISTICS20.1 Summary20.2 Mass EvaluationMISSION OBJECTIVESACCOMPLISHMENTFAILURES, ANOMALIESANDDEVIATIONS22.1 Summary22.2 System Failures and Anomalies22.3 System Devi ati onsSPACECRAFTUMMARY

ATMOSPHEREA.I

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20-I20-I21-I

22-I22-I22-I23-I

A-I


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TABLE OF CONTENTS (CONTINUED)

Appendix

B

A.5.3A.5.4 Atmospheric DensityOptical Index of RefractionA.6 Comparison of Selected AtmosphericData for Saturn V LaunchesAS-506 SIGNIFICANT CONFIGURATION CHANGESB. 1 I ntroducti on

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B-I


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LIST OF ILLUSTRATIONS

Figure2-I4-I4-2

4-34-44-54-6

4-74-84-9

4-105-I

Telemetry Time DelayAscent Trajectory Position ComparisonAscent Trajectory Space-Fixed Velocityand Flight Path Angle ComparisonsAscent Trajectory Acceleration ComparisonDynamic Pressure and Mach Number ComparisonsGround TrackInjection Phase Space-Fixed Velocity andFlight Path Angle ComparisonsInjection Phase Acceleration ComparisonSlingshot Maneuver Longitudinal Velocity IncreaseTrajectory Conditions Resulting from SlingshotManeuver Velocity IncrementsS-IVB/IU Velocity Relative to Earth DistanceS-IC LOX Start Box Requirements

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4-134-144-15

4,.184-18

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LIST OF ILLUSTRATIONS(CONTINUED)Figure

7-I7-27-37-47-57-67-77-87-97-107-117-127-137-147-15

S-IVB Start Box and Run Requirements - First BurnS-IVB Steady-State Performance - First BurnS-IVB CVSPerformance - Coast PhaseS-IVB Ullage Conditions During RepressurizationUsing 02/H2 BurnerS-IVB 02/H2 Burner Thrust and Pressurant FlowratesS-IVB Start Box and Run Requirements - Second BurnS-IVB Steady-State Performance - Second BurnS-IVB LH2 Ullage Pressure - First Burn andParking OrbitS-IVB LH2 Ullage Pressure - Second Burn andTranslunar CoastS-IVB Fuel Pump Inlet Conditions - First BurnS-IVB Fuel PumpInlet Conditions - Second BurnS-IVB LOX Tank Ullage Pressure - First Burnand Parking OrbitS-IVB LOXTank Ullage Pressure - Second Burnand Translunar CoastS-IVB LOX Pump Inlet Conditions - First BurnS-IVB LOXPumpInlet Conditions - Second Burn

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7-I07-117-137-157-167-177-187-197-217-227-23


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_ LIST OF ILLUSTRATIONS(CONTINUED)

Figure9-59-69-79-89-99-109-119-129-13I0-I10-2

10-3

Page9-6ongitudinal Acceleration at CMand IU

Peak Amplitudes of Vehicle First LongitudinalMode for AS-504, AS-505, and AS-506 9-7Frequency and Amplitude of LongitudinalOscillations During S-IC Boost 9-8Frequency and Amplitude of Longitudinal OscillationsDuring S-II Stage Boost 9-9S-IVB AS-506 and AS-505 17- to 20-Hertz OscillationsComparison 9-9AS-506 S-IVB First Burn MaximumResponse 9-10AS-506 and AS-505 First Burn Response 9-10Comparison of 45-Hertz Oscillations During AS-505and AS-506 Second Burn 9-11AS-506 Lateral Analysis/Measured Modal FrequencyCorrelation 9-12Trajectory and ST-124M-3 Platform VelocityComparison (Trajectory Minus Guidance) 10-2Trajectory and ST-124M-3 Platform VelocityComparison Second S-IVB Burn (Trajectory MinusGuidance) 10-3AS-506 Characteristic Velocity Error 10-9


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LIST OF ILLUSTRATIONS(CONTINUED)

FigureII-I0II-II11-1211-1311-1411-1511-1611-1711-1813-I13-213-313-413-5

Page11-1511-16II -17_I-1711-1811-18

Yaw Plane Dynamics During S-IVB First BurnRoll Plane Dynamics During S-IVB First BurnPitch Plane Dynamics During Coast In Parking OrbitPitch Plane Dynamics During S-IVB Second BurnYaw Plane Dynamics During S-IVB Second BurnRoll Plane Dynamics During S-IVB Second BurnPitch and Yaw Plane Dynamics FollowingTranslunar InjectionPitch, Yaw and Roll Plane Dynamics During theManeuver to TD&EAttitudePitch, Yaw and Roll Plane Dynamics During theManeuver to Slingshot Attitude 11-21S-IVB Stage Forward Battery No. 1 Voltageand Current 13-4S-IVB Stage Forward Battery No. 2 Voltageand Current 13-4S-IVB Stage Aft Battery No. 1 Voltageand Current 13-5S-IVB Stage Aft Battery No. 2 Voltageand Current 13-5Battery 6DIO Voltage, Current, and Temperature 13-7

11-1911-20


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LIST OF ILLUSTRATIONS (CONTINUED)

Figure17-517-617-718-I18-218-318-418-518-618-718-819-I19-219-319-4

19-5A-IA-2

Heat Shield Aft Radiation Heat RateS-II Base Gas TemperatureForward Location of Separated FlowS-IC Forward Compartment Ambient TemperatureS-IC Aft Compartment TemperatureSublimator Performance During AscentTCS Coolant Control ParametersTCS GN2 Sphere Pressure (D25-601)IU Selected Component TemperaturesInertial Platform GN2 PressuresGBS GN2 Sphere Pressure (DI0-603)VHF Telemetry Coverage SummaryC-Band Radar Coverage SummaryCCS Signal Strength Fluctuations at HawaiiCCS Signal Strength Fluctuations at GDS WingStationCCS Coverage. SummaryScalar Wind Speed at Launch Time of AS-506Wind Direction at Launch Time of AS-506

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18-1019-719-9

19-10

19-1119-13

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LIST OF TABLES

Table2-I2-22-3

3-I4-I4-24-34-44-54-64-7

4-84-9

Time Base SummarySignificant Event Times SummaryVariable Time and Commanded Switch SelectorEventsAS-506 Prelaunch MilestonesComparison of Significant Trajectory EventsComparison of Cutoff EventsComparison of Separation EventsStage Impact LocationParking Orbit Insertion ConditionsTranslunar Injection ConditionsComparison of Slingshot Maneuver VelocityIncrementComparison of Lunar Closest Approach ParametersHeliocentric Orbit Parameters

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LIST OF TABLES(CONTINUED)TableI0-II0-210-310-410-510-6II-I11-211-311-411-513-I13-213-313-414-I

Inertial Platform Velocity ComparisonsGuidance ComparisonsGuidance Components DifferencesStart and Stop Times for IGM Guidance CommandsParking Orbit Insertion ParametersTranslunar Injection ParametersAS-506 Misalignment and Liftoff ConditionsSummaryMaximumControl Parameters During S-IC BurnMaximumControl Parameters During S-II BurnMaximumControl Parameters During S-IVB FirstBurnMaximumControl Parameters During S-IVB SecondBurnS-IC Stage Battery Power ConsumptionS-II Stage Battery Power ConsumptionS-IVB Stage Battery Power ConsumptionIU Battery Power ConsumptionCommandand Communication System GDSCommandsHistory

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I0-I010-1310-13

11-611-7

11-1311-1611-1913-I13-213-313-614-2


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Table20-620-720-820-920-1021-I22-IA-IA-2A-3A-4

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LIST OF TABLES(CONTINUED)

Total Vehicle Mass - S-IVB First Burn Phase -Pounds MassTotal Vehicle Mass - S-IVB Second Burn Phase -KilogramsTotal Vehicle Mass - S-IVB Second Burn Phase -Pounds MassFlight Sequence Mass SummaryMass Characteristics ComparisonMission Objectives Accomplishment SummarySummaryof DeviationsSurface Observations at AS-506 Launch TimeSolar Radiation at AS-506 Launch Time, LaunchPad 39ASystems Used to Measure Upper Air Wind Datafor AS-506MaximumWind Speed in High Dynamic PressureRegion for Apollo/Saturn 501 through Apollo/Saturn 506 VehiclesExtreme Wind Shear Values in the High DynamicPressure Region for Apollo/Saturn 501 throughApollo/Saturn 506 Vehicles

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A-IO


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ACKNOWLEDGEMENT

This report is published by the Saturn Flight Evaluation Working Group--composed of representatives of Marshall Space Flight Center, John F.Kennedy Space Center, and MSFC's prime contractors--and in cooperationwith the Manned Spacecraft Center. Significant contributions to theevaluation have been made by:

George C. Marshall Space Flight CenterScience and Engineering

Central Systems EngineeringAero-AstrodynamicsAstrionics LaboratoryComputation LaboratoryAstronautics LaboratoryProgram Management

John F. Kennedy Space CenterManned Spacecraft CenterThe Boeing Company


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ABBREVIATIONS

ACNAGCANTAOSAPSARIAASIAUXAVPBDACCSCDDTCECO

Ascension DTSAutomatic Gain Control EBWAntigua ECOAcquisition of Signal ECSAuxiliary Propulsion System EDSApollo Range Instrument EDTAircraft EMRAugmented Spark Igniter EPOAuxiliary ESCAddress Verification Pulse EVABermuda FCCCommandand CommunicationsSystem FM/FMCountdown Demonstration FRTTest GBICenter Engine Cutoff GBM

Data Transmission SystemExploding Bridge WireEngine CutoffEnvironmental Control SystemEmergency Detection SystemEastern Daylight TimeEngine Mixture RatioEarth Parking OrbitEngine Start CommandExtra-Vehicular ActivityFlight Control ComputerFrequency Modulation/Frequency ModulationFlight Readiness TestGrand Bahama Island.Grand Bahama


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HAWHDAHFCVHSKI GMIMUIP&C

IUKSCLCCLESLET

LH 2LIEF

LMLOILOSLOXLUTLV

Hawaii MRHolddown Arm MSCHelium Flow Control Valve MSFCHoneysuckle (Canberra) MSFNIterative Guidance Mode MSSInertial Measurement Unit MTFInstrumentation Program M/Wand Components NPSPInstrument Unit NPVKennedy Space Center NASALaunch Control CenterLaunch Escape System OAFPLLaunch Escape Tower OASPLLiquid Hydrogen OATLaunch InformationExchange Facility OCPLunar Module OECOLunar Orbit Insertion OISLoss of Signal OMNILiquid Oxygen OTLaunch Umbilical Tower PAM/FM/FMLaunch Vehicle

Mixture RatioManned Spacecraft CenterMarshall Space Flight CenterManned Space Flight NetworkMobile Service StructureMississippi Test FacilityMethanol WaterNet Positive Suction PressureNon Propulsive VentNational Aeronautics andSpace AdministrationOverall FluctuatingPressure LevelOverall Sound Pressure LevelOverall TestOrbital Correction ProgramOutboard Engine CutoffOperational Intercom SystemOmni DirectionalOperational TrajectoryPulse Amplitude Modulation/Frequency Modulation/Frequency Modulation


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REDRFRMSRP-ISASCSDOSLASMSMCSPLSPSSRSCSSS/FMSTDVSVT1Tli

Redstone (ship)Radio FrequencyRoot Mean SquareDesignation for S-IC StageFuel (kerosene)Service ArmSpacecraftSecondary DetailedObjectiveSpacecraft LMAdapterService ModuleSteering MisalignmentCorrectionSound Pressure LevelService Propulsion SystemSecure Range SafetyCommandSystemSingle Sideband/FrequencyModulationStart Tank Discharge ValveSpace VehicleTime Base 1Time to go in Ist Stage

TMRTSMTVCUSBUTVANVHFWHS

Triple Modular RedundantTail Service MastThrust Vector ControlUnified S-BandUniversal TimeVanguard (ship)Very High FrequencyWhite Sands


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MISSION PLAN

The AS-506 flight (Apollo II Mission) is the sixth flight of the Apollo/Saturn V flight test program. The primary objective of the mission isto land astronauts on the lunar surface and return them safely to earth.The crew consists of Neil Armstrong (Mission Commander), Lt. Col. MichaelCollins (CommandModule Pilot), and Lt. Col. Edwin Aldrin, Jr. (LunarModule Pilot).The AS-506 flight vehicle is composed of the S-IC-6, S-II-6, and S-IVB-6Nstages; Instrument Unit (IU)-6; Spacecraft/Lunar Module Adapter (SLA)-I4;and Spacecraft (SC). The SC consists of Commandand Service Module (CSM)-107 and Lunar Module (LM)-5.Vehicle launch from Complex 39A at Kennedy Space Center (KSC) is along a90 degree azimuth with a roll to a variable flight azimuth of 72 to 108degrees measured east of true north. Vehicle mass at S-IC ignition is2,941,221 kilograms (6,484,282 Ibm). The S-IC stage powered flight isapproximately 161 seconds; the S-II stage provides powered flight forapproximately 389 seconds. Following S-IVB first burn (approximately144 seconds duration), the S-IVB/IU/SLA/LM/CSM is inserted into a 183.8by 186.5 kilometer (99.2 by 100.7 n mi) altitude (referenced to a sphericalearth) Earth Parking Orbit (EPO). Vehicle mass at orbit insertion is135,669 kilograms (229,099 Ibm).


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During the 3 day translunar coast, the astronauts perform star-earthlandmark sightings, Inertial Measurement Unit (IMU) alignments, generallunar navigation procedures and possibly four midcourse corrections. Atapproximately 76 hours, a Service Propulsion System (SPS), Lunar OrbitInsertion (LOI) burn of approximately 359 seconds inserts the CSM/LM intoa Ill by 315 kilometer (60 by 17O n mi) altitude parking orbit.After two revolutions in lunar orbit, a 16-second SPS burn circularizesthe orbit to Ill kilometers (60 n mi) altitude at 80 hours. The LM isentered by astronauts Armstrong and Aldrin and checkout is accomplished.During the eleventh revolution in orbit at lO0 hours, the LM separatesfrom the CSM and prepares for the lunar descent. The LM descent propul-sion system is used to brake the LM into the landing trajectory, approachthe landing site and perform the landing at I03 hours.Following lunar landing, the two astronauts execute a 2.66 hour simulta-neous lunar Extra-Vehicular Activity (EVA). After the EVA, the astronautsprepare the ascent propulsion system for lunar ascent. The total lunarstay time for Apollo II is approximately 22 hours.The CSM performs a plane change approximately 17 hours prior to lunarascent. At approximately 124.5 hours, the ascent stage inserts the LMinto a 16.7 by 83.3 kilometer (9 by 45 n mi) altitude lunar orbit, andrendezvous and docks with the CSM. The astronauts reenter the CSM,jettison the LM and prepare for Transearth Injection (TEl). TEl isaccomplished at approximately 135 hours with a 149-second SPS burn. Thetime and duration of the SPS TEl burn is dependent on an optional astro-naut rest period.During the 60-hour transearth coast, the astronauts perform navigationprocedures, star-earth-moon sightings and possibly three midcourse correc-tions. The Service Module (SM) separates from the Command Module (CM) 15


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FLIGHT TESTSUMMARY

The fourth manned Saturn V Apollo space vehicle, AS-506 (Apollo II(Mission) was launched at 09:32:00 Eastern Daylight Time (EDT) on July 16,1969 from Kennedy Space Center (KSC), Complex 39, Pad A. This sixthlaunch of the Saturn V/Apollo successfully performed the three principaldetailed objectives mandatory for successful accomplishment of the pri-mary mission objective which was to perform a lunar landing and return.The secondary detailed objective was also successfully accomplished.The launch countdown was completed without any unscheduled countdownholds. Ground system performance was satisfactory. Damageto the pad,Launch Umbilical Tower (LUT) and support equipment was minor.The trajectory parameters of AS-506 from launch to Translunar Injection(TLI) were close to nominal. The vehicle was launched on an azimuth 90degrees east of north. A roll maneuver was initiated at 13.2 secondsthat placed the vehicle on a flight azimuth of 72.058 degrees east ofnorth. The space-fixed velocity at S-IC Outboard Engine Cutoff (OECO)was 8.5 m/s (27.9 ft/s) greater than nominal. The space-fixed velocityat S-II OECOwas 22.8 m/s (74.8 ft/s) less than nominal. The space-fixedvelocity at S-IVB first guidance cutoff was 0.2 m/s (0.6 ft/s) less thannominal. The altitude at S-IVB first guidance cutoff was 0.2 kilometer(0.I n mi) lower than nominal and the surface range was 1.7 kilometer


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Specific impulse was 0.16 percent lower than predicted. Total propellantconsumption from Holddown Arm (HDA) release to OECOwas low by 1.12 per-cent. Center Engine Cutoff (CECO)was commandedby the IU as planned.OECO, initiated by the LOX low level sensors, occurred 0.55 second laterthan predicted.The S-II propulsion system performed satisfactorily throughout the flight.The S-II stage operation time of 385.18 seconds was 4.0 seconds shorterthan predicted. Early CECOsuccessfully avoided high amplitude low fre-quency oscillations experienced on the AS-503 and AS-504 flights. Totalstage thrust at 61 seconds after S-II Engine Start Command(ESC) was 0.20percent below predicted. Total propellant flowrate (including pressuri-zation flow) was 0.13 percent below predicted and vehicle specific impulsewas 0.07 percent below predicted at this time slice. Stage propellant MRwas 0.36 percent above predicted. The engine servicing system GroundSupport Equipment (GSE) performed satisfactorily except that the engineNo. 1 start tank pressure was 2.8 N/cm2 (4 psi) below redline at pre-launch commit (-33 seconds). All start tank pressures and temperatureswere well within requirements at S-II ESC,The J-2 engine operated satisfactorily throughout the operational phaseof S-IVB first and second burn. Shutdowns for both burns were normal.S-IVB first burn duration was 147.1 seconds which was 3.4 seconds morethan predicted. The engine performance during first burn, as determinedfrom standard altitude reconstruction analysis, deviated from the pre-dicted by +0.20 percent for thrust and +0.05 percent for specific impulse.The S-IVB stage first burn Engine Cutoff (ECO) was initiated by the LaunchVehicle Digital Computer (LVDC) at 699.34 seconds. The Continuous VentSystem (CVS) adequately regulated LH2 tank ullage pressure during orbit,and the Oxygen/Hydrogen (02/H2) burner satisfactorily achieved LH2 andLOX tank repressurization for restart. Engine restart conditions were


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The structural loads and dynamic environments experienced by the AS-506launch vehicle were well within the vehicle structural capability. Thelongitudinal loads experienced during flight were nominal. The maximumbending moment condition, 3.75 x 106 N-m (33.2 x 106 Ibf-in.), was ex-perienced at 91.5 seconds and was lower than that experienced on anyprevious flight. Low level first mode longitudinal oscillations similarto those of previous flights were evident during each stage burn butcaused no problems.The navigation and guidance system performed satisfactorily. The parkingorbit and TLI parameters were well within tolerance. The S-IVB LOX dump,LH2 vent and APS ullage burn resulted in a heliocentric orbit of theS-IVB/IU as planned. The actual S-II Engine Mixture Ratio (EMR) shiftoccurred approximately 9.5 seconds later than indicated by the finalstage propulsion prediction. About 4 seconds of this deviation wasattributed to the change in LVDCnominal characteristic velocity pre-setting predictions and variation in actual from predicted flight per-formance. Approximately 5.5 seconds of the deviation is attributed toimproper scaling in the flight program calculation of characteristicvelocity. The LVDC, the Launch Vehicle Data Adapter (LVDA), and theST-124M-3 inertial platform functioned satisfactorily. The platform-measured crossrange velocity (_) exhibited a negative shift of approxi-mately 1.8 m/s (5.9 ft/s) at 3.3 seconds after liftoff. The probablecause was the Y accelerometer head momentarily contacting an internalmechanical stop. This had negligible effect on launch vehicle perform-ance.The AS-506 Flight Control Computer (FCC), Thrust Vector Control (TVC)and APS satisfied all requirements for vehicle attitude control duringthe flight. All maneuvers were properly accomplished. All separationsoccurred as expected without producing significant attitude deviations.


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Base thermal environments were similar to those experienced on earlierflights with the exception that S-II heat shield aft radiation heatingrates were approximately 20 percent higher than the maximumvalues mea-sured during previous flights. Aerodynamic heating environments werenot measured on AS-506,The Environmental Control System (ECS) performed satisfactorily. TheIU ECS coolant temperatures, pressure, and flowrates were continuouslymaintained within required ranges and design limits. One deviationfrom specification was observed. The inertial platform gas bearingdifferential2Pressure drifted above the 10.7 N/cm2 (15.5 psid) maximumto 11.2 N/cm (16.3 psid). This condition has occurred on previousflights and caused no detrimental effect on the missions.All elements of the data system performed satisfactorily except for aproblem with the CCSdownlink during translunar coast. Measurementperformance was excellent as evidenced by 99.9 percent reliability.This is the highest reliability attained on any Saturn V flight. Tele-metry performance was nominal, with the exception of a minor calibra-tion deviation. Very High Frequency (VHF) telemetry Radio Frequency(RF) propagation was generally good, though the usual problems due toflame effects and staging were experienced. VHF data were received to17,800 seconds (04:56:40). Commandsystems RF performance for boththe SRSCSand CCSwas nominal except for the CCSdownlink problemnoted. Goldstone (GDS) reported receiving CCSsignals to 35,779 seconds(9:56:19). Good tracking data were received from the C-Band radar, withPatrick Air Force Base (PAFB) indicating final LOS at 42,912 seconds(11:55:12). The 75 ground engineering cameras provided good data duringthe launch.


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SECTION1INTRODUCTION

I.I PURPOSEThis report provides the National Aeronautics and Space Administration(NASA) Headquarters, and other interested agencies, with the launch vehicleevaluation results of the AS-506 flight test. The basic objective offlight evaluation is to acquire, reduce, analyze, evaluate and report" onflight test data to the extent required to assure future mission successand vehicle reliability. To accomplish this objective, actual flightfailures, anomalies and deviations must be identified, their causesaccurately determined, and complete information made available so thatcorrective action can be accomplished within the established flightschedule.1.2 SCOPEThis report presents the results of the early engineering flight evaluationof the AS-506 launch vehicle. The contents are centered on the performanceevaluation of the major launch vehicle systems, with special emphasis onthe deviations. Summaries of launch operations and spacecraft performanceare included for completeness.


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SECTION2EVENTTIMES

2.1 SUMMARYF EVENTSRange zero time, the basic time reference for this report, is 9:32:00Eastern Daylight Time (EDT) (13:32:00 Universal Time [UT]). This timeis based on the nearest second prior to S-IC tail plug disconnect whichoccurred at 9:32:00.6 EDT. Range time is calculated as the elasped timefrom range zero time and, unless otherwise noted, is the time usedthroughout this report. The actual and predicted range times are ad-justed to ground telemetry received times. The Time-From-Base times arepresented as vehicle times. Figure 2-I shows the time delay of groundtelemetry received time versus Launch Vehicle Digital Computer (LVDC) timeand indicates the magnitude and sign of corrections applied to correlaterange time and vehicle time in Tables 2-I, 2-2 and 2-3.Guidance Reference Release (GRR) occurred at -16.97 seconds and start ofTime Base 1 (T I) occurred at 0.63 seconds. GRRwas established by theDigital Events Evaluator (DEE-6) and T1 was initiated at detection ofliftoff signal provided by de-energizing the liftoff relay in the Instru-ment Unit (IU) at IU umbilical disconnect.


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320

280

240

. 200

_ 160

Z120

i--

80

J40 ,......--/ /

/4F

/,//

II0 S_

0 2 4 6 8 I0 12 14 16 18 20 22RANGE TIME, I000 SECONDS

I I I I I i I0:00:00 I:00:00 2:00:00 3:00:00 4:00:00 5:00:00 6:00:00

RANGE TIME, HOURS:MINUTES:SECONDSFigure 2-I. Telemetry Time Delay

The predicted times for establishing actual minus predicted times in


35/280


36/280

Table 2-2. Significant Event Times SummaryEVENI DESCRIPTION

I GUIDANCE REFERENCE RELEASE(GRR)

2 S-IC ENGINE START SEQUENCECOMMAND (GROUND)

3 S-IC ENGINE NO.I START4 S-IC ENGINE NO.2 START5 S-IC ENGINE NO.3 START6 S-IC ENGINE NO.4 START7 S-IC ENGINE NO.5 STARTB ALL S-IC ENGINES THRUST OK9 RANGE ZERO

I0 ALL HOLDDOWN ARMS RELEASED(FIRST MOTICN)

11 IU UMBILICAL DISCONNECT, STARTOF TIME BASE I (T[)

12 BEGIN TOWER CLEARANCE YAWMANEUVER*13 END YAW MANEUVER*14 BEGIN PITCH AND ROLL MANEUVER*15 S-IC OUTBOARD ENGINE CANT

RANGE TIMEACTUALSEC

-17.0

-8.9

-6. I-5.9-6.1-6.0-6.4-1.6

0.00.3

0.6

1.7

9.?13.220.6

ACT-PREDSECTIME FROM BASE

0.0

0.0

0.00-00.00.00.0

-0.1

0.0

-0.I

0.0

-1.O-0.6-0.I

ACTUALSEC

-17.6

-9.5

-6.8-6.5-6.7-6.6-7. I-2.2-0.6-0.3

0.0

1.0

9.012.620.0

ACT-PREDSEC

0.0

0.0

0.00.00.00.00.0

-0.I

0.1

0.0

0.0

-1.O-0.5

0.0


37/280

Table 2-2. Significant Event Times Summary (Continued)EVENT DESCRIPTION

25 S-II LH2 RECIRCULAIION PUMPSOFF

26 S-If ULLAGE MOTOR IGNITION

27 S-ICIS-II SEPARATION COMMANDTO FIRE SEPARATION DEVICESAND RETRO MOTORS

28 S-IT ENGINE START COMMAND(ESC)

29 S-IT ENGINE SOLENOID ACTIVAT-ION (AVERAGE OF FIVE)

30 S-II ULLAGE MOTOR BURN TIMETERMINATION (THRUST REACHES75%)

31 S-II MAINSTAGE

32 S-IT CHILLDOWN VALVES CLOSE

33 ACTIVATE S-IT PU SYSTEM

34 S-II SECOND PLANE SEPARATIONCOMMAND {JETTISON S-IT AFTINTERSTAGE)

35 LAUNCH ESCAPE TOWER (LET)JETTISON

36 ITERATIVE GUIDANCE MODE (IGM)PHASE I INITIATED*

3T S-IT LOX STEP PRESSURIZATION

RANGE TIMEACTUALSEC

161.8

163.0

164.0

166.1

166.2168.0168.5192.3

197.9

204.1

261.6

ACT-PREDSEC0.5

0.5

0.5

0.5

0.5

0.4

0.70.5

0.5

0.5

0.4

1.5

TIME FROM BASEACTUALSEC0.2

0.50.7

1.4

2.4

4.4

ACT-PREDSEC0.0

0.0

0.0

0.0

0.0

-0.2

4.66.46.9

30.7

0.2

0.0

0.0

0.0

36.2

42.4

IO0.O

-02

0.9

0.0


38/280

Table 2-2 Significant Event Times Summary (Continued)

EVENT DESCRIPTICN

45 S-IVB ULLAGE MOTOR IGNITION

46 S-II/S-IVB SEPARATION COMMANDTO FIRE SEPARATION DEVICESAND RETRO MOTORS

47 S-IVB ENGINE START COMMAND(FIRST ESC)

48 FUEL CHILLDDWN PUMP CFF49 S-IVB IGNITION (STDV OPEN)

50 S-IVB PAINSTAGE51 START UF ARTIFICIAL TAU MODE*

52 S-IVB ULLAGE CASE JETTISON

53 END OF ARTIFIEIAL TAU MODE *

54 BEGIN TERMINAL GUIDANCE*

55 END IGM PHASE 3 *56 _EGIN CHI FREEZE *

57 S-IVB VELOCITY CUTOFF COMMAND(FIRST GUIDANCE CUTOFF)(FIRST ECO)

58 S-IVB ENGINE CUTOFF INTERRUPT,START OF TIME BASE 5 (I5)

59 S-IVB APS ULLAGE ENGINE NO. LIGNITION CCMMAND

RANGE TIMEACTUALSEC

549.2

550.4552.2554.7555.6561.0562.4665.2691.6691.6699.34

699.6

699.8

ACT-PREDSEC

-3.4

-3.5-3.5-3.5-5.7-3.4-8.9-0.3-0.2-0.2-0.15

-0.1

-0.2

TIME FROM BASEACTUAL ACT-PRED

SEC0.70.8

1.0

2.24.0

6.5

7.3

12.8

14.2

I16.9

143.4

143.4

-0.23

0.0

0.3

SEC0.0

0.0

0.0

0.00.00.0

-2.3O.O

-5.43.03.33.3

-0;03

00

0.0


39/280

Table 2-2. Significant Event Times Summary (Continued)

EVENT DESCRIPTION

68 BEGIN S-IVB RESTART PREPARA-TIONS, START OF TIME BASE 6(T6)

69 S-IVB 02/H2 BURNER LH2 ON70 S-IVB 02/H2 BURNER EXCITERS ON

71 S-IVB 02/H2 BURNER LOX ON(HELIUM HEATER ON)

72 S-IVB LH2 VENT OFF (CVS OFF)

73 S-IVB LH2 REPRESSURIZATIONCONTROL VALVE ON

74 S-IVB LOX REPRESSURIZATIONCONTROL VALVE ON

75 S-IVB AUX HYDRAULIC PUMPFLIGHT MODE ON

76 S-IVB LOX CHILLDOWN PUMP ON

77 S-IVB LH2 CHILLDOWN PUMP ON78 S-IVB PREVALVES CLOSED

79 S-IVB PU MIXTURE RATIO 4.5 ON

80 S-lVB APS ULLAGE ENGINE NO. IIGNITION COMMAND

81 S-IVB APS ULLAGE ENGINE NO. 2IGNITION COMMAND

RANGE TIMEACTUALSEC

9278.2

9319.59319.8

9320.2

9320.4

9326.3

9326.5

9497.2

9527.2

9532.29537.29728.39774.5

9774.6

ACT-PREDSEC

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

TIME FROM BA_EACTUAL AC T-PREDSEC SEC

O.O 0.0

41.3 0.0

41.6 O.O

42.0 0.0

62.2 0.048.1 0.0

48.3 0.0

21q.0 0.0

0.0

0.0

0.0

0.0

O.O

0.O

249.0

254.0

259.0

450.I

496.3

496.4


40/280


41/280

Table 2-2. Significant Event Times Summary (Continued)

EVENT DESCRIPTICN

Z14 S-IVB APS ULLAGE ENGINE NC. ICUTOFF COMMAND

115 S-IVB APS ULLAGE ENGINE NO. 2CUTOFF COMMAND

II_ INITIATE MANEUVER TC COMMUNI-CATICNS ATTITUDE

RANGACTUALSEC

20547.6

20547.8

20568.8

E TIME TIME FRCM BASEACT-PRED ACTUAL ACT-PRED

SEC SEC SEC

63.3 3080.0 0.0

63.5

64.5

3080.2

3101.1

0.O

I.I


42/280

Table 2-3. Variable Time and CommandedSwitch Selector EventsFUNCTION

Water Coolant Valve OpenHigh (5.5) Engine MixtureRatio OffLow (4.5) Engine MixtureRatio OnWater Coolant Valve ClosedTM Calibrate OnTM Calibrate OffWater Coolant Valve CloseTelemetry CalibratorInflight Calibrate OnTM Calibrate OnTM Calibrate OffTelemetry CalibratorInflight Calibrate OffTM Calibrate OffTelemetry CalibratorInflight Calibrate OffTelemetry CalibratorInflight Calibrate On

STAGE

IUS-II

S-II

IUS-IVBS-IVBIUIU

S-lVBS-IVBIU

S-IVBIU

IU

RANGE TIME(SEC)

181.0495.8

496.0

783.21057.71058.73186.93201.3

3201.73202.73206.3

3642.63646.2

5369.2

TIME FROMBASE(SEC)

T3 +19.4T3 +334.1

T3 +334.3

T5 +83.7T5 +358.1T5 +359.1

T5 +2487.4T5 +2501.8

T5 +2502.2T5 +2503.2T5 +2506.8

T5 +2943.1T5 +2946,7

T5 +4669.7

REMARKS

LVDC FunctionLVDC Function

LVDC Function

LVDC FunctionCYI Rev 1CYI Rev 1LVDC FunctionCRO Rev 1

CRO Rev 1CRO Rev 1CRO Rev 1

HSK Rev 1HSK Rev 1

GYM Rev 1


43/280

Table 2-3. Variable Time and CommandedSwitch Selector Events (Continued)

Telemetry CalibratorInflight Calibrate OnTM Calibrate OnTM Calibrate OffTelemetry CalibratorInflight Calibrate OffTelemetry CalibratorInflight Calibrate OnTM Calibrate OnTM Calibrate OffTelemetry CalibratorInflight Calibrate OffWater Coolant Valve OpenWater Coolant Valve CloseWater Coolant Valve OpenPassivation EnableEngine He Control ValveOpen OnTM Calibrate OnTM Calibrate Off

RANGE TIME TIME FROM BASEFUNCTION STAGE (SEC) (SEC) REMARKS

IU 8793.3 T5 +8093.8 CRO Rev 2

S-IVBS-IVBIU

IU

S-IVBS-IVBIU

IUIUIUS-IVBS-IVB

8793.78794.78798.3

9678.4

9678.69679.69683.4

13,409.513,803.717,319.418,503.518,505.0

T5 +8094.2T5 +8095.2T5 +8098.8

T6 +400.2

CRO Rev 2CRO Rev 2CRO Rev 2

ARIA No. 3 Rev 2

T6 +400.4T6 +401.4T6 +405.2

T7 +3206.1T7 +3507.1T7 +7116.0T8 +1035.8T8 +1037.3

ARIA No. 3 Rev 2ARIA No. 3 Rev 2ARIA No. 3 Rev 2

LVDC FunctionLVDC FunctionLVDC FunctionOCS CommandCCS Command

IUIU

27,371.927,372.0

T8 +9904.0T8 +9904.1 Acquisition byGYM during TLC


44/280


45/280

SECTION3LAUNCHOPERATIONS

3.1 SUMMARYThe ground systems supporting the AS-506/ApolIo II countdown and launchperformed exceptionally well. Several systems experienced componentfailures and malfunctions which required corrective actions, but all re-pairs were accomplished in parallel with the scheduled countdown opera-tions. No unscheduled holds were incurred. Propellant tanking wasaccomplished satisfactorily. The start of S-II LH2 loading was delayed25 minutes due to a communications problem in the Pad Terminal ConnectionRoom(PTCR). However, this delay time was recovered during the scheduledhold at -3 hours 30 minutes. Launch occurred at 09:32:00 Eastern DaylightTime (EDT), July 16, 1969, from Pad 39A of the Saturn Complex. Damageto the pad, Launch Umbilical Tower (LUT) and support equipment was minor.3.2 PRELAUNCHMILESTONESA chronological summary of events and preparations leading to the launchof AS-506 is contained in Table 3-I.3.3 COUNTDOWNVENTS


46/280


47/280

the RP-I level display was not a critical measurement, the dispositionof the electronics unit was "use as is" However, the level indicationwas stable during the final 8 hours of countdown.The RP-I system vent trap closed prematurely during replenish operationsat -13 hours, causing entrapped air to be pumped through the S-IC fueltank. There were no serious consequences. The air, which is filteredto about 50 microns, was immediately vented from the stage. All subse-quent system functions were normal, and replenishment was completedsati s factori ly.3.4.2 LOX LoadingThe LOXsystem successfully supported the launch countdown. A prematureclosure of the S-II stage LOX tank vents during slow fill to 99 percentflight mass caused the LOX loading system to revert at about -6 hours43 minutes. Recovery procedures were initiated, and flow was reestab-lished at about -6 hours 35 minutes. Launch vehicle loading and replenishoperations were completed without further incident. A procedure changewill be made to prevent cycling of the tank vents prior to reaching the99 percent value during future cryogenic loadings.3.4.3 LH2 LoadingThe LH2 system supported the launch countdown satisfactorily. A communi-cations problem in the Radio Frequency-Operational Intercom System (RF-OIS) caused a delay in the start of S-II LH2 loading of 25 minutes. TheRF-OIS/Pad A fault summary light illuminated at the Launch Control Center(LCC) during LOX loading. This condition could indicate, as a worse case,that pad OIS had switched to batteries or less critical, that an OISamplifier had switched to secondary. Upon pad entry, an amplifier wasfound to have automatically switched to secondary; it was reset manually


48/280

3.4.4 Auxiliary Propulsion System Propellant LoadingPropellant loading of the S-IVB Auxiliary Propulsion System (APS) wasaccomplished satisfactorily. Total propellant mass in both modules atliftoff was 184.3 kilograms (406 Ibm) of Nitrogen Tetroxide (N204) and114.4 kilograms (252 Ibm) of Monomethyl Hydrazine (MMH).3.5 S-II INSULATION,PURGEANDLEAK DETECTIONThe performance of the S-II stage insulation was highly satisfactory.Detailed inspection of all external insulation was conducted by opera-tional television during the countdown and no significant leakage wasdetected. The total heat leakage through the insulation to the LH2 waswithin specification limits. Satisfactory pressures and flows weremaintained in all purge circuits during countdown. The leak detectionsystem performed satisfactorily throughout the final countdown andcontaminant gas concentrations remained within acceptable limits atall times. There were no problems during countdown with the leak de-tecting selector solenoid valve which presented a minor problem duringCountdown Demonstration Test (CDDT).3.6 GROUND SUPPORT EQUIPMENT (GSE)3.6.1 Ground/Vehicle InterfaceDetailed discussion of the GSE will be contained in the Kennedy SpaceCenter Apollo/Saturn V (AS-506) Ground Systems Evaluation Reports. Theperformance of all ground systems was highly satisfactory. Overalldamage to the pad, LUT and support equipment from the blast and flameimpingement was minor. The Holddown Arms (HDA), Tail Service Masts (TSM)and Service Arms (SA) performed within design limits during the launchsequence.


49/280

occurred on previous launches. Hydraulic oil leakage from SA No. 2upper and lower hinge areas was detected during postlaunch inspectionand was observed to have leaked into SA No. I. Investigation will beconducted to determine the source.None of the ground/vehicle related problems experienced during launchpreparations had sufficient impact such as to constrain the countdownoperations. All system repairs and remedial actions were accomplishedin parallel with countdown operations. At -13 hours 30 minutes, about07:31:00 EDT on July 15, 1969, it was discovered that the LCC Data Trans-mission System (DTS) would not synchronize with the DTS transmitter atPad A. Further investigation revealed severe attenuation of transmitteddata. The basic problem was traced to a discrepant patch in the wide-band video distributor. Satisfactory operation was restored at about19:00:00 EDT of the same day.3.6.2 MSFC Furnished Ground Support EquipmentPerformance of the mechanical and electrical equipment supporting thelaunch operations was satisfactory. Blast damage to the equipment wasconsidered normal. Minor GSE deviations encountered were as follows:a, SA No. 1 (S-IC Intertank) umbilical carrier withdrawal time was

approximately 0.06 second greater than the specification maximumof 5 seconds. Withdrawal time for this carrier under non-cryogenicconditions, based on the average of results obtained during systemrevalidation testing, is approximately 3 seconds. Total SA No. 1retract time to safe angle was 9.9 seconds, which is within thespecification limit of 10.5 seconds and was about 3.9 seconds be-fore SA No. 2 retract command. (Failure to achieve SA No. 1 safeangle prior to time for SA No. 2 retract at -16.2 seconds would


50/280

The regulator pressures will be set to 827 +_10.3 N/cm2 (1200 +15 psia)for subsequent vehicles and this will alleviate the prelaunch lowpressure conditions.

C, The S-II LH 2 heat exchanger delta pressure controller mode of con-trol did not operate properly and the point sensor mode of controlwas initiated after the beginning of start tank chilldown. Thismode of operation was utilized throughout the remaining portion ofthe countdown. Also, the heat exchanger would not refill properlyduring the start tank and thrust chamber chilldown sequences. How-ever, the liquid level was sufficient to perform the required stagesystems chilldown. The deviation will be investigated.

3.6.3 Camera CoverageA total of 201 cameras were installed for the AS-506 launch of which 119were committed to engineering data, and 82 to documentary coverage.Three cameras failed to acquire data. Upon review of film coverage ofthe GSE at launch, the following conditions were observed:a. S-II stage forward SA umbilical covers did not secure upon SA with-drawal from the vehicle.

b, HDA No. 1 protective hood failed to close and the other three HDAhoods appeared to close late.


51/280

SECTION4TRAJECTORY

4.1 SUMMARYThe trajectory parameters from launch to Translunar Injection (TLI) wereclose to nominal. The vehicle was launched on an azimuth 90 degrees eastof north. A roll maneuver was initiated at 13.2 seconds that placed thevehicle on a flight azimuth of 72.058 degrees east of north.The space-fixed velocity at S-IC Outboard Engine Cutoff (OECO)was 8.5 m/s(27.9 ft/s) greater than nominal. The space-fixed velocity at S-II Out-board Engine Cutoff was 22.8 m/s (74.8 ft/s) less than nominal. Thespace-fixed velocity at S-IVB first guidance cutoff was 0.2 m/s (0.6 ft/s)less than nominal. The altitude at S-IVB first guidance cutoff was 0.2kilometer (0.I n mi) lower than nominal and the surface range was 1.7kilometers (I.0 n mi) less than nominal.The space-fixed velocity at parking orbit insertion was equal to nominaland the flight path angle was 0.013 degree greater than nominal. Theeccentricity was 0.00001 less than nominal. The apogee and perigee were0.5 kilometer (0.3 n mi) and 0.6 kilometer (0.3 n mi) less than nominal,respectively.


52/280

The event times reported in this section reflect the event as seen at thevehicle in order to enable direct comparison with times in the Guidanceand Navigation section.4.2 TRACKINGDATAUTILIZATION4.2.1 Tracking During the Ascent Phase of FlightTracking data were obtained during the period from the time of firstmotion through parking orbit insertion.The best estimate trajectory was established by using telemetered guidancevelocities as generating parameters to fit data From five different C-Bandtracking stations. Approximately 30 percent of the various tracking datawas eliminated due to inconsistencies. A comparison of the reconstructedascent trajectory with the remaining tracking data yielded good agreement.The launch phase portion of the trajectory (liftoff to approximately 20seconds) was established by constraining integrated telemetered guidanceaccelerometer data to the early phase of the best estimate trajectory.4.2.2 Tracking During the Parking Orbit Phase of FlightOrbital tracking was conducted by the NASAManned Space Flight Network(MSFN). Eight C-Band radar stations furnished data for use in determiningthe parking orbit trajectory. There were also considerable S-Band trackingdata available which were not used due to the abundance of C-Band radardata.The parking orbit trajectory was obtained by integrating corrected inser-tion conditions forward to the S-IVB second burn restart preparationevent. The insertion conditions, as determined by the Orbital Correction


53/280

4.2.4 Tracking During the Post Injection Phase of FlightTracking data from seven C-Band radar stations furnished data for use indetermining the post TLI trajectory. The available S-Band tracking datawere not used due to the availability of the C-Band radar data.The post TLI trajectory was obtained by integrating corrected injectionconditions forward to S-IVB/Commandand Service Module (CSM) separation.The corrected injection conditions were determined by the same methodoutlined in paragraph 4.2.2.4.3 TRAJECTORYVALUATION4.3.1 Ascent TrajectoryThe vehicle was launched on an azimuth 90 degrees east of north. A rollmaneuver was initiated at 13.2 seconds that placed the vehicle on a flightazimuth of 72.058 degrees east of north.Actual and nominal altitude, surface range, and cross range for the ascentphase are presented in Figure 4-I. Actual and nominal space-fixed velo-city and flight path angle during ascent are shown in Figure 4-2.

3000- 240- 1

2500-

E 2000-

200- 1

160-

_ACTUAL------NOMINAL

S-IC OECOs-if OECO /S-IVB FIRST ECO


54/280

Comparisons of total inertial accelerations are shown in Figure 4-3.The maximumacceleration during S-IC burn was 3.94 g.Mach number and dynamic pressure are shown in Figure 4-4. These para-meters were calculated using meteorological data measured to an altitudeof 56.0 kilometers (30.2 n mi). Above this altitude the measured datawere merged into the U.S. Standard Reference Atmosphere.

32- 9000

28-

24-

20-

_16-Z

-i-

,,12"I'---"-r-

,,,_JLI_. 8-

800(

7000 _

'_ 6OE

I,.-

500

x 40I

ii ......_ACTUAL------ NOMINAL_7 S-IC OECO_7 S-II OECO_7 S-IVB FIRST ECO

Jj__J/

_ SPACE-FIXEDVELOCITY\ .............................


55/280

0

t,l..JI,L(=3

4_

l=

E

0_- 2r_w._Jo

LllACTUAL

-- ---- NOMINALS-IC OECO

........... .........H _ s-iI CECO

_/ S_7 EMR SHIFT

......... ........... _ s-iI OECO_7 S-IVB FIRST ECO

II

0 I00 200 60000 400 50ORANGE TIME, SECONDS

I

_77O0 8OO


56/280

4.0" 16

3.5-

3.0-

E(_}

z 2.5"

cz')(.z),, 2.0-r-,

_: 1.5-

1.0-

0.5-

L_

:::DZ"-r

14

12DYNAMIC PRESSURE-_

A

_'_ _ ACTUAL--_-- NOMINAL

i

, iJ

/ -/Yf

MACH NUMBER -_ j,_/ ,-0 20 40 60 80 I00 120 140 160

RANGE TIME, SECONDS


57/280


58/280


59/280

Table 4-3. Comparison of Separation EventsPARAMETER ACTUAL NOM I NAL ACT-NOM

Range Time, secAltitude, km(n mi)Surface Range, km

(n mi)Space-Fixed Velocity, m/s

(ft/s)

S-IC'S-II SEPARATION162.3

66.7(36.0)

95.1(51.3)

2,773.9(9,100.7)

161.867.4

(36.4)93.7

(5O.6)2,765.4

(9,072.8)Flight Path Angle, degHeading Angle, degCross Range, km

(n mi)Cross Range Velocity, m/s(ft/s)Geodetic Latitude, deg NLongitude, deg E

19.02075.436

0.5(O.3)

12.8(42.0)28.865

-79.676

19.53375.266

0.0(0.0)

4.4(14.4)28.865

-79.691

0.5-0.7

(-0.4)1.4

(0.7)8.5

(27.9)-0.5130.170

0.5(0.3)

8.4(27.6)0.0000.015

S-II/S-IVB SEPARATION549.0 552.4Range Time, sec

Altitude, km(n mi)Surface Range, km

(n mi)Space-Fixed Velocity, m/s

(ft/s)Flight Path Angle, degHeading Angle, deg

187.4(101 .2)1 ,623.4(876.6)6,918.8

(22,699.5)

0.61182.426

188.1(I01.6)1 ,645.9(888.7)6,941 .9

(22,775.3)

0.65382.610

27.0

-3.4-0.7

(-0.4)-2_.5

(-12.1)-23.1

(-75.8)

-0.042-0.184

0.5


60/280

Table 4-4. Stage Impact Locationi

PARAMETER ACTUAL NOMINAL ACT-NOMS-IC STAGE IMPACT

543.7 546.1Range Time, secSurface Range, km

(n mi)Cross Range, km

(n mi)Geodetic Latitude, deg NLongitude, deg E

661 .4(357.1)

8.8(4.8)

30.212-74.038

661 .2(357.0)

6.3(3.4)

30.232-74.047

-2.40.2

(O.l)2.5

(l .4)-0.0200.009

S-II STAGE IMPACT-13.1Range Time, sec

Surface Range, km(n mi)Cross Range, km(n mi)Geodetic Latitude, deg N

1 ,213.74392.5

(2371.8)143.0

(77.2)31 .535

-34.844

1,226.84484.2

(2421.3)147.0

(79.4)31.403

-33.892

-91 .7(-49.5)

0.132-0.952

Table 4-5. Parking Orbit Insertion Conditions


61/280

PARAMETER ACTUAL NOMINAL ACT-NOM7O9.3ange Time, sec

Altitude, km(n mi)Space-Fixed Velocity, m/s(ft/s)Flight Path Angle, deg

191 .I(103.2)7793.1(25,567.9)0.012

Heading Angle, degInclination, degDescending Node, degEccentri cityApogee*, km(n mi)Perigee*, km(n mi)Period, minGeodetic Latitude, deg N

88.84832.521

123.0880.00021

186.0(100.4)

183.2(98.9)

88.1832.672

709.5191 .3

(103.3)7793.1

(25,567.9)

-0.00188.85432.531

123.1000.00022

186.5(100.7)

183.8(99.2)

88.2032.683

-0.2-0.2

(-O.l)0.0

(0.0)

0.013-0.006-0.010-0.012

-0.00001-0.5

(-0.3.)-0.6

(-O.3)-0.02

-0.011-0.023


62/280


63/280


64/280

!I!

00

00

.. 0


65/280

ZbO

III

0 ',,0 o,,I O0

Z

0

rI-- 0

"--4...,.

IIIIII!IIIll

_ZI--_"_0Ii

s/m '39NVHD AIDOI3A'J O0i,,--

00C_Jc,'3

00

O,JI00

c'J c/3r'_Z0

aO0

I.--

0 0_0 __r--

I--0.0

0CO

0"0

"0

0

0C)o.

.oI_r)0

Zo. 0

or)

I---

0 Zo

.o wo. r,_0 0'-r-

I,I00.o _.-0o.

0

00..0I 0

0

00.o

0

0

r_

C"

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r0t----oz_--{:7)

0--I

0..C:

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.tir--"c_

I

or-LJ--

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C)z iI---(J'--" e") '1 0 0 0 (3 0 CO _)I I P- 0 " " " 0 "I ,-- _ 0 0 0 0 _,D "v v I I I p p0 CO 40

srZII-- _ 0 N


66/280

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,r--o,r-)c'- -J

c-

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r-- I.'1 ,,'_ P'- ,."_ N (_ O_ tO r',, el- ,--, N -r-- ,-- 00 r-,, _) _ cO t,Om_" I',. r-- _" 0 ") CO _0 _" O_("J _(:0 0) ") r'.- 0 _ ,-- _ CO '-p--

uo

E1 -.-., Q;E " XI.-- "CI I.i.:3 I

4-) O_-q- _)_'-,-" "0 0')

,-- " Z >_ ANE 0 0"1 -1,... N I/11 _ .,- e- {j Ul "-.

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(.-(PEOE

1---4

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i

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0z

....I

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I--

v

_--- - _ (M t")f'l e'l P(M ,--I_ ,--v

,-- -CO -,_I" "0_) r-- i'M P-.

ur) t,') (Mv v v

v

4-) _--.Q;"" E_e_ .i-)..q-S. Eu Q_E 4..)

>_:h _n

u i/I _ EP" -_..lla -_ .ll-!

P" I_. t=: 0E Li= =1 =_ E

=l x _ E

O._1

I--.It

cQ0

0c,;4._4;.,J

%


67/280


68/280

Table 4-8. Comparison of Lunar Closest Approach Parameters


69/280

PARAMETER

Lunar Radius, km(n mi)

Altitude Above Lunar Surface, km(n mi)Range Time, hrVelocity Increase Relative toEarth from Lunar Encounter, km/s

(n mi/s)

ACTUAL

5117(2763)

3379(1825)78.7

0.680(0.367)

NQMINAL

370O(1998)

1962(I059)

78.4

0.860(0.464)

ACT-NOM

1417(765)1417

(765)0.3

-0.180(-0.097)

Table 4-9. Heliocentric Orbit Parameters

PARAMETER

Semimajor Axis, lO 6 km(lO 6 n mi)

Aphelion, lO 6 km(lO 6 n

Perihelion, 106mi)km

S-IVB/IU

143.08(77.26)151 .86

(82.00)134.30

EARTH

149.00(80.45)151 .15

(81 .61)146.84


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71/280

60 8OLOX PUMP INLET PRESSURE, psia

I00 120 140 160 180


72/280

110-265

106PREDI CTED---STARTINGo REGION1o2 F--

= I!:EZi,i_- 98 I

III

9 _ I I

xo [__190":

86 ....

ACTUAL96.1K (-286.7F58.5 N/cm2 (84.8 psia)

-275....... I o

IIIII -285I LI

I -295i..... "_ ACCFPTABLE

STARTING --REGION -305

4O 5O 60 70 80 90 I00 110 120LOX PUMP INLET PRESSURE, N/cm 2

Figure 5-I. S-IC LOX Start Box Requirements

130

Figure 5-2 shows the thrust buildup of each engine indicative of thesuccessful I-2-2 start. The shift in thrust buildup near the 5,250,000Newtons (1,180,000 Ibf) level on the outboard engines is caused by in-

7.0 ......- .......... ._ _": : ..... _ .",


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' iENGINE NO. 5-_. // /

_.I /i 6.0' - _ i ,,*" iENGINE NO. I_-____ _ /5.0 ." - J: l

. //I _--ENGINE NO. 2z 4.0 .:

_3.0_-- .: / I . _--ENGINE NO. 4

: /2.0 " III I:" : I

1.0 i i I_ENGINE NO., 3-_ _ _I;i 0.251 "0 ,-....... - __=___s,,_...._ 0

-4.5 -4.0 -3.5 -3.0 -2.5 -2.0 -I .5 -I .0 -0.5 0RANGE TIME, SECONDS

"I .25

-I .00

-0.75

0.50

4-

II-.-

Figure 5-2. S-IC Engines Buildup Transientsspike on high frequency type ground firing instrumentation. The pressurespike has, therefore, been omitted from the thrust buildup curve shownin Figure 5-2.

The best estimate of propellants consumed between ignition and HDArelease was 39,374 kilograms (86,803 Ibm). The predicted consumptionwas 38,913 kilograms (85,790 Ibm). Propellant loads at HDA release were


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75/280

For comparing F-I engine flight performance with predicted performance,the flight performance has been analytically reduced to standard condi-tions and compared to the predicted performance which is based on groundfirings and also reduced to standard conditions. These values are shownin Table 5-I at the 35- to 38-second time slice Individual engine de-viations from predicted thrust ranged from 0,662 percent lower tengineNo. 5) to 0.527 percent higher (engine No. 4). Individual engine devia-tions from predicted specific impulse ranged from 0.114 percent lower(engine No. 5) to 0.038 percent higher (engines No. 1 and 4).5.4 S-IC ENGINE SHUTDOWN TRANSIENT PERFORMANCE

CECO was initiated by a signal from the IU at 135.20 seconds as planned.OECO, initiated by LOX low level sensors, occurred at 161.63 secondswhich was 0.55 second later than predicted. This is a small differencecompared to the predicted 3-sigma limits of +3.74 seconds. Most ofthe OECO deviation can be attributed to lower than predicted thrust,specific impulse, and propellant loads.Thrust decay of the F-I engines was nominal.

Table 5-I. S-IC Engine Performance Deviations

PARAI.IETERThrust

103 N (I03 Ibf)

ENGINE PREDICTED6727 (1512)6695 (1505)6717 (1510)6748 (1517)6717 (1510)

RECONSTRUCTIONANALYSIS

6740 (1515)6674 (1500)6725 (1512)6783 (1525)6674 (1500)

DEVIATI ONPERCEHT0.198

-0.3320.1320.527-0.662

AVERAGEDEVIATI ON

PERCENT

-O.027


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77/280


78/280

3O AdlVE #RESSDRERELIEF SWITCH


79/280

26c_

Et)z

1,1r_ 22tz_cz_wc_(i_L._CD

zI--x.if

BAND DURING FLIGHT

..... . A-MECHANICAL REI IEF BAND...... "....... /J 16.2 to 17.6 N/cm2....... "..... "-. "'-* I ['""//(23.5 to 25.5 psig) --RELIEF SWITCH BAND ._

........... . ......... -30 o_N"_ _.__ _-- PREPRESS SWITCH BAND -.,-.z_/_/j ,_,_ =__J6.7 to 18.3 N/cm2 >!."

"" (24.2 to 26.5 psia) _/7_>-F ....... __.

__i! " _


80/280


81/280

SECTION 6S-II PROPULSION

6.1 SUMMARYThe S-II propulsion system performed satisfactorily throughout the flight.As sensed at the engines, Engine Start Command (ESC) occurred at 163.04seconds and Outboard Engine Cutoff (OECO) at 548.22 seconds with anoperation time of 385.18 seconds or 4.0 seconds shorter than predicted.Due to high amplitude low frequency oscillations on the AS-503 and AS-504flights, the center engine was shut down early as on AS-505 and success-fully avoided these oscillations. Center Engine Cutoff (CECO) occurred at460.62 seconds. Total stage thrust, as determined by computer analysis oftelemetered propulsion measurements, at 61 seconds after S-II ESC was 0.20percent below predicted. Total propellant flowrate (including pressur-ization flow) was 0.13 percent below predicted and stage specific impulsewas 0.07 percent below predicted at this time slice. Stage propellantMixture Ratio (MR) was 0.36 percent above predicted.The propellant management system performance was satisfactory. The systemwas similar to AS-505 in that it also used open-loop control of the enginePropellant Utilization (PU) valves. On AS-506, however, the InstrumentUnit (IU) command to shift Engine Mixture Ratio (EMR) from high to low wasinitiated upon attainment of a preprogramed stage characteristic velocity

The performance of the LOXand LH2 tank pressurization systems wassatisfactory. Ullage pressure in both tanks was more than adequate to


82/280

meet engine inlet Net Positive Suction Pressure (NPSP) requirements through-out mainstage. As commandedby the IU, step pressurization occurred at261.6 seconds for the LOX tank and 461.6 seconds for the LH2 tank.The engine servicing system performed satisfactorily except that theengine No. 1 start tank pressure was 2.8 N/cm2 (4 psi) below redline atprelaunch commit (-33 seconds). This low pressure was caused by a lowerthan planned setting of the Ground Support Equipment (GSE) regulatorsupplying hydrogen to the start tank. Corrective action being proposedincludes increasing the nominal setting of the GSE regulator and relaxingthe prelaunch commit redline to more closely approximate actual require-ments. All start tank pressures and temperatures were well within require-ments at S-II ESC.The recirculation, pneumatic control and helium injection systems allperformed satisfactorily.6.2 S-II CHILLDOWN AND BUILDUP TRANSIENT PERFORMANCEThe prelaunch servicing operations satisfactorily accomplished the engineconditioning requirements. Thrust chamber temperatures were withinpredicted limits both at launch and engine start. The thrust chambertemperatures ranged between I01 and II9K (-278 and -245F) at prelaunchcommit and 131 and 150K (-223 and -190F) at engine start. Thrust chambertemperature warmup rate during S-IC boost agreed closely with those experi-enced on previous flights.Engine start tank temperatures at the conclusion of chilldown rangedbetween 95 and IO0K (-289 and -280F) and were similar to AS-505. Allstart tank temperatures and pressures were within the prelaunch and engine

START TANK TEMPERATURE, F-300 -250 -200 -I 50


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1050 , ,0 ENG. NO. 1 500_7 ENG. NO. 2[] ENG. NO. 3 ENGINE START BOX.I000-- 0 ENG. NO. 4 - PRELAUNCHIBOX- \ENG. NO. 5I S_ - 400 "_=" 950 _ .............

_ t I mm900 .,-" o I 300_- I S-II ESC '"_ j ..J

_ I---__ 850 ', o [] _....:_---'_ -i.--

800 PRELAUNCH (-33 SEC)750

80 90 I00 II0 120 130 140 150 160 170 180START TANK TEMPERATURE, K

II00

Figure 6-I. S-II Engine Start Tank Performance

All engine helium tank pressures were within the prelaunch and engine startlimits of 1931 to 2379 N/cm z (2800 to 3450 psia). The helium supply linewas manually vented at -277 seconds versus being vented at -30 seconds onprevious launches. This allowed adequate time to monitor for leakage prior


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Table 6-2. S-II Propellant Mass History

EVENTRANGE TIME UIIITS PREDICTEDENGINE FLOWMETERINTEGRATION


90/280

GroundIgnition kg(I bin)

PU SYSTEM ANALYSISLOX371,899(819_896)

LH271,718(t58,111)

LOX LH2371,672 71,668(819,397) (158,000)371,672 71,668

(819,397) (158,000)38,217 10,751(84,254) (23,703)

657 1966(1448) (4335)

544 1916(1199) (4224)

S-II ESC kg 371,697 71,627(Ibm) (819,452) _(157,910)S-II PU Valve Step kg 53,432 13,503(497.60 sec) (Ibm) (117,797) (29_768)S-II OECO kg 816 2572

(Ibm) (1800) (5671)S-II Residual AtStage Separation

k9(Ibm) 730(1609)NOTE: Table is based on mass in tanks and sump only.and LOX sumD is not included.

2531(5579)

(BEST ESTIMATE)LOX LH2370,778 71,615(817,425) (157,885)370,778 71,615(817,425) (157,885)

35,884 10,469(79,111) (23,080)

816 2572(1800) (5671)

730 2531(1609) (5579)

Propellant trapped external to tanks

3O

25

I I I I I_7 VENT VALVE NO. 1 OPEN _7 VENT VALVES OPEN_7 VENT VALVE NO. 1 CLOSE _7 VENT VALVE NO. 1 CLOSE_7 S-II ESC _7 S-II OECO, 548.22_7 S-II CECO, 460.6 _7 VENT VALVE NO. 2 CLOSE,._7 LH2 STEP PRESS, 461.6 (POST OECO) IJ

(NOTE :

IACTUALPREDICTEDPREDICTION COINCIDESWITH DATA)I

--45

4O

_35


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25

S-II ESCS-ll CECO, 460.6

I

LH2 STEP PRESSURIZATION,_7 S-ll OECO

! !

461.6


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E

_z 23F--LU W

if)C_JLU

"l-C___J E__

0

Wr_

"'F--._J=_Zr'1H W

r_-r-w

21

19

2322

21

2O

ACTUAL - 36PREDICTION - 34

jl.__-- - 32............ 30

--28

._J,r--

F--WL_._jr_Z_

_LO-rr___Jr_

- -419 "o- -420

421 _- _- i, i i---_a


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z25;

L_C_

J 20xo

15

I0-200

JQ

_7

RMINIMUM STARTREQUIREMENT

5OO

-40 "_,

-35 c_c/3

-30 N5_..I

-25 o,

--2O

S_7 %_7 -15-I00 0 I00 200 300 400 600

RANGETIME, SECONDS

Figure 6-6. S-II LOX Tank Ullage Pressure6.7 S-II PNEUMATIC CONTROL PRESSURE SYSTEMPerformance of the stage pneumatic control system was satisfactory. Mainreceiver pressure and regulator outlet pressure were within predicted limitsthroughout system operation, Regulator outlet pressure was within theoperating band of 476 to 527 N/cm 2 (690 to 765 psia) except during valveactuations which follow S-II ESC, CECO and OECO events. The makeup periodfor the regulator outlet pressure to return to its operating band after


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95/280

SECTION 7S-IVB PROPULSION

7.1 SUMMARYThe J-2 engine operated satisfactorily throughout the operational phaseof first and second burn. Shutdowns for both burns were normal. S-IVBfirst burn duration was 147.1 seconds which was 3.4 seconds more thanpredicted. The engine performance during first burn, as determined fromstandard altitude reconstruction analysis, deviated from the predictedby +0.20 percent for thrust and +0.05 percent for specific impulse. TheS-IVB stage first burn Engine Cutoff (ECO) was initiated by the LaunchVehicle Digital Computer (LVDC) at 699.34 seconds.

The Continuous Vent System (CVS) adequately regulated LH 2 tank ullagepressure at 13.4 N/cm2 (19.5 psia) during orbit, and the Oxygen/Hydrogen(02/H2) burner satisfactorily achieved LH2 and LOX tank repressurizationfor restart.Engine restart conditions were within specified limits. The restart atfull open Propellant Utilization (PU) valve position was successful.S-IVB second burn duration was 346.9 seconds which was 1.7 seconds lessthan predicted. The engine performance during second burn, as determinedfrom the standard altitude reconstruction analysis, deviated from the

1625

20I

FUEL PUMP INLET PRESSURE, psia24 28 32 36 4O 44

-415


96/280

o

c_

F-

ITEM24 12

34

23

22 .....

21

2O

19I0

TIME FROMFIRSTESC, SEC

02048ECO

fz/12 14 16

I!.I4

3 (i',',:_2l l (.,

ENGINE START LIMITS

18 20 22 24 26FUEL PUMP INLET PRESSURE, N/cm2

I -417

-419_

I -42t _

EL,, -423II,

28 30 32

-425

IOO

98

28

ITEM12345

32I

TIME FROM FIRSTESC, SEC

04O6668

ECO

LOX PUMP INLET PRESSURE, psia36 40 44

I

48f

52 56- 28O

-284


97/280


98/280

Table 7-I. S-IVB Steady State Performance - First Burn (STDV +137-SecondTime Slice at Standard Altitude Conditions)

PARAMETER PREDICTED RECONSTRUCTION FLIGHTDEVIATIONPERCENTDEVIATIONFROM PREDICTED


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ThrustN(Ibf)

Specific ImpulseN-s/kg(Ibf-s/Ibm)

LOX Flowratekg/s(Ibm/s)Fuel Flowratekg/s(Ibm/s)

Engine MixtureRatioLOX/Fuel

899,399(202,193)4202

(428.5)177.94

(392.30)36. O9

(79.57)

901,223(202,603)42O4

(428.7)178.24

(392.95)36.14

(79.67)

1824(410)

2(O.2)O.30

(0.65)0.05

(0.10)

4.930 4.932 0.002

0.20

0.05

0.17

0.14

0.04

of the flow forces for a PU valve with a rotated baffle (determined fromrecent engine manufacturer testing) combined with the PU electronics gainfactor (feedback to control) results in an expected valve displacement ofapproximately 0.75 degree.It was concluded that the shift in valve position during the AS-506 flightwas due largely to the increased flow forces resulting from the rotatedbaffle and possibly partly due to an electrical phase change. This ob-served 0.6 to 0.8 degree shift in valve position during null PU operationis expected to occur on AS-507 and subsequent flights.


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Calculations based on estimated temperatures indicate that the mass ventedduring parking orbit was 966 kilograms (2130 Ibm) and that the boiloffmass was 1081 kilograms (2383 Ibm).


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7.6 S-IVB CHILLDOWNANDRESTARTFORSECONDBURNRepressurization of the LOXand LH2 tanks was satisfactorily accomplishedby the 02/H2 burner. Helium heater "ON" commandwas initiated at 9320.2seconds. The LH2 repressurization control valves were opened at heliumheater "ON" +6.1 seconds and the fuel tank was repressurized from 13.4 to20.8 N/cm2 (19.5 to 30.2 psia) in 193.7 seconds. There were 12.1 kilograms(26.7 Ibm) of cold helium used to repressurize the LH2 tank. The LOXrepressurization control valves were opened at helium heater "ON" +6.3seconds and the LOX tank was pressurized from 25.0 to 27.8 N/cm2 (36.2 to40.3 psi) in 145.3 seconds. There were 1.95 kilograms (4.3 Ibm) of heliumused to repressurize the LOX tank. LH2 and LOX ullage pressures are shownin Figure 7-4. The burner continued to operate for a total of 454.8seconds providing nominal propellant settling forces. The performance ofthe AS-506 02/H2 burner was satisfactory as shown in Figure 7-5.The engine start sphere was recharged properly and maintained sufficientpressure during coast. Between first and second burns, the rate of pres-sure increase was less than predicted. Also the start bottle relief valveregulated higher than the nominal setting.The engine control sphere gas usage was as predicted during the first burn;the ambient helium spheres recharged the control sphere to a nominal leveladequate for a proper restart.The S-IVB propellant recirculation systems performed satisfactorily andprovided adequate conditioning of propellants to the J-2 engine for therestart as shown in Figure 7-6. Second burn fuel lead resulted in satis-

S_7 HELIUM HEATER ON, 9320.2LH2 AND LOX CRYOGENIC REPRESS VALVES OPEN, 9326.3 and 9326.5

S_TTERMINATION OF LOX TANK REPRESS


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35

NEZ

30:::Dv')L.U

-- 25.1-._1

EZ

_7 TERMINATION OF LH2 TANK REPRESSS_7 HELIUM HEATER OFF

2O

_---PREDICTED MINIMUM

5O

4O

3O

f_

c_or)cz)n,lr_r_a,i

.-I

XC_.__I

25

2OPREDICTED MAXIMUM_ .---

/I

36

32 "_,l.l-I

28 "-"


104/280

i

_0 '3_NIV_3dW31 137NI dWNd 73N3

l I ! I

. olL

I

O

I

3o '3_NIV_3dW31 137NI dWNd X07

I i I I

ooc_c'-

r_7cOc-O


105/280

0

u7

w

L.__.JZ

CI_,.-a,

i---r,,"

z_wI


106/280


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25

2OE

/I. ,.

Iit, ,i_7 CRYOGENIC"REPRESSURIZATIONS_7SECOND ECO, 10,203.07 lS_7OPEN CVS, 10,203.8 i .30CLOSE LATCHING NPV, II,103.1S_7 CLOSE CVS, II,104.1


110/280

zI,I_" 15(.9i,ir_r_i,i I0

I-- 5

I IiI I

0 9

2:30:00

_7 OPEN LATCHING NPV_7 CLOSE LATCHING NPVI _- OPEN CVS ' _"

Ill\ I| ,i/f ' ,//r- ......_'#" .---.j--_m20 __.

@f" I,-/" J=" _/" I "J/ X _._ _" PRED CTED BAND

_s/ \I "

II 13 15 17 19oooI _ I_ 7 I _ I3:00:00 3:30:00 4:00:00 4:30;00 5:00:00

0

2O

E_15Z

i,I "7

S_70PEN LATCHING NPVi I I

I PREDICTED' BAND20 _-

i,iPc"L/3


111/280

15

S_7SECOND ESC, 9848.2_7 SECONDBURN STDV OPEN, 9856.2S_7 SECONDECO

- 2O


112/280

EZ

r_

Z

--r-.d

EUZ

_--_0I.._I-.- 1._IJ..I

_-I'-- I.LIOJ.--I

v'0

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10

030

25

2O

15

j'-

ACTUAL

..... _-_ REQUIRED

/--ACTUAL

_NOMINAL PREDICTED,. i J i

24

23

22

, , . i , , ,

-I0

-0- 40- 36- 32- 28- 24

- -418

- -420

r_V_r_Z

(M2E._J

r_

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I..iJ0.,,I ,.,....I-r- z

I..I..0

LLI",r"I--"r,,,"r'.


113/280


114/280

SECOND ESCSECOND ECO, 10,203.07_TLOX TANK NONPROPULSIVE VENT OPENED, 10,204.0S_TLOX TANK NONPROPULSIVE VENT CLOSED, 10,354.0_TMANEUVER TO TRANSPOSITION, DOCKING, AND EXTRACTION_/CSM/S-IVB SEPARATIONS_TSTART LOX DUMP, 18,187.6


115/280

S_'END LOX DUMP, 18,295.8_TLOX TANK NONPROPULSIVE VENT OPENED, 18,490.835

3O

25e_m 20u.l

_N 15 1If" 10

0 9 I0 II

2:30:00

ACTUAL f- MAXIMUM _REDICTED

-_%.1

MINIMUM PREDICTED

12 13 14 15 16 17 !8 19RANGETIME, I000 SECONDS

S_7 I !3:30:00 4:30:00

RANGE TIME, HOURS:MINUTES:SECONDS

5O

4Om_,._r,..,30

2o._.1lO

!5:30:00

2O


116/280


117/280

_7 FIRST ECO_7 START CRYOGENIC REPRESS_7 STOP CRYOGENIC REPRESS, 9626.3


118/280

2500

X_7 SECOND ESC, 9848.2_7 SECOND ECO, 10,203.07_7 START COLD HELIUM DUMP, 10,264

END COLD HELIUM DUMP,

2000 _ 3000

1500Euz

1000

2000n_

C)_

WC_cz)Cz_WC_r_


119/280

_7 FIRST ESC, 549.21_7 FIRST ECO, 699,34S_7 SECONDESC, 9848.2_7 SECONDECO, 10,203.071_7 LOX DUMP_7 APS ULLAGE BURN

I00 MODULE NO. 1 I00, . MODULENO. 2II - 200


120/280

If_Oh

5

90 -200 90

8o CTU0 150 706o _ _ 60PREDICTED BAND_]'____ 125 _

OXIDIZER ==--,._ _


121/280


122/280


123/280

sqL 'Sn_Hl

00 0 0 0 00 0 0 0 0,-- CO '4_ _ 0

s/mq['31V_M073 alnbl7

0 0 0 0 0

wq[ _SS'_4 X04

0 0 0 0 00 0 0 0 00 0 0 0 0 c_J _ C'q oJ

I",,,0o")co

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00

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00,0

00,


124/280

cO ZZ I-- 00 _ '--_

c,O Z

0 _ 0

000

i )j_ I

i hI '"I---I '"

0 0 0 00 0 0 00 0 0 0

N 'ISN_HI

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The safing period of 3600 seconds satisfactorily reduced the potentialenergy in the spheres.7.13.6 Engine Start Sphere SafingThe engine start sphere was safed during an approximately 148-second


125/280

period starting at 10,206.3 seconds. Safing was accomplished by open-ing the sphere vent valve. Pressure was decreased from 776 N/cm2(1125 psia) to zero with 1.78 kilograms (3.93 Ibm) of hydrogen beingvented.7.13.7 Engine Control Sphere SafingThe engine control sphere safing began at 18,505 seconds. The heliumcontrol solenoid was energized to flow helium overboard through theengine purge system. The pressure decayed from 1379 to 103.4 N/cm 2(2000 to 150 psia) and 0.680 kilogram (1.50 Ibm) of helium was ventedduring the 1300-second safing period.


126/280


127/280

SECTION8HYDRAULICSYSTEMS

8.1 SUMMARYThe stage hydraulic systems performed satisfactorily on the S-IC, S-II,and first burn and coast phase of the S-IVB stage. During this periodall parameters were within specification limits.The S-IVB hydraulic system pressure exceeded the upper limit by 0.6 per-cent just after second burn ignition and remained at this level until202 seconds into the burn. At this time a step decrease in system pres-sure to a normal operating level occurred. The pressure remained atthis level for the remainder of the burn. Other than this minor devia-tion system performance was nominal and no other problems were noted.The manufacturer of the S-IVB engine driven hydraulic pump states thatthe pump has an output pressure "drift-up" characteristic that couldaccount for this excess pressure. The abrupt pressure changes notedduring the burn are probably due to frictional hysteresis within theengine driven pumppressure/flow-regulating mechanism. The pumpmanu-facturer does not consider this condition to indicate impending mal-function of the engine driven pump.


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at the IU. The slow-release rod forces measured during liftoff are pre-sented in Figure 9-I.The l

saturn v launch vehicle flight evaluation report - as-506 apollo 11 mission

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