saturn v launch vehicle flight evaluation report - as-511 apollo 16 mission

8/7/2019 Saturn V Launch Vehicle Flight Evaluation Report - AS-511 Apollo 16 Mission

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MPR-SAT-FE-72-l JUNE 19, 1972535) SbTURU 5 LAUNCH w3-33823!T EWALUATICN EEPJRT-AS-511;SIOI (UAS A) 327 p AC CSCL 22c UrclasG3/30 1sa4fJ

SATURN V LAUNCH VEHICLEFLIGHT EVALUATION

REPORT-AS-511APOLLO 16 MMION

PREPARED 6YSATURN FLIGHT EVALUATION

WORKING GROUP


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GEORGE C. MARSHALL SPACE FLIGHT CENTERMPR-SAT-FE-72-1 JUNE 19, 1972

SATURN V LAUNCH VEHICLEFLIGHT EVALUATION

REPORT-AS-511APOLLO 16 MISSION

PREPARED BYSATURN FLIGHT EVALUATIONWORKING GROUP


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MPR-SAT-FE-72-lSATURN V LAUNCH VEHICLE FLIGHT EVALUATION REPORT - AS-511

APOLLO 16 MISSIONBY

Saturn Flight Evaluation Working GroupGeorge C. Marshall Space Flight CenterABSTRACT

Saturn V AS-511 (Apollo 16 Mission) was launched at 12:54:00 EasternStandard Time (EST) on April 16, 1972, from Kennedy Space Center,Complex 39, Pad A. The vehicle lifted off on a launch azimuth of90 degrees east of north and rolled to a fligh t azimuth of 72.034aegrees east of north. The launch vehicle successfully placed themanned spacecraft in the planned translunar coast mode. The S-IVB/IU impacted the lunar surface within the planned target area.This was the second Apollo Mission to employ the lunar Roving Vehicle(LRV) during Extravehicular Activity (EVA). The performance of theLRV was satisfactory and as on Apollo 15 Mission resulted in a signi-ficant increase in lunar exploration capabili ty. The total distancetraveled on the lunar surface with the LRV on this Mission was 27kilometers (17 miles).All launch vehicle Mandatory and Desirable Objectives were accomplishedexcept the precise determination of the lunar impact point and time.No failures or anomalies occurred that seriously affected themission.Any questions or rmnts pertaining to the information contained inthis report are invited and should be directed to:

Director, George C. Marshall Space Flight CenterHuntsville, Alabama 35812Attention: Chairman, Saturn Flight Evaluation WorkingGroup, S&E-CSE-LA (Phone 205-453-2462)


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TABLE OF CONTENTS

TABLE CF CONTENTSLIST OF ILLUSTRATIONSLIST OF TABLESACKNOYLEDGEMENTABBREVlATILWWISSION PLANFLIGHT SIRWARYMISSION OBJECTlVES ACCOMPLISHMENTFAlLURtS AiU ANOMALIES

SECTION 1 - INTRODUCTION1.1 Purpose1.2 ScopeSECTIOn 2 - EVENT T !sS2.1 SumaryofEvents2.2 Variable Time and Comanded

S*itch Selector EventsPCTICW 3 - LAWY OPERATiWS3.1:::.13.2.23.2.33.2.43.33.43.4.13.4.23.4.3:-: 13:5:2

s-vPrelamct llilestonesS-IC stage Pm:aunch ProblenuS-II Staq Prelaunch P~ublemsS-IVB Pmlaunch ProblemsIU Stage PrPlawtch PrablenisTerminal CulntbunPrapcllant loadingW-1 LuadingLOX LuadingEn2 LoadingGround Support Eq uipwi tGruwid/khiclt I&wfaceClSFC Furnished GnnmdStqxport Equipmt

SXTIDN 4 -TRAJECTORY4.1 S-Y4.2 Traject ory Evaluation4.2.1 Ascent Phase

Pageiiivii

xixiii

xivrviii

xxixxviiixrvix

l-ll-l

2-l

2-l

3-l::;3-l3-33-33-43-43-43-43-53-63-63-7

4-l4-l4-l

Page4.2.2 Parking Orbi t Phase 4-74.2.3 Injection Phase 4-94.2.4 Early Translunar Oti it Phase a-10SECTIO N 5 - S-IC PROPULSIOlY5.15.2

5.35.4

5.5

5.65.6.15.6.2

5.7

5.85.9

5.10SECTIOIY6.16.2

6.36.46.5

6.66.6.1

Sumnary 5-lS-IC Ignition TransientPerfomance 5-lS-1C Mainstage Perfomia nce 5-3S-IC Engine Shutdown TransientPerformanceS-IC Stage PrupellantRanagemm tS-IC Pressurization System sS-IC Fuel PressurizationsystemWC CCK Pmsuriz atiunsystemS-IC Pnewtic cuntro1Pressurp SystulmS-IC Purge SystemsS- It KNKJ SuppressionSF-S-I t Hydraulic Systecn

6 - S-11 PRWULSIollf-wS-11 Chilldcnm ad Eluild~lransimt PerformaS-11 Mainstagr, Performances-11 shutdow TransientPerfuunaS-II Stapc PropllantlmagwntS- I! Pressurization SystmS-II Fuel Pnxsurizatiunsystem6.6.2 S-II LOX Pwwssurizatian

6.7systems-11 Pnew tic cuntro1Pressurr Sys'rn

5-5

5-65-75-7s-9

S-10S-10

S-10S-10

6-l

6-26-7

6-9

6-116-136-136-156-19


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TABLE OF CONTENTS (CONTINUED)6.8 S-11 t+ellm Injection

sfi-6.9 Paa suppression systen6.10 S-11 HydrrulIc SystemSEClIOI( 7 - s-IVn PnoPlnsIoI7.17.2

7.3

7.47.57.6

7.77.7.1,7.07.97.107.10.17.10.27.117.12

S-M *Instage PerfomanceFor Second Bumkinstage Pmdiction TechniqueSiIVB Shutdarn TransientPerfomnce for Second BumS-WE ftegt PmpellrntI(mrgemntS-IV0 Pmsurirrtlal systcllS-IV6 Fuel Pmsurir4tlonsfi-s-IVI) LDX Pmsu rlzrtimSfltnj-IV8 PlUElvtlC ContmlPmsum sysbms-IVB Aurlliry Propulsionsysr-nAPSl4odulc~PerfolmMec.12.17.12.1.1 Propellent Sysm7.12.1.2 Hcl!u Pmssurlutim system7.12.1.3 &SlJltS Of Frllurr

S--Vs-IV6 Chlllddn end BuildwTransient Pcrfomancc forFirst BumS-In Mainstsgc Pcrfomdncefor First BumS-IVB Shutdown Transientperformance for First BumS-IVB Pwking Orbit CoastPhase ConditlmlngS-IV B Chilldowm and BuildsTransient Perforunce forSecond Bum

Inveatlgetlcn7.12.1.4 MS Extenul Lerkege Cormctfvektln7.12.1.5 Thnnt SySocll7.12.2 APS lbdule 2 PorFo m-7.12.2.1 Pmpellm t Qstcll.7.12.2.2 lk!iu Pmsurization Sysm7.12.2.3 ~S$""l LuLspc Comct ive7.12.2.4 Thrust Sysa7.13 S-IVB Orbital kflng Operations7.13.1 Fml Tank Wing7.13.2 LOX T&L G@ng end Srfing7.13.3 Cold lcliu m7.13.4 Mtmt lkllu oup7.13.5 stat Pneurtic Caltrol

sp)rcm %ffnO7.13.6 Engine Start Tank Srflng7.13.7 Engine Control spkcfe Lfin97.14 Nydmulic systaSECT1ale - STWCTIRS8.1 s-v8.2 total Vehicle StnictumSEvelutlon8.2.1 LoegltudinrlLoed4

Pege

6-196-206-20

7-l

7-27-57-77-7

7-77-137-1s7-177-177-18I-107-207-247-247-247-247-297-317-317-31?-?!7-31::;::g:z7-417-417-417-437437-447-r4

8-l

::1'

Page8.2.2 Benaing tints 8-38.2.3 Vehicle Dynamic Chrrscte rlstics 8-38.2.3.1 longitudinrl DynnfcCharacteristics0.2.4 Vibration8.3 S-11 POGO limiting BackupCutoff systemSECTIO N 9 - CUIWCE AND NAVIC ATIO) I9.19.29.3

9.49.4.19.4.2SECTIW10.110.210.2.110.2.210.310.410.4.110.4.210.4.310.4.410.510.610.6.110.6.210.6.310.6.4SECTION11.111.211.311.3.111.411.4.111.4.211.511.5.111.5.2

S-YGufdsncc tarprrisonsNwlgr tion end GuidanceSchrr EvaluationNavigation and GuidanceSystem CaqonentsST-124M Strbilired Plrtfomw-LVOC and LVM

IO - C;oIITR Ol AND SEPARATIOWS-Ys-IC Control systnEvrluatlonliftoff ClearancesInflight Dyniricss-11 Control sysmEvrlurtions-IUD Control systcllEvaluationControl System EwltMlon&wing First BumControl Systea EwluetIo nOurhg Parking OrbitControl Systcl EvelwtlonChwlng SecendBumControl Systa EvelwtlonAfter S-IVII Second Bum1nstn-mt wtContm1Colponcnts Lvrlurtlonseparat1alS-K/S-II sepwet1onS-11 Second Plane SeparationEv4luet:os-1 l/S- *9 seplratiomS-IvB/CW Separation

8-3n-58-7

9-:9-1

9-109-229-249-24

10-l10-l10-l10-l10-e10-910-9

IO-14IO-1510-18lo-24IO-24IO-2410-a .* ;.IO-26IO-26

ll- ELECTRICAL WE- w1D EMERGENCYDETECTION CYSTEMs-v 11-lS-IC Staqe Electric41G-S- 11-lS-11 Steg+ ElectrlulSYSti 11-lS-II 1gntt1on systemElectrical Netuort Armly II-2S-IVB Stage Electricalsrs- II-3f-v 11-3S-IVB Fotwrd B4ttery No. 2Brthcy Perforunce 11-3lnstrumt Uit Electric41SF- 11-9S-V II-9Batteq kulysir 11-14


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TAME 0F CONTENTS CONTINUED)

Page

11.6 ?,dtUrn v bWqenCy bteCtmSystem !EOS) 11-1s

SECTIO N 12 - VEHICLE PRESSURE EIIVIRCU4ME HT12.1 h""dl-y12.2 Base Pressures12.2 1 s-IC Base Pressures12.2.1 s-11 Base Pressures

SECTIO N 13 - VEHICLE THEPJW13.1 SmdV13.2 S-IC Base Heatng13.3 S-II Base Heating13.4 Vehicle kroheating ThennalEnvitlnment

ENVIRONMENT13-l13-I13-I

12-l12-I12-112-1

13-613.5 S-[C/S-II Separation ThermalEnvironrent 13-7SECTIUU 14 - EPVIROM(EWTAL CONTROL SYSTEM S14.114.214.314.414.4.114.4.2

SECTIDN15.115.215.315.415.515.615.6.115.6.215.6.315.7

15 - MTA SYSTEM SS-f-YVehicle Measummnt EvaluationAttt wm WF Tclenetty SystcaEvaluattonC-Emd Radar SystemEvaluattouSecure bra- Safety ComandSystem EvaluationComand and Comm iutionSysteu EvaluationCownd -ication SysteuS-VCCS Perfocwnceccs S1qlal LOSSGrowl Engineering bras

SEcna 16 - IMSS CHAMCTERlSflCS16.1 f-v16.2 ass EvalvltionSECflDlI 17 - LINAR 119ACT17.1 5-v11.2 TranslmarCoestkrmven17.3 Trajec tory Evalwtion17.4 Lwr 1-t CoM .ionS17.5 Tracking Dlta

S-VS-IC Envirommtal ControlS-11 Enviromen tal ControlILL Lnviroomntal ControlThe ~l Conditioning SysteuUCS)ST-124M 6as Derring Syst m(=f)

14-114-l14-214-214-214-7

15-115-i15-lIS-415-7IS-7

15-715-I15-1015-12

16-l16-l

17-l17-l17-517-517-9

SECTIONSECTlOW

SECTION20.120.220.320.4to.520.620.720.7.120.7.220.7.320.7.420.7.520.7.6ii-x 12U:a:220.8.320.6.420.6.520.920.1020.1120.1220.12-l20.12.220.12.320.1320.14

18 - SPACECRAFT SLWARY19 - APOLLO 16 INFLICiHTOEIWSTRATION20 - LWAR ROVIN G VEHICLE

SWaf-yDeploymentLRV to Stewed PayloadInterfaceLunar TrafficabilityEnvirommtHeel Soil InteractionLocmtion PerformanceMechanical SystemsHarmonic DriveIheels and SuspensionBrakesStabilityHand ControllerLO&SElectrical SystemsBatteriesTraction Drive SystemDistribution SystemSteeringkp-Hour IntegratorContro l and Display ConsoleNavigation SysteuCraw StationThefualSuRuryTransportrtion PhaseEvtrawhicular ActivityPeriodsStructuralLunar Roving VehicleConfiguration

RPfNDIX A - ATHOSPHELA.1A.2A.3A.4A.4.1A.4.2A.4.3A.4.4A.4.5A.4.6A.5A.5.1A.5.2A.5.3

-ryGrnaral Amphe ric Conditionsat hutch Tim eSurface Observations at1amch Timellpper A ir Measu ramtsYindfpccdMind DirectionPitch Mind bqa*ntYaw Yind Colponcnttorponntuind ShearsExtra Ylnd Data in the lilghWC fwm~~'c DataAtPsphcric RwsftyOptical Id I! of kfraction

Page18-l

19-l

20-l20-320-320-320-620-620-62:z:20-B20-D20-820-Bii:g: ;

20-1020-1020-1520-1620-1620-1620-1620-1920-19

A-lA-lA-lA-lA-lA-2A-2A-2A-2A-2:::;:;


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TABLE OF CONTENTS (CONTINUED)

A.6 coqwlson of SelectedA~sphe rlc olta for Srturn VLmmches A-3APPE NDIX 6 - AS-511 S16111FIWT 0011FIGlWlIOWCnmeES6.1 Intmductlon B-1


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LIST OF ILLUSTRATIONS

figure2-l

4.1

4-2

4-3b-b

b-5b-6

4-7

5-lS-25-3S-45-55-65-76-l

6-2

6-36-h6-4

6-5

6-66-7

6-8

Ground Station Tim e toVehicle lime ConversionAscent Trajecto ry Positiancollpan sonAscent Trajecto ry Space-fixed Velocity and flig htPath Angle ComparisonsAscent Trajecto ry AccelerationConvarisonDynamic Pressure and Mac3hmher ComparisonLaunch Vehicle GroundtrackInjectio n Phase Space-flxed Velocity and Flig htPath Angle iolrperisonsInjectio n Phase AccelerationComparisonS-!C LOX Start BcxRequirementsS-IC Engines Thrus t BuildupS-IC Stage PropulsionPerformancef-l Engine Thr ust DecayS-IC Thrus t DecayS-IC Fuel Tank Ul'agePressureS-It LOX Tank Ullage PressureS-11 Engine Start TankPerformanceS-II Engine Helium Ta nkPresswesS-11 J-Z Engine SchematicJ-2 Engine ConfigurationChangesS-11 Engine Punp InletStart RequireRntsS-11 Single Engine T hrustBuildup CharacteristicsS-11 Propulsion Perform anceS-11 J-Z 0utbw-d EngineThrust DecayS-11 Fuel Tart UllagePrnPrSUre

age

z-2

4-2

4-2

4-34-74-0

4-94-10

5-25-3

5-45-65-7

5-85-9

6-36-46-5

6-8 7-116-8 7-12

6-96-106-12

6-15

Fipw6-96-10

6-11

6-12

6-13

6-14

7-l

7-27-3

7-47-57-6

7-7

7-0

7-97-10

7-137-14

1-11 fuel Pwp InletCcmditionsS-II LOY Tdnk LlllagePtT5SUI-Ps-11 LOX Pump InletConditionsS-I I Center Engine LOXfeedline Accuntulator BleedSystem PerformanceS-11 Center Engine LOXfeedline Accw wlato r fillTransientS-II Center Engine LOKfeedline Acclnlulator HeliumSupply System PerformanceS-IVB Start Box and RunRequirements - first BurnS-IVB Thrus t Buildup Transientfor First BumS-IVB Steady State Performance- First BumS-1VB Thrus t DecayS-IV8 CVS Perfomance -Coast PhaseS-IV B Ullage ConditionsDurrng Repressurization

'sing 02/Q CurrierS-IVB 02/H2 Burner Thrus tand Pressurant FlwrateS-IV6 Sta rt Box and RunRequirem ents - Second SumS-IY B Steady StatePerfomance - Seand BumS-IVB Engine Steady StatePerfornuncc During SbgeAcceptance TestS-IV B LH2 Ullage Pressure -First Bum and Paming OmitS-IN LH2 Ullagc Pressure -Second Bum and TranslunarCoastS-IV6 Fuel Plnp InletConditions - Firs t BumS-IVB Fuel Pulp InletConditions - Second Bum

Pageb-16

6-176-18

6-21

6-21

6-22

7-3

7-4

7-67-a

7-9

7-10

7-l 1

7-12

7-11

7-16

7-19

7-19

7-21

7-22


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LIST OF ILLUSTRATIONS (C~~TUNJED)r1gure7-15

7-167-177-18l-197-m7-217-227-237-207-257-267-27

7-287-297-307-31

8-l

8-Z

El-3

8-4

B-58-60-Y

0-8

s-la LCI pu* InletConaltlons - Second GumI-IVR Cold Helium SupplyHistoryAPS Module 1 Helium ~upolyPressureS-lb% APS Accumulated HeliumLeakage for Modules 1 dna 2APS Degulatcr OutletPITSSUITS-IVB Anblent nellurn Inter -connect Spheres SchenlatlcAPS Module 2 Supply PressureAPS Heltum Bottle/RegulatorDischarge Transducer HountlngAPS neltun PressureRegulator 1854601APS lieliun Regulator OutletPressure During PressurizationAPS Module 2 RegulatorOutlet PressurnAPS neliw Bottle/Reg ulatorDischarge TrdnSduCerrbunting (Proposed Redesign)S-IVB LOX Drnp and Ortr italSafing SequnceS-IVB LOX m ParameterHistoriesS-Iv9 LOX Tar t u11ageCce~sure - kcs~d Bum andTrrczJ8Jr.r coils.LonT;tudinal Acceleraton atIll and 01 During ThrustBuildw and LaunchLongitudinal Load at Ti mof kxinn Bending Ibrent.CECO and IXCOBending Mome nt and LoadFactor Distribution dt Ti mof krimm Bending r)amtIll AcceleroRtcr Five HertzRrsponse During S- It Bum(Lowgittiinrl)IU and m Longitudinalkcelcration Afte r S-IC DECOIU and C% LongitudinalAcceleration Afte r S-1' DECOAS-Sll/AS-510 kaleration andPressure Dscillatims [kringS-11 Bum (8 to 20 tls Filter)AS-511 Pm Inlet Prersurrand Thrust Pad kaltrrticmOscillations During kcw -lrtor Fill Transient (1 to110 Hz Filter)

7-:3 b-lfl7-25 9-li-267-27 9-2

7-289-3

7-30T-32 9-d7-337-35 9-5

7-36 9-67-36

9-77-377-38

i-397 -407-12

743

8-2

8-2

a-3

8-48-584

E-8

8-8

9-8

9-Y

9-10

9-11

9-12g-139-149-159-169-1710-l10-Z10-3

10-410-S

.-ibb Sta w r~hrntrcnL"".loprsS-IV6 vrbratlon SpectralA!L3l?.SlSTrajecto ry and ST-124MFlatfom Velocity Com-parisons. Boost-to4PO(1raJectov-y Minus LVDClTrajecto ry and ST-124MPlatform Velocity Com-parisons. Boost-to-TLl(Traject ory Minus LVM !Cmrparison of LVOC and post-flight Trajector y During fp0.X Position and VelocityConQarison of LVDC and Post-flight Trajector) Dur;ng EPO.\ Posltion and VelocityComparison of LVDC and Post-flight Trajectory Dwing [PO,2 Posi?ion and Veloc ityCmperiron of LVLK and Dost-flight Trajectory During EPO.Radius and Veloc ityComdrison of CVGC and Post-flight Traject oy DuringBoost to TL I. I Position endVelocityCqarison of LVLK and Post-flight Trajecto ry DuringBoost to TL I. V Position andVelocityComparison of LVOC and Post-flight Trajecto ry DuringBoost to TL I. 2 Positiw andVelocityCmrisons of LVDC and Post-flight Trajectory DwifqBoost to TL I, Radius andVelocityContinuous Vent Systa , (CVS)Th-ust and kcelerationDuring EWAS-511 P:tch Attltudc Anp?e,FirSt BumG-511 Yaw Attitude An9lc.First BumAS-511 Roll Attitude Angle.First Gum;ztn$ and Actual Pitch- Second BumComsmded and ktual TnAttitude - 5econd Bumlnplitude of Cross-&balysisAS-511 Liftoff Vim Ranauvera-511 ReconstructedLiftoff TrajectoryPitch Plane Dynamics DuringS-IC BumVa Plane Dynaics OurinS-IC BumPitch ard Yaw Platte FmeSt- Angle qf Attackthing S-IC Bum

rdw

d- Y

8-9

9-2

9-2

9-b

9-7

9-8

9-9

9-11

9-12

9-13

9-14

9-159-189-199-203-239-239-2510-210-310-410-S

10-6


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Figure10-6IO-7IO-8IO-9IO-1010-1110-1210-13

10-1411-l11-211-3

11-411-511-611-711-e11-912-112-212-312-413-113-213-313-413-513413-I

LIST DF ILLUSTRATIONS (CDNTINUED)

Pitch Plane Dynamics Dur rngs-11 Burnvaw Plane Dynamics Durings-11 BumPitch Plane Dynamics DuringS-IVE FirSt BumYaw Plane Dynamics DuringS-lb% First BumPitch Plane Dynamics DuringParLing OrbitPitch Plane Dynamics DuringS-IVB Second BumVm Plane Dynamics DuringS-173 Second B umPitch Plane Dynamics DuringTranslma r Coast (Sheet Iof 5)AS-511 S-IC/ S-II SeparationDistanceS-IV8 Stsgt Forrrrd No. 1BatWry Voltage and CurrrntS-IVB Stage Fon~rrd No. 2Battevy Voltrge and CurrentAS-510 S-IV6 Stage FowardNo. 2 Batte ry Voltage andCumtS-In Strpr Aft No. 1 BatteryVoltrO c and CurventS-IV8 Stage Aft No. 2 Batteryvo1trpc and current6D10 Battery Rasurrrrn ts6D2tl Batttrykasu-tsCD30 Battery Ilcasu- ts6040 Batmy kasu-tsS-K Base Heat ShieldDiifemmtia1 PmsurcS-11 MeI t Weld Forwa rdFace Presswes-11 Thnrst rant P~SSUreS-11 *at Shield Af t FacePfI!SSUl%S-K base &giofa TotalNtatiiQ &ttS-K 6612 Icpim 6sTcqcntvrrS-K Mimt Gas TcpNltumLklCr Enp(R cac wns-11 nwt MC14 hft neat aas-11 neat Shltld N!anmyT~reults-11 INNt ShlCld Af t Ilrdlatial)Clt lrttFomw d LoutIm of SeparatedFlol m S-IC Stqe

ID-10IO-1110-1210-13lo-14lo-1610-17

lo-1910-25

11411-5

11-611-711-8

11-1011-1111-1211-13

12-212-212-3

12-313-213-213-313-413413-S134

f I ,1-e14-.14-t14-;14-414-514-614-714-B14-915-l15-215-315-417-l17-2

17-317-417-570-l20-220-320-42D-52D-6Xl-720-aA-l

A-2

A-3A4A-5

Ill TCS cir2lUTherma(KS)

Sphere PressureContro1 system

Ill TCS Hydraulic perfomm ceSelected Ill CawonentTmQtrrtumIIJ ptsrurt RegulatorDptrrtimKS Pressurization SchcmrticIU Sublimator PtrfommceDuring AscentIll Inertial platform GN2PressuresIU G"S GN2 Sphere pressureVt! F Telemetry CoverageSUmUl~C-Band Radar Coverage Sum mryCCS Coverage Sum wyCCS Dwn Link SignalStrength IndicationsTranrllm rr Coast wbewersOrrrvia&Y&led TrrnsluMr c&astlhtuvtrs and Early PTCaesidualsLate ksidvrls Showing PTCFrewmcy DtcrtrstLww LanMwks of ScientificIntimtTracking Data Availabilitylpollo 16 LRV-2 TravmtsLmrr surface Phota)raphsLRV Pam UsageNavigation SubsystmBloc+DiagrmLSV Parr Schematic (Sheet1of 2)lam01 and Display PanelConfigurationBattevy No. 1 TcnpcrrtureBattery ho. 2 TcrperatureSurface Yat htr Nap Approli-utely 6 Hours Before Lwm chof a-5116llO Mlllbar *p bpvwxi-wtely 6 tlourr Before Lamchof M-511krl4r Yind Speed at LawnATir of As-511UindMrection at Launchfin of AS-511Pitch Yind ~eloc~ty Ca-z5iIp) at Lauuh Tim e-

Page14-314-414-514-614-814-614-9

14-1014-10

15-515-B15-9

15-1217-1

17-417-611-717-920-220420-720-11

20-1220-1420-1720-w

A-0

A-9A- 10A-11

A-12


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LIST OF ILLUSTRATIONS (CONTINUED)

Fiqure PWA-6 Vrr Mind Velocity Component(Wz) at Launch Ti m of AS-511 A-13A-7 Pitch (Sx) and Yaw (St)Caponent Wind Shears at Launch

Ti m of AS-511 A-14A-a Relative oevlrtion of Tcn -perrtum and Possum from the

PM-63 Rferencc Atmsp hem.As-511 A-15

A-9 Rhtive Devirtfon of Densityend Absolute Deviation of thelnder of Refraction Fro thePRA-63 Rference Atmosph em,AS-511 A-16


13/315

LIST OF TABLES

Table1232-l2-22-33-lb-l4-24-34-44-55-l5-25-36-l6-27-l

7-2

7-37-4

Missinn ObjectivesAccomplishmentSvnmary of SignificantAnomaliesSIJIIII W~ of Anomalieslime Base SunmarySignificant Event Tim esImnaryVariable Tine and CofmnandSwitch Selector EventsAS-5ll/Apollo 16 PrelaunchMilestonesConyarison of Significa ntTrajectoq EventsCcqarison of Cutoff EventsConparfson of SeparationEventsParking Orbit InsertionConditionsTranslmar InjectionConditionsF-l Engine System Buildupand Start limesS-1; Individual StandardSea Level Engine Perfoma nceS-I t Propellant Mass HistoryS-11 Engine Perfoma nceAS-511 Flig ht S-11 Propellantkss History

age

xrviixxvix

IXK2-z2-4

Z-103-24-41-54-61-B

4-115-25-55-8

6-106-13

S-IVB Steady State Performance -Ffrrt Bum (STD V @en +140-Second Ti re Slice at StandardAltitvdc Conditions) 7-5S-IVB Steady State Perfomunce -Second Bum (STDV @en l 140-Second Ti m Slice at StandardAltituh Glndftions) 7-13S-!UE Lnglne MainstagePerfoma ncl? Averages 7-15S-Im Stage Propellantkss History I-!8

Table7-57-6B-l

9-l

9-29-39-b9-510-lIO-2

IO-310-410-Sli-111-211-311-r15-l15-Z15-315-415-S15-6

PageS-IV5 APS PropellantConslmgti-n 7-29APS External Leakage Sumn ary 7-30Post S-II CECO il HertzEngine No. 1 tidal PadOscillations a-7Iner:tal Platfom VelocityComparisons (PACSS-12 Coor-dinate System) 9-4Guidance Comparisons (PACSS 13) 9-5State Vector Differences a+Translunar InjectionAS-511 Guidance Sys temAccuracyCoast Phase Guidance Steerin gConaaands at Major EventsAS-511 Nisaligmn ent andLifto ff Conditions Stanna ryMaximrrn Control ParametersDuring S-It BumMaxinun Control Param etersDuring S-II BumMaxiown Control Param etersDuring S-IVB First BumMaximum Control ParamtersDuring S-IV8 Second BumS-It Stage Battery PowerConsumptionS-11 Stage Battery CurrentcmsmptionS-IVB Stage Battery PowerCmskmQtionIll Batte ry Par ConsuptionAS-511 lleasurement SurnafyAS-511 Flight MeasurementsWaived Prior to Fligh t

9-!69-169-2110-7IO-710-8

10-1410-15

11-l11-211-9

11-14IS-215-2

AS-511 Measurement Malfunctions 15-3AS-511 Questionable Flig htMeasumments 15-4AS-511 Launch VehicleTel-tr y Links 15-6

Comm nd and ConnnicationSyst em Canand History. AS-511 15-11


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Table16-!

16-2

16-3

16-3

16-5

16-6

16-T

16-8

16-916-1017-l17-2

17-317-417-520-l20-Z

A-l

A-2

A-3

A-4

A-5

8-1

e-2

B-3

ILI Significant ConfiguratwnChanges B-3

LIST OF TABLES (CONTINUED)Page Tab =

Total Venicle P&s - 5-IC B-4Burn P hase - Kilogrann 16-3Total Yehlcle Yass - S-iCBurn Phase - Pounds 16-3Total Vehicle Mass - S-!1Burn Pirase - K I 1 ogranls 16-4To ra! iehicle IMass - S-i1Furn rhase - Pounds 16-4Total Vehicle Mass - S-IV8F'rs t Blirn Phase - Kilogr ams 16-5lotal Vehicle I.iss - S-IV BFirst Bun: Phase - Pounds Mass 16-STot al Vehicle Nass - S-IWBSecond Bum Phase - Kiloorams 1,-bTotal Vehicle Mass - S-IV8Second 91,v-n Phase - PoundsMass 16-6Fligh t ;equence Mass Sunnary 16-7Mass Cbracteristics Conwnson 16-9Tran;lunar Coast Maneuvers 17-3Geocentric O&it ParametersFo1iwir.g APS Inpact Bu m 17-iLunar Impact Conditions 17-9Lunar Impact Seismic Data 17-3S-IVB/IU Tracking Stations 17-10LRW Perfonance Suam ury 20-SLRV Significant Conflr_,ratio;lCsanges 20-20Sur*act Observations at AS-511Launch Tile A-4Sys tem s Used to Measure UPper4ir Idnd Data for a-511 A-4Marimum blind Speed in HighDynamic oress~re Region torAp?llo/Satu m 501 throughApollo/Saturn 511 Vehicles A-5Extre me Uind Shear Valuas InMe High @ vnamic PressureQegion for Apollo/Saturn 501mm* Apollo/Saturn 51'Vehicles AdSelected A-spheric Observa-tions for Apollo/Saturn SolMfoq h 5?1 Vehicle Caulchesdt Kennedy Space Canter.Florida A-7S-It Significant ConfigurationChanges B-lS-II Significent Configurationchanges e-2S-IVB Sigificant CanfiguratimChanges B-2

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ACKNDWLEDGEMLNT

This report Zs 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-Astrodynamics LaboratoryAstrionics LaboratoryComputation LaboratoryAstronautics LaboratorySpace Sciences Laboratory

Program Management

John F. Kennedy Space CenterManned Spacecraft CenterThe Boeing CompanyMcDonnell Douglas Astronautics CompanyInternational Business Machines CorporationNorth American Rockwell/Space Division

North American Rockwell/Rocketdyne Division

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ABBREVIATIONS

ACNACSALSEPANTAOSAPSARIAASCAS1BDABSTccsC&DCCDDTCDRCECOCIF

CGCMCNVCR0CRPCSMCT4cvsCYI

"scension IslandAlternating Current PowerSUPPlYApollo Lunar SurfaceExperiments PackageAntiguaAcquisition of SignalAuxiliary Propulsion SystemApollo Range InstrumentAircraftAccelerometer SignalConditionerAugmented Spark IgniterBermudaBoostComnaqd and CommunicationsSystemControl and Display ConsoleCountdown Demonstration TestCommanderCenter Engine CutoffCentral InstrumentationFacilityCenter of GravityComMnd ModuleCape KennedyCarnarvonComputer Reset PulseCommand and Service ModuleCape Telemetry 4Continuous Vent SystemGrand Canary Island

DACDDASDEEDGUDOIJOMDTSEBWEC0ECPECSEDSEMREMREMUEPOESCESTETCETWEVAFCCFM/FMFMRFRTGBIGBS

Data Acquisit ion CameraDigita l Data AcquisitionSystemDigital Events EvaluatorDirectional Gyro UnitDesirable ObjectiveData Output MultiplexerData Transmission SystemExploding Bridge WireEngine CutoffEngineering Change ProposalEnvironmental Control SystemEmergency Detection SystemEngine Mixture RatioError Monitor RegisterExtra-Vehicular MobilityUnitEarth Parking OrbitEngine Start CommandEastern Standard TimeGoddard Experime.&al TestCent3Error Time WordExtra-Vehicular ActivityFlight Control ComputerFrequency Modulation/Frequency ModulationFlight Mission RuleFlight Readiness TestGrand Bahama IslandGas Bearing System


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ABBREVIATIONS ( CONTINUED)GDSGDSWGGGOXGRRGSEGSFCGTKGWMHAWHDAHEHF(_\!HSKICDIGMIMUIUKSCLCRULETLH2LITLMLMPLMRLO1LOSLOXLRVLSSLUTLVLVDA

GoldstoneGoldstone WingGas GeneratorGaseous OxygenGuidance Reference ReleaseGround Support EquipmentGoddard Space Flight CenterGrand Turk IslandGuamHawaiiHolddown ArmHeliumHelium Flow Control Valvet,oneysuckle CreekInterface Control DocumentIterative Guidance ModeInertial Measurement UnitInstrument UnitKennedy Space CenterLunar Communication RelayUnitLaunch Escape TowerLiquid HydrogenLunar Impact TeamLunar Modulelunar Module PilotLaunch Mission Rule-Lunar Orbit InsertionLoss of SignalLiquid OxygenLunar Roving VehicleLunar Soil SimulantLaunch l;(,lbilical TowerLaunch VehicleLaunch Vehicle DataAdapter

LVDCLVGSEMAD'MADWMAPMCC-HMESAMFVMILAMLMOMOVMRMRCVMSCMSFCMSFNMSSMTFM/WNASA

NPSPNPVOATOCPOECOOFSOOMPTOTOTBV

Launch Vehicle DigitalComputerLaunch Vehicle GroundSupport EquipmentMadridMadrid WingMessage Acceptance PulseMission Control Center -HoustonModularized EquipmentStorage AssemblyMain Fuel ValveMerritt Island Launch AreaMobile LauncherMandatory ObjectiveMain Oxidizer ValveMixture RatioMixture Ratio Control ValveManned Spacecraft CenterMarshall Space FlightCenterManned Space Flight NetworkMobile Service StructureMississippi Test FacilityMethanol WaterNational Aeronautics andSpace AdministrationNet Positive SuctionPressureNonpropulsive VentOverall TestOrbital Correction ProgramOutboard Engine CutoffOverfill Shutoff SensorPost Flight TrajectoryOperational TrajectoryOxidizer Turbine BypassValve


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ABBREVIATIONS (CONTINUED)PACSS

PAFBPCMPCM/FMPEAPI0PLSS

PO1PMRPRAPTCSPTCPUPWMRFRF1RMSPP-1SASCSCFM

SCIMSIMSLASMSPSSPSSPUSRSCS

Project Apollo CoordinateSystem StandardsPatrick Air Force BasePulse Code ModulationPulse Code Modulat ion/Frequency ModulationPlatform ElectronicsAssemblyProcess Input/OutputPortable Life SupportSystemParking Orbit InsertionProgrammed Mixture RatioPatrick ReferenceAtmospherePropellant Tanking ComputerSystemPassive Thermal ControlPropellant UtilizationPulse Width ModulatorRadiofrequencyRadiofrequency InterferenceRoot Mean SquareS-IC Stage FuelService ArmSpacecraftStandard Cubic Feet perMinuteStandard Cubic Inch perMinuteScientific Instrument ModuleSpacecraft/LM AdapterService ModuleService Propulsion SystemStabilized Platform SubsystemSignal Frocessing UnitSecure Range Safety ComMndSystem

SSDQSTDVsvTCSTD&ETEITEXTLCTLITMTMRTSMTVCUCRUSAEUSBUTVAVANVHFWESZ

Switch Selector and DiscreteOutput RegisterStart Tank, Discharge ValveSpace VehicleThermal ConditioningSystemTransportation, Dockingand EjectionTransearth InjectionCorpus Christi (Texas)Translunar CoastTranslunar InjectionTelemetryTriple Module RedundantTai l Service MastThrust Vector ControlUnsatisfactory ConditionReportU. S. Army EngineerUnified S-BandUniversal TimeVolt AmperesVanguard (ship)Very High FrequencyWaterways ExperimentalStationZulu Time (equivalent toUT)

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MISSION PLAN

The AS-511 fliaht (Apollo 16 mission) is the eleventh flight in the Apollo/Saturn Y flight program, the sixth mission planned -for lunar landing, andthe fourth mission planned for landing in the lunar highlands. The primarymission objectives are: a) perform selenological inspection, survey, andsampling of materials and surface features in a preselected area of theDescartes region; b) deploy and activate the Apollo Lunar Surface Experi-ments Package (ALSEP); and c) conduct inflight experiments and photographictests from lunar orbit. The crew consists of 3. W. Young (MissionCommander), T. K. Mattingly, II (Comnand Module Pilot), and C. M. Duke, Jr.(Lunar Module Pilot).The AS-511 Launch Vehicle (LV) is composed of the S-IC-11, S-11-11,S-IVB-511, and Instrument Unit (IUj-511 stages. The Spacecraft (SC) con-sists of SC/Lunar Module Adapter (SLA)-20, Command Module (CM)-113,Service Module (SM)-113, and Lunar Module (LM)-11. The LM has been modi-fied for this flight and will include the Lunar Roving Vehicle (LRV)-2.Vehicle launch from Complex 39A at Kennedy Space Center (KSC) is along a90 degree azimuth with a roll to a flight azimuth of approximately 72degrees measured east of true north. Vehicle mass at ignition is 6,538,395lbm.The S-IC stage powered flight is approximately 162 seconds; the S-II stageprovides powered flight for approximately 395 seconds. The S-IVB stagefirst burn of approximately 142 seconds inserts the S-IVB/IU/SLA/LH/Command and Service Module (CSM) into a circular 90 n mi. altitude(referenced to the earth equatorial radius) Earth Parking Orbit (EPO).Vehicle mass at orbit insertion is 308,916 lbm.At approximately 10 seconds after EPO insertion, the vehicle is alignedwith the local horizontal. Continuous hydrogen ventin is initiatedshortly after EPO insertion and the LV and Spacecraft 9 SC) systems arechecked in preparation for the Translunar Injection (TLI) burn. Duringthe second revolution in EPO, the S-IbB stage is restarted and burns forapproximately 343 seconds. This burn inserts the S-IVB/IU/SLA-CSM intoan earth-return, translunar trajectoryWithin 15 minutes after TLI, the vehicle initiates a maneuver to an iner-tial attitude hold for CSM separation, docking, and CSM/LM ejection.Following the attitude freeze, the CSM separates from the LV and the

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SLA panels are jettisoned. The CSR then transposes and docks to the LM.After docking, the CSWLM is spring ejected from the S-IVB/IU. Follow-ing separalion of the combined CSM/LM from the S-IVB/IU, the S-IVB/IUperforms a yaw maneuver and then an 80-second burn of the S-IV6 Auxil iaryPropulsion System (APS) uliage engines as an evasive maneuver to decreasethe probabil ity of S-IVB/IU recontact with the spacecraft. Subsequent tothe completion of the S-iVB/IU evasive maneuver, the S-IVB/IU is placedon a trajectory such that it will impact the lunar surface in the vicinityof the Apollo 12 landing site. The actual lunar impact target is at 2.3"slati%ude and 31.7"W longitude. The impact trajectory is achieved by pro-pulsive venting of hydrogen (HZ), dumping of residual liquid oxygen (LOX),and by firing the APS uilage engines. The S-iVS/iU impact wili be recordedby the seismographs deployed during the Apoilo 15, 14, and 15 missions.S-IVB/IU lunar impact is predicted at approximately 74 hours 30 minutes8 seconds after launch.Several inflight experiments will be flotin on Apollo 16. Several experi-

rnnA,,r+ A h., ticments are to be ~~,IIUU~.eu vJ U,e of the Scientific Instrument Module (SIM)located in Sector I of the SM. A subsatellite is launched from the SIMinto lunar orbit and several experiments are performed by it. The in-flight experiments are conducted during earth orbit, translunar coast,lunar orbit, and transearth coast mission phases.During the 71-hour 50-minute translunar coast, the astronauts will performstar-earth landmark sightings, Inertial Measurement Unit (IMU) alignments,general iunar navigation procedures, and possibiy four midcourse correc-tions. At approximately 74 hours and 28 minutes, a Service PropulsionSystem (SPS), Lunar Orbit Insertion (LOI) burn of approximately 375seconds is initiated to insert the CSM/LM into a 58 by 170 n mi. altitudeparking orbit. Approximately two revolutions after LOI, a 24.1-secondburn will adjust the orbit into an il by 59 n mi. altitude. The LM isentered by astronauts Younq and Duke, and checkout is accomplished.During the twelfth revolution in orbit, at 96.2 hours, the LM separatesfrom the CSM and prepares for the lunar descent. The CSM is then insertedinto an approximately 52 by 68 n mi. altitude orbit usina a 5.9-second SPS burn.The LM descent propulsion system is used to brake the L?i-into the properlanding trajectory and maneuver the LM during descent to the lunar surface.Following lunar landing, three EVA time periods of 7 hours each are sche-duled during which the astronauts will explore the lunar surface in theLRV, examine the LM exterior, photograph the lunar surface, and deployscientific instruments. Sorties in the LRV will be limited in radiussuch that the 3ife support system capability will not be exceeded if LRVfailure necessitates the astronauts walkinq back to the LM. Total staytime on the iunar surface is open-ended, with a pianned maximum of 73.3hours depending upo,~ the outcome of current 1un;lr surface operationsplanning and of real-time operational decisions. After the EVA, theastronauts prepare the LM ascent propulsion system for lunar ascent.


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The CSM performs a plane change approximately 20 hours before rendezvous.At approximately 171.9 hours, the ascent stage inserts the LM into a 9by 45 n mi. altitude lunar orbit. At approximately 173.7 hours the rendez-vous and docking with the CSM are accomplished.Following docking, equipment transfer, and decontamination procedures,the LM ascent stage ?s jettisoned and targeted to impact the lunar sur-face at a point near the Apollo 16 landing site, but far enough away soas not to endanger the scientific packages. During the third revolutionbefore transearth injection, the CSM will perform an SPS maneuver toachieve a 55 by 85 n mi. altitude orbit. Shortly thereafter the subsatellitewill be launched into the same orbit. Transearth Injection (TEI) is accm-plished at the end of revolution 76 at approximately 222 hours and 23minutes with a ?50-second SPS burn.During the 67-hour 59-minute transearth coast, the astronauts will per-form navigation procedures, star-earth-moon sightings, the electro-phoretic separation demonstration, and as many as three midcoursecorrections. The SM will separate from the CM 15 minutes before re-entry.Splashdown will occur in the Pacific Ocean 290 hours and 36 minutes afterliftoff.After the recovery operations, a biological quarantine is not imposed onthe crew and CM. However, biological isolation garments will be availablefor use in the event of unexplained crew illness.

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FLIGhT SUMMARY

The ninth manned Saturn Apollo space vehicle, AS-511 (Apollo 16 Mission)was launched at 12:54:00 Eastern Standard Time (EST) on April 16, 1972,from Kennedy Space Center, Complex 39, Pad A. The performance of thelaunch vehicle and Lunar Roving Vehicle was satisfactory and all Manda-tory and Desirable Objectives were accomplished except the precise deter-mination of the lunar impact point and time.The ground systems supporting the AS-Sll/Apollo 16 countdi,wn and launchperformed satisfactorily with no unscheduled holds. Propellant tankingwas accomplished satisfactorily. Damage to the pad, Launch UmbilicalTower (LUT) and support equipment was considered minimal.The vehicle was launched on an azimuth 90 degrees east of north. A rollmaneuver was initiated at 12.7 seconds that placed the vehicle on a flightazimuth of 72.034 degrees east of north. The trajectory parameters fromlaunch to Command and Service Module (CSM) separation were close tonominal. Earth parking orbit insertion conditions were achieved 0.72second later than nominal with altitude nominal and velocit 0.2 meterper second greater than nominal. Translunar Injection (TLI J conditionswere achieved 1.78 seconds earlier than nominal with altitude 2.0 kilo-meters less than nominal and velocity 1.9 meters per second greater thannominal. The trajectory parameters at Command and Service Module (GM)separation deviated somewhat from nominal since the event occurred 38.6seconds later than predicted.All S-IC propuision systems perfonned satisfactorily. In all cases, thepropulsion performance was very close to the predicted nominal. Over-all stage site thrust was 0.05 percent higher than predicted. Totalpropellant consumption rate was 0.36 percent lower than predicted andthe total consumed mixture ratio 0.40 percent higher than predicted.Specific impulse was 0.41 percent higher than predicted. Total propellantconsumption from Holddawn Ann (HDA) release to Outboard Engines Cutoff(OECO) was low by 0.51 percent. Center Engine Cutoff (CECO) was initiatedby the Instrument Unit (IU) at 137.85 seconds range tinre, 0.11 secondearlier than planned. Outboard Engine Cutoff (OECO) was initiated bythe LOX low level sensors at 161.78 seconds, 0.31 seconds earlier thanpredicted. This is well within the +4.60, -3.60 second 3-sigma limits.At OECO, the LOX residual was 34,028 lbm compared to the predicted36,283 lbm and the fuel residual was 31,601 lbm compared to the pre-dicted 28,248 lbm.

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The S-II propulsion system performed satisfactorily throughout the flight.The S-II Engine Start Command (ESC), as sensed at the engines, occurredat 164.20 seconds. Center Engine Cutoff (CECO) was ini tiated by theInstrument Unit (IU) at 461.77 seconds as planned. Outboard Engine Cut-off (OECO), ini tiated by LOX depletion EC0 sensors, occurred at 559.54seconds giving an outboatd engine operating time of 395.34 seconds or0.63 seconds longer than predicted. The later than predicted S-II DECOwas a result of an earlier than predicted Engine Mixture Ratio (EMR)shift and lower than planned EMR after the step. Engine mainstage per-formance was satisfactory throughout flight. The total stage thrust atthe standard time slice (61 seconds after S-II ESC) was 0.04 percentabove predicted. Total propellant flowrate, including pressurizationflow, was 0.01 percent below predicted, and the stage specific impulsewas 0.07 percetlt above predicted at the standard time slice. Stagepropellant mixture ratio was 0.36 percent below predicted. Enginethrust bui ldup and cutoff transients were within the predicted envelopes.During the S-II engine start transient, an unusually large amount of heliumwas expended from the engine 4 hel ium tank. The most probable cause ofthe anomaly is slow closing of the engine purge control valve allowingexcessive hel ium to be vented overboard. Tests, analysis, and examina-tion of valves from service are being conducted to determine the causeand solutions for engines on subsequent stages. The center engine LOXfeedline accumulator performance was satisfactory. The accumulatorbleed and fi ll subsystems operations were within predictions and theaccumulator system was effective in suppressing POGO type oscillations.The propellant management system performance was satisfactory throughoutloading and flight , and all parameters were within expected limits.Propellant residuals at OECO were 1405 lbm LOX, 1 lbn more than predictedand 2612 lbm LH2, 239 lbm less than predicted. Control of engine mixtureratio was accomplished with the two-position pneumatically operatedMixture Ratio Control Valves (MRCV). The low EMR step occurred 2.0seconds eariier than predicted. The performance of the LOX and LH2 tankpressurization systems was satisfactory. This was the second stage touti lize pressurization orifices in place of regulators to control fn-flight pressurization of the propellant tanks. Ullage pressure in bothtanks was adequaLe to meet or exceed engine inlet Net Positive SuctionPressure (NPSP) minimum requirements throughout mainstage.The S-IVE propulsion system performed satisfactorily throughout theoperational phase of first burn and had normal start and cutoff transients.S-IVB first burn time was 142.6 seconds, 0.4 second longer than predicted.This difference is composed of 1.0 second due to the combined first andsecond stage performance and -0.6 second due to the higher S-IVB perfor-mance. The engine performance during first burn, as determined fromstandard alt itude reconstruction analysis, deviated from the predictedStart Tank Discharge Valve (STDV) open +140-second time slice by 0.38percent for thrust and zero percent for specific impulse. The S-IVBstage first burn Engine Cutoff (ECO) was ini tiated by the Launch Vehicle

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Digital Computer (LVDCj at 706.21 seconds. The Continuous Vent System(CVS) adequ;itely regulated LH2 tank ullage pressure at an average levelof 19.4 psi? during orbit and the Oxygen/Hydrogen (02/H2) burner satis-factori ly achieved LH2 and LOX tank repressurization for restart. Enginerestart conditions were within specified limits. The restart at fullopen Mixture Ratio Control Valve (41RCV) position was successful. S-IVBsecond burn time was 341.9 seconds, 2.4 seconds less than predicted.This difference is primarily due to the slightly higher S-IVB performanceduring second burn, as determined from the standard alt itude reconstruc-tion analysis, deviated from the STDV open +14&second time sl'ce by0.57 percent for thrust and zero percent for specific impulse. Secondburn EC0 was initiated by the LVDC at 9,558.41 seconds (02:39:10.41).The S-IVB high oressure systems were safed following J-2 engi,le secondburn cutoff. The thrust developed during the LOX dump provided a satis-factory contribution to the velocity change for lunar impact. Momentaryullage gas ingestion occurred three times during the LOX dump as a resultof LOX sloshing. The greater than nominal slosh activity was attributedto the addi tional vehicle maneuver to the LOX dump attitude for optimumvelocity increlvtent following the programmed LOX dump maneuver. As aresult of the ullage ingestion, liquid flow was impeded and dump perfor-mance was decreased. Auxiliary Propulsion System (APS) Module 1experience? an external helium leak which started at approximately 3600seconds and continued to 22,800 seconds (06:20:00). The maximum leakrate experienced was 585 psi/hour. The other Module 1 systems functionednormally. Module 2 experienced internal leakage from the high pressuresystem to the low pressure system during the flight . The regulator out-let pressure began to increase above the regulator setting at approximately970 seconds. The pressure continued to increase to 344 pSid, the reliefsetting of the low pressure module relief valve. The regulator outletpressure remained betwttn 344 and 203 psia out to loss of data. Duringperiods of high propellant usage the regu?ator outlet pressure decreased,but not low enough for regulator operation. The prime suspect for thisinternal helium leakage is leakage through the regulator. Data fromprefl ight pressurization of the APS indicates that the APS probably wason the secondary regulator at liftoff . Another leak path being examinedis the common mounting block for the high and low pressure He systempressure transducer.The structural loads experienced during the S-IC boost phase were wellbelow design values. The maximum bending moment was 71 x 106 lbf-in atthe S-!C LOX tank (approximately 27 percent of the design value). Thrust 'cutoff transients experienced by AS-511 were similar to those of previousflights. The maximum longitudinal dynamic responses at the InstrumentUnit (IU) were kO.25 g and kO.32 g at S-IC Center Engine Cutoff (CECO)and Outboard Engine Cutoff (OLCO), respectively. The magnitudes of thethrust cutoff responses are considered normal. During S-IC stage boost,four to five hertz oscillations were detected beginn ing at approximately100 seconds. The maximum amplitude measured at the IU was +0.06 g.


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Oscillations in the four to five hertz range have been observed on pre-vious flights and are considered to be normal vehic le response to flightenvironment. POGO did not occur during S-IC boost. The S-II stagecenter engine LOX feed!ine accumulator successfully inhib ited the 16hertz POGO oscillations. A peak response of l 0.5 g in the 14 to 20hertz frequency range was measured on engine Nc. 5 gimbal pad duringsteady-state engine operat ion. As on previous flights, lw ampl itude11 hertz oscillations were e,%perienced near the end of S-II burn. Peakennine No. 1 gimbal pad response was l 0.07 g. POGO did not occur duringS-Ii boost. The POGO lim itinq backup cutoff system performed satisfac-torily during the prelaunch and flight operations. The system did notoroduce any discrete outputs and should not have since there was no POGO.The structural loads experienced during the S-IVB stage burns were-wellbelow design values. During first burn the S-IVB experienced low ampli-tude, 16 tc 20 hertz oscillations. The amplitudes measured on the gimbalblock were comparable to previous flights and within the expected rangeof values. Similar ly, S-IVB second burn produced intermittent lowamplitude oscillations in the 11 to 16 hertz frequency range which peakednear second burn cutoff.The Guidance and Navigation System satisfactory supported accomplishmentof the mission objectives. The end condition errors at parking orbitinsertion and translunar injection were insignificant. Three anomaliesoccurred in the Guidance and Navigation System, although their effecton the mission were not significant. The anomalies were: a) An anomalousone meter/second shift in the crossrange integrating accelerometer outputjust after liftoff, b) K one second delay in ending the tower clearanceyaw maneuver, c) Intermittent setting of Error Monitor Register bits 13and 14.The control and separation systems functioned correctly throughout theflight of AS-511. Engine gimbal deflections were nominal and APS firingspredictable. Bending and slosh dynamics were adequately stabil ized. Noundue dynamics accompanied any separation.The AS-511 launch vehicle electrical systems and Emergency DetectionSystem (EDS) performed satisfactorily throughout the required period offlight. There was, however, an anomaly in the S-II ignition bus voltageindications during and after the ignit ion sequence. The S-IVB forwardBattery No. 2 depleted early as on AS-510 and did not deliver its ratedcapacity. Operation of al l other batteries, power supplies, inverters,Exploding-Bridge Wire (EBW) fir ing units and switch selectors was normal.The S-IC base heat shield was instrumented with two dif ferent ial pressuremeasurements. The AS-511 flight data have trends and magnitudes sirilarto those seen on previous flights. The AS-511 S-I I base pressure e,:riron-rnents are consistent with the trends and magnitudes seen on previousflights.

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The AS-51 1 S-IC base region thermal envir?qm?nts exhibited trends andmagnitudes sim'lar to those seen on pr 'kious flights. The base thermalenvironments or the S-II stage were csJnsisteTIt with the trends and magni-tudes seen on pr'zvious flights and were well below design,limits. Aero-dynamic heatiny: environments and S-IVB base thermal environments werenot measured on AS-511.The S-IC stage fomard compartment ambient temperatures were maintainedpbove the minimum performance limit during AS-511 countdown. The S-ICstage aft compartment ervironmntal conditioning system performed satis-factorily. The S-II tnemal control and cor~lpartment conditioning systemapparently performed satisfactorily since the ambient temperatures exter-nal to the containers were normal, and there were no roblems with theequipment in the containers. The Instrun#nz Unit (IU ! Envirorunental Con-trol Systems (ECS) performed satisfactorily up until approximately 18,000seconds (05:OO:OO). At this time coolant fluid circulation ceased dueto an excessively high GN2 usage rate which depleted the Thermal Condi-tioning System (TCS) storage sphere. Afte- cooling ceased, temperaturesbegan to increase but were within acceptable values at the time IU tele-metry was terminated.All data systems performed satisfactorily throughout the flight. Flightmeasurements from onboard telemetry were 99.9 percent reliable. Telemetryperformance was normal except for noted problems. Radio Frequency (RF)propagation was satisfactory, though the usual problems due to flameeffects and staging were experienced. Usable VHF data were receiveduntil 18,720 seconds (5:12:00). The Secure Range Safety Command Systems(SRSCS) on the S-IC, S-II, and S-IVB stages were ready to perform theirfunctions properly, on cmnd, if flight conditions during launch ph;sehad required destruct. The stransmitted frcm Bermuda (BDA J stem properly safed the S-IVB on a cOlllWirndat 716.2 seconds. The performance of tneConwnand and Connunications System (CCS; was satisfactorthrough the first part of lunar coast when the CCS down z from liftoffink signal waslost. Usable CCS telemetry data were received to 27,64S seconds (7:49:43)at which time the telen&ry subcarrier was inhibited. Madrid (MAD andMAIM), Ascension (ACN), Goldstone (GUS), Bennrda (BDA) and Merritt IslandLaunch Area (MILA) were receiving CCS signal carrier at the abrupt lossof signal at 97.799 seconds (27:Og:Sg). Good tracking data were receivedfrom the C-Band radar, with MILA indicating final Loss of Signal (LOS)at 38,837 seconds (10:47:17).coverage was good. In general ground engineering camera

Total vehicle mass, determiner. mu post-flight analysis, was within0.36 percent of predictf>n fm ground ignition through S-IVB stage finalshutdown. This small variation indicates that hardware weights, propel-lant loads, and propellant utilization were close to predicted valuesduring flight.All aspects of the S-IVB/Ill Lunar Impact Mission object,ives were accom-plished successfully except the precise determination of the impact


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point and time of impact. Preliminary analysis of available trackingdata plus calculations based upon three lunar seismometer recordings ofthe impact indicate the S-IVB/IU was successfully maneuvered to impactthe lunar surface within 350 kilometer5 (189 n mi) of the target. Theloss of tracking data at 97,799 seconds (27:09:59) has precluded deter-i?,i ing the impact time and location within the mission objectives of onesecond and five kilometers (2.7 n mi), but these objectives may beeventually determined by analytical techniques not previously used.Based upon analysis to date the S-IVB/IU impacted the lunar surface at270,482 seconds (75:08:02) at approximately 2.1 degrees north latitudeand 22.1 degrees west longitude with a velocity of 2,655 meters persecond (8,711 ft/s). This preliminary impact point is approximately320 kilometers (173 n mi ) from the ta-get of 2.3 degrees south lat itudeand 31.7 degrees west longitude. Real time targeting activities werechanged considerably from preflight planned operations because of thefollowiqg real time indications:1. IU. GN2 cool ing pressurant leakage2. Unanticipated 1U velocity accumulations during Timebase 7 (lateridentified as primarily platform biases)3. Early S-IVB APS Module 1 propellant depletion (later identified

as a He leakage problem)4. Unsynmretrical APS ullage performanceBecause of these indications, a more efficient LOX dump attitude wasselected to reduce the APS targeting burn requirement. Due to the pro-blelas with the vehicle, there would have been no opportunity to perfoma second APS bum even if it had been required.An inflight demonstration was conducted as proposed by the Marshall SpaceFlight Center to demonstrate Electrophoretic 'eparation in a zero genvironment. The Electrophuretic Separation Demonstration, a chemicalseparation process based on the motion of particles in a fluid due tothe force of an electric fie ld, was conducted to show the advantagesof the almost weightless environnrent. The prelfminary assessment ofthe demonstration indicates that the electrophoresis was more distinctthan on earth and fluid convection effects were minimal. The photographswere clear and sharp and the crew corm#ntary thorough.The Lunar Roving Vehicle (LRV) satisfactorily supported Le lunar explora-tion objectives. The total odometer distance traveled c ing the threetraverses was 26.9 kilometers at an average velocity of r.Xl km/hr.The maximum velocity attained was 17.0 km/hr and the maximum slopenegotiated was 20 degrees. The average LRV energy consumption ratewas 2.00 amp-hours/km with a total cons-d energy of 86.0 amp-hours(including the Lunar CornmRlication Relay Unit [LCRUj) out of an


28/315

approximate total dVailabTe energy of 242 amp-hours. The navigationsysterr gyro drift and c1osu1.e error at the Lunar Module (LM) herenegligible. Controllability idas good. There were no prcblems withsteering, brakirlg, or obstacle negotiation, except downslope atspeeds above 13 kph, Khere .he vehicle reacted like an auto drivenon ice." Brakes were used at least part ially on al l downslopes.Dirivng down sun was difficult because of poor visibili ty of theQashed out" lurain. All interfaces between crew and LPV and betweenLRV and stowed payload were satisfactory.The following anomalies were noted during lunar surface operation:Anomaly 1. !nsuffic;ent Battery Coclaownrhe LRV Battery Cooldokn between EVA's 1 and 2 and between EVA's 2 and3 was insufficient causing battery over temperature cdfore the enti ofthe mission.Anomaly 2. LRV Electrical Reconfigurationa. Navigation system distance, range, and bearing computations stoppedon FVA 2.b. Zero imps on Battery #2 on EVA 2.Anomaly 3. LPV Instrumentationa. Four meters off scale low at post deployment checkout.b. No rear steering at post deployment checkout.C. Loss of vehicle attitude indicator pitch meter scale.d. 5ai;rery 81 temperature meter off scale low.e. Amp-H:lur meter malfunction.Anomaly 4. LRY Fender Extension Missing


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MISSION OEJECTIVES ACCOMPLISHMENT

Table 1 presents the MSFC Mandatory Objectives and Desirable Objectivesas defined in the "Saturn V Apollo 16/AS-511 Mission Implementation Plan,"MSFC Document PM-SAT-8010.9 (Rev. A), dated December 20, 1971, andrevised on February 24, 1972. An assessment nf the degree of accom-plishment of each objective is shown. Discussion supporting the assess-ment can be fomd in other sections of this report as shown !n Table 1.

Table 1. Mission Objectives Accomplishmentr 1 llSFC MlWOATO RY OK'ECTIVES (MO)NO. 1 AND DESlRABLE OBJL CTIVE S (00) I DEGREE OFkCCCHPiiSi+Ehi I SECTION IN 'DiSCRFPANfIES , W!CH D!SCUSSEO II1 Launch on d flight azimuth between 72 and100 degrees and insrrt the S-IyB/lU/SCInto the lanned Circular tdrth pdrkingorbit (MD. f 1 Coriplett / NOllt / 4.1 j2

4

5

17Restart the S-Iv8 during tither the second I Carp:ett None ' 4.2.3. 7.6or third revolutton dnd inject the S-IvB/IU /SConto the Dldnntd trdnslunar trajectory (MD). IProvide the required attitude control forthe S-IyB/IU/SC during TD&E (K)).

Complete None 10.4.4

Perform dn tvdsiw maneuver after ejection Complete None 10.4.4of the CSMlLM fram the S-IvB/lU (Do).-Targ et the S-IMI/IU Stages for iItbpdCt onthe lunar surfdct at 2.3 degrees Southlatitude dnd 31.7 degrees West longitude(M)). I

Com plttt None 17.41

Determine ac:ual im pact point within 5kilaneten and time of irrpact withinone second (Do).

Not 17.4Accomplishedttnained stil

~~~ ~fter find1 LV/SC separation, vent, and dunpthe mining gists and prcpelldnts tn safethe s-IVB/IU (00).1 tonplete 1 Hone j 7.4

xxviii


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FAILURES AND ANOMALIES

Evaluation of the Launch Vehicle and Lunar Roving Vehicle data revealedfifteen anomalies, five of which wer5 considered signif icant. Therewere no failures. The significant anomalies are summarized in Table 2and the ether anomalies summarized in Table 3.Previous Saturn Launch Vehicle Reports classified problems either asFailures, Anomalies, or Deviations. Effective with this AS-511 Report,problems are now reported as per Apollo Program Directive 19C (APD 19C)Failures, Significant Anomalies, or Anomalies. Significant Anomaliesreported herein are comparaole to previously reported Anomalies.Anomalies reported herein are comparable to previously reported Deviations.Problems are defined per APD l9C as:a. FailureThe inabil ity of a system, subsystem, and/or hardware to perform itsrequired function.b. Siqnificant AnomalyAny anomaly which creates or could create a hazardous situation or condi-tion; results or could result in a launch delay or endanger the accom-plishment of a primary or secondary mission objective; would indicatea serious design deficiency; or could have serious impast on futuremissions.C. AnomalyAny dev iation of system, subsystem, and/or hardware performance beyondp=viously established limits.

xxix


31/315

Table 2. Sumary of Significant Anomalies--I 1oEl1lFlcb1llm I RCmnQb comc~In


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Table 3. Sunmary of Anomalies


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SECTION 1INTRODUCTION

1.1 PURPOSEThis report provides the National Aeronautics and Space Administration(NASA) Headquarters, and other interested agencies, with the launchvehicle and Lunar Roving Vehicle (LRV) evaluation results of the AS-511flight (Apollo 16 Mission). The basic objective of flight evaluation isto acquire, reduce, analyze, evaluate and report on flight data to-theextent required to assum future mission success and vehicle reliability.To accomplish this objective, actual flight problems are identified, theircauses determined, and recommendations ,nade for appropriate correctiveaction.1.2 SCOPEThis report contains the performance evaluation of the major launch vehiclesystems and LRV, with special emphasis on problems. Summaries of launchoperations and spacecraft performance are included.The official George C. Marshall Space Flight Cenkr (MSFC) position atthis time is mepresented by this report. It wil l not be followed by asimilar report unless continued analysis or new information should provethe conclusions presented herein to be significantly incorrect.

l-1/1-2


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SECTION 2EVENT TIME5

2.1 SWHARY OF EVENTSRange zero time, the basic time reference for this re rt is 12:54:00Eastern Standard Time (EST) (17:54:00 Universal Time UT]) April 16,?1972. Range time is the elapsed time fran range zero time and,unless otherwise noted, is the time used throughout this report. TimeFrom Base time is the elapsed time from the start of the indicatedtime base. Table 2-l presents the time bases used in the flightsequence program. the vehicle and corresponding range time and thesignal for initiating each time base.The start times of TO, Tl, and T2 were nominal. T3, T4, and T5 wereinitiated approximately 0.3 seconds early, 0.3 seconds late, and 0.7seconds late, respectively, due to variations in the stage burn times.These variations are discussed in Sections 5, 6 and 7 of this docunent.Start times of T6 and T were 0.7 seconds late and 1.8 seconds early,respectively. i(B, whit was initiated by the receipt of a ground com-mand, started 293.1 seconds early.Figure 2-1 shows the mean difference between ground station time andvehicle time including the adjustments for telemetry transmission timeand Launch Vehicle Digital Computer (LVDC) clock errors.A sunanary of significant event times for AS-511 is given in Table 2-2.The preflight predicted times were adjusted to-include the actual firstmotion time. The predicted times for establishing actual minus pm-dieted times in Table 2-2 were taken from 4OM33627D. "Interface ControlDocument Definition of Saturn SA-511, 512 and 514 Flight SequenceProgram" and from the "Revised AS-511 Launch Vehicle Operational Tra-jectory for the April 16, 1972, Launch Day."2.2 VARIABLE TIME AND COWANDED SWITCH SELECTOR EVENTSTable 2-3 lists the switch selector events which were issued during theflight, but were not prograavned for specific times. The water coolantvalve open and close switch selector ccwmnands were issued by the LVDCbased on the temperatures sensed in the Envi romAenta1 Control System(ECS).

2-l


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. .-

200

E '*B," 160c?2 140FJ 120r .

0 2 4 6 i lo Ii ii lbRANGE TM . 1000 SECONDS

, I0 1:OO:W 2:W:W 3:W:W 4:W:W 5:W:W 6:W:W

RANGE TI M, HOURS:MINUIES:SECOWDS

Figure Z-l. Ground Station Time tz Vehicle Time CcnversionTable 2-l. Time Base Smnary

VEHICLE TI= GROW TIHETIHE BISE SECOWM SEC01106 SIGNAL START(HR:l'lIN:SEC) (HR:IIIN:SEC)

loTl

-16.96 -16.960.59 0.59

Guidance Reference ReleaseIU tiilical DisconnectSemed by LVDC

T2 138.00 138.00 Initiated by LVDC 0.010Seconds after Tl tl37.4SXadS

T3 161.81 161.8114 559.54 559.54Ts 706.43 706.43

S- It OECU Sensed by LVDCS-II OECO Sensed by LVDCS-1118 EC0 (Velocity)Sensed by LVDC

T6 8638.58(02:23:56.56) 8638.57(02:23:58.57) Restart Equation Sol: :ion

17 9558.65(02:39:08.65) 9558.64(02:39:08.64) S-IV6 EC0 (Velocity)Sensed by LVDC18 15.487.09(04:18:07.09) 15.487.16 Initiated by Ground(04:18:07.16) mnd

2-2


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Table 2-3 also contains the special sequence of switch selector eventswhich were programned to be initiated by telemetry station acquisitionand included the following calibration sequence:FUNCTION STAGE TIME (SEC)

Telemetry CalibratorInflight Calibrate, ONTM Calibrate, ONTM Calibrate, OFFTelemetry CalibratorInflight Calibrate, OFF

IU Acquisition + 60.0S-IV6s-IVBIU

Acquisition + 60.4Acquisition + 61.4Acquisition + 65.0

2-3


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Table 2-2. Significant Event Times SmnavSANGE TIM TIPE FRO@ BASEI TEN EVENT EESCR IPT ION ACTUAL ACT-PPEO ACTUAL AC T-PRE O

SEC SEC SEC SEC

1 GUIDANCE PEFECEYCE RELEASE -17.0 0.0 -17-b 0.1lGPal2 S-IC ENGINE ST A@ T SEQUENCE -8.9 -0.1 -9.5 0.0CWVANI) (G~OUWO~3 S-IC ENGINE NO.5 STAR T -b.T -0.1 -7.3 0.04 S-IC ENGINE NO.1 STAR T -6.4 0.0 -7.3 0.15 5-It ENGINE NO.3 STA 11T -b.4 0.0 -7.0 0.16 5-IC tNGINE NO.2 START -6.1 0.0 -6.7 0.1? 5-IC ENGINE NO.4 STA RT -6.4 3.0 -7.0 0.10 ILL S-IC ENGINES ThClJ ST OK -1.9 -0.4 -2.5 -0.39 .AWGE LEA0 0.0 -0.6

10 ALL MCL~OCwN APMS PELEASEO 0.3 0.0 -0.3 0 .1(FIRST mOTIONI11 IU UIMILICAL DISC@NNECT, STA RT 0.6 -0.1 0.0 0.0OF TIPE RASL 1 (TlB12 BEGIN TOUEP CLEAAANCE VAU 1.7 0.0 1.1 0.1MANEUVEP13 FY O VAY *ANEUVEA 10.9 1.2 10.3 1.314 REGIN PITCM A.)rD ROLL *ANEUVEP 12.7 0.2 12.1 0.315 S-IC OlJT~O AIO ENGINE CANT 20.5 -0.2 23.0 0.0lb FYO POLL (IANEUVEA 31.0 -0.7 31.2 -0.b17 HACkI 1 67.5 0.4 66.9 0.418 PA~~W~o~VWA~IC CPESWAE 86.3 4.1 es.4 4.2

19 5-1C CENTER ENGINE CUTO FF 137.8s -0.11 131.26 -0.04(CECOI20 ITA PT r)F TIME BASE 2 (T21 138.0 -0.1 0.0 0.021 EN0 PlfCn MANEUVER (T IL T lSC.9 -0.5 20.9 -0.4

A@PEfTB22 5-IC OUT~FACO ENGINE CUTOFF lbl.ta -0.31 23-m -0.25

(OECII23 5TA OT OF TIME RASF 3 (T3l 161.9 -0.. 3 0.0 0.0

2-4


38/315

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

IEW EVENt DESCRIPtIOk SEC SEC SEC SEC24 strat S-II LMZ t4w WICH 161.9 -0.3 0.1 0.0PaESSUQE VENt WlnE25 5-;&W fiFCIPCU LltICN PlMPS 162.0 -0.3 0.2 0.0

26 5-IClS-II SFPAOLtION CWMAND 163.5 -0.3 1.7 0.0TP FIPE SFPARATION DEVICFS#.#I) aEtP0 W(rT(3PS

27 S-11 ENGINE SCLFNPID bCTIV At- 164.2 -0.3 2.4 0.0ION IdVEFACE OF FIVEI28 S-II EWCINF StAe T SEQUENCE 164.2 -0.3 2.4 3.0CW*bYD t ESC I29 F-11 ~c.NIlION-StC V OPEN 165.2 -0.3 3.4 I 3.0

30 S-I I CMICLCIUN VILVCS CLOSE 167.1 -0.3 5.3 0.031 T-I I WAIYSTLGE 167.2 -0.3 I.4 0.032 S-11 M1c.M (5.5) ECF NI-. 1 iIN 169.1 -0.3 3.9 0.033 S-I I HIGH (5.5) E*r NC. 2 c)N 169.9 -0.3 8.1 0.034 S-II SFCCINC PLANE SFPASAT I@N 193.5 -0.3 31.7 0.0CWW4Nb IJEtt ISl-! N S-11 &CT

INTEe STAGEI35 LUlNCM FSCIOE TnY CQ (LEtI 199.6 0 .3 30.0 0.6JEtISW36 ITF ~~T IVF GUIDAYCF rcnoE (Icrnb 204.5 0.4 42.7 0.7

PHASf 1 INItl~T F~37 WC:: ENtINt CUTO FF 461.77 -0.33 299.96 -0.04

30 ST IPT OF ACtIFICI~.L v&11 *nDE 494.3 -0.5 332.5 -0.23: S-11 L-U EKGIW w Iltl! kE 04TIC 494.5 -2.3 332.1 -2.0

(Em@1 SHIFT tLCULLISD EW CL APTIFI CI4C AU IXE Sob.7 0.7 344.9 1.061 T-l 1 irlWWC FNCI~IE CUTI-C F 559.54 3.33 391.13 0.62(CCC!

2-5


39/315

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

I TEfl EVENT PESCR IPTIO N.

45 S-IVF ENGINE STA RT CO*WND(CIaST ESCI

RANGE tl*t tIm% FIO* BASEACTUM Act-CRFO ACTUAL Kf-WE0SEC SkC 5EC SEC

560.6 0.3 1.1 0.0

46 FUtL CHILLOCUN PUMP OF F 561.7 0.3 2.2 0.047 S-IV0 ICNITIC N fZlDV OPEN) 563.6 0.3 4.1 0.040 S-IV8 *LINStAGE 566.L 0.3 6.6 0.049 STAPT OF AATIFICIAL TAU RODE 568.1 0.2 0.S -0.250 S-IVB ULLAGE CASE JETTIS ON 572.3 3.3 12.8 0.051 END Of 4QtIFICIA L T4U WDE 579.4 2.1 19.0 1.852 BEGIN TERMINAL GUIOANCE 673.6 2.6 114.0 2.253 EN0 IG* PHASE 3 698.3 -0.1 138.8 -0.754 BEGIN CHI FEEELE 698.3 -0.5 138.0 -0.755 S-IVB VELOCITV CUTOFF 706.21 0.72 -0.22 -0.01Cl't'*LYO NC. 1 (FIRST EC0156 C-IV6 VCLM ITY CUIOFF 706.35 0.75 -0.09 0.01C@~MAruO WC. 257 S-IV6 ENGINE CUtOFF INtFTrRUPt. 706.4 0.7 0.0 0.0

STAPT l-w t1wF qb5F 5 IT5151 S-IVr! &PS tI1LAc.E FNGINE NO. 1 706.7 0.7 0.3 0.0

IGNITIQN COr(l4Nfi59 S-IVC BPS ULLAGE ENGINE NO. 2 706.8 0.7 0.4 0.0

IGNITlI-Wi CO**bN@60 ,flX TAN * PPESSlJRIlbtlDN WF 707.6 0.7 1.2 0.061 PAPUINC OPPIt lNSF@tION 716.2 i).? 9.8 0.062 q FC.IN *4NEUVFC TO LOCIL 727.0 1.9 21.3 1.1

HOPILONtbL ATTITUFF63 S-IV9 CCNtIMJWS VFNt 765.4 0.7 59.0 0.0

SVSTF* (CVSI ON64 S-tvR aPS ULL4GE fYC.IN C NO. 1 793.4 0.7 Or.o 0.0

CUTOFF CCnRrlNE65 S-IV0 4PS ULL4CF CNGINE WI). 2 7q3.5 0.7 87.1 0.0

tUTClFF CO-AN06b PFGIN Oa*lTAL NrVIr.ATICN eo6.i O.? OQ.7 -0.567 nEr.[h: S-IVC FfSt6F T PkEP4er.- [email protected] 0.7 0.0 0.0'ICNS. STWT Of TIW PESF 6(t61

2-6


40/315

Table 2-2. Significant Event Times Summy (Continued)RANr.C TluE TIME FPC* CASF1=u =VFEr r,t


41/315

Table 2-2. Significant Event Times Sumnary (Continued)-I TF-

90

929394

95

96

919399

103

101

102

LO3LO4LOSIO6107

103

Lo9

110-

EVFNT CESCRIPTION

CGIR fF.IMINA L CUIDAWCECCIN CM1 FREEZE-1VP SFCONO GUIDANCE CUTCFF

Cn~~4w.I NO. 1 tSFC~!Kr) EC01-1VB SFCfWb GUJOAWE CUTO FF

cc**4w NC?. 2-IV9 FNGI*E CUTOFF .iklEFRUPT,

STAR OF ?lWE RASE 7 f TI J-1VB cvs ON

-lVP CVS (IFCFGIN OPRITIC NAVICATIW

ECIR UANFIIVEP 10 tOcALWPI LOYTAL ATT1 TIICF

Er.lN ~Na~vEfi lr) TP&NS PT.SI-TIfN AJG COCUINC ATTI TWC4vrci)

s* DrlCU

TA CT F 11-Y BLSC B 118)

-1Ve IIS ULLACF ChGlYF JdO. 2Ick~T~rlh cnru4Nn

l 1VR 4PI UICAGE FNGIKF hY. 1CUT?FF ClMWtYD

l 1V9 4PS UL1Sf.F CWIhlE NO. 2CtJllFF ClWuA*r!

RANACTUAL

SEC9264.3 1.0

It

TIPEACTlJ4L

SECh26.3 0.3

9488.5 l!,e RSQ.0 0.0

9530.7 -1.s 692.2 -1.89555.9 -2.3 017.2 -3.19558.41 -1.79 -4.23 -0.03

955A.52 -1.78 -J. 12 -0-02

9558.6 -1.e ht.0 0.0

9559.1 -1.8 0.5 0.09568.4 -1.8 Q.9 0.09711.3 0.0 152.7 1.89110.3 -1.1 IS1.6 a.6

97ia. 3 -1.1 151.6 3.6

..)459.3 -5.1 3.33.6 -3.4

1099.0 36.6 1540.3 40.3.21:3.4 453.6 2554.7 455.44355.1 -4.7 4796.4 -2.954A7.2 -293.1 a.0 0.0546R. 3 -293.2 1.2 J.3

5488.5

SW&t. 3

5568.5

-293.2

-293.2

1.4

81.2

-293.2 RI.4

C.0

3.0

3.3

TIWACT-PF ED

SECPM RISE

dC T-PF ErSEC

2-8


42/315

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

ITEY =VENT Df see IPTI DY

111 IY IT IA TE UANEUVlP TG ICX llPATT I~UOE

112 S-IV@ CVS cw

ll* S-IvR CVS @FF11s FW LOX -uP

117 IPJI TIA TF ANtUVEQ ?I? fJTTl7ilbCPfO!lIJLC FOP S-IvPAPS RUEN

121 S-IVP APS tlL1Ar.E F4GI= *q. 2CUT?FF CtlYHANI:

7

1606B.4 -292.1 581.2 1.1

16~ YT. l -793.3 1000.0 0.0lh76?.1 -293.3 12no.o 0.0167A7.1 -293.3 1300.0 0.016PlS.l -293.3 1328.0 0.017064.1 -291.3 1577.0 2.019837.2 936.9 4350.0 1230.1

2343-l .2 606.9 4920.0 900.1

23431.4 601.1 4920.2 900.3

22461 .Z 502.9 796.1

20161 .c 796.3

21306.2

503. I

14095.1

227410:37:54

4974.0

4974.7

5819.0 13800.0

210r4A2rc .JA:07--

E TINAC t-PR ECSEC

T TIME QC SEACTUbL ACt-PF EOSEC SEC

2-9


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Table 2-3. Variable Time and Comnand Switch Selector Events

FUNCTION

dater Coolant L'aive CLOSEDTelemetry CalibratorInflight Calibrate ONTM Calibrate ON

TM Calibrate OFF

Teleme try Calibrator In-Flight Calibrate OFFYam- Coolant Valve CLOSEDTeleme try Calibrator In-Flight Calibrate ONTM Calibrate ON

TM Calibrate OFF

Teleme try Calibrator In-Flight Calibrate OFFTeleme try Calibrator In-Flight Calibrate ON

TM Calibrate ON

TM Calibrate OFF

Tel-try Calibrator In-Flight Calibrate OFF

ii iIU

S-IV8

S-IV8

IU

IUIU

S-IV8

S-Iv6

IU

IU

S-IV8

S-IV8

IU

RANGETIME(SEC)780.2

1106.7

TiMEFROMBASE (SEC)Tj+?3.8T5+400.3

1107.2 T5+4D0.7

1108.2 T5t401.7

1111.7 T5t4C5.3

3180.2 T5t2473.83242.7 T5+2536.3

3243.1 T5+2536.7

3244.1 T5t2537.7

3247.7 Tg+2541.3

3674.8 T5+2%8.3

3675.1 T5+2968.7

3676.1 T5t2969.7

3679.7 T5t2973.3

REMARKS

LVDC FwctionAcquisition byCanary Rev. 1Acquisition byCanary Rev. 1Acquisition byCanary Rev. 1Acquisition byCanary Rev.1LVDC FunctionAcquisition byCarnarvon Rev 1Acquisition byCarnarvon Rev 1Acquisition byCarnarvon Rev 1Acquisition byCarnarvon Rev 1Acquisition byHoneysuckleRev 1Acquisition byHoneysuckleRev 1Acquisitim byHoneysuckleRev 1Acquisition byHoneysuckleRev 1

2-10


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Table 2-3. Variable Time and Comnand Switch Selector Events (Cont'd)FUiCTION

Telemetry Calibrator In-Flight Calibrate ONTN Calibrate ON

TK Calibrate OFF

Telemetry Calibrator in-Flight CalibrateWater Coolant Valve OPENWater Coolant Valve CLOSEDheart of Time Ras e 8 (T8)Water Coolant Valve OPENMater Coolant Valve CLOSEDSwitch CCS to Lou GainAntenna

Switch CCS to Low GainAntennaSwitch CCS Antenna to CHNIWater Coolant Valve OPENS-IV9 Ullage Engine No. 1 ON

S-IVB Ullage Engine Ro. 2 OR

5-IV6 Ullage Engine No. 1 OFFS-II Ullage Engine No. 2 OFF

FCC Parer OFF "A"FCC Porrer OFF "8"

STAGE

IU

s-IVB

S-IV9

IU

IUIUIUIUIUIU

IUIUIUs-IVB

S-Iv6

s-IVE

S-IV8

IUIU

RANGETIME(SEC)6706.7

TIME8APySEC)T6+6000.3

6707.1 T5+6000.7

6708.1 T5+6001.76711.7 T6+6005.3

13380.2 T7+3821.613680.2 T7+4121.5tS487.2 Tg+O.O16380.2 T8+893.116680.2 T8+1193.120249.0 Tg+4761.9

20250.3 Te4763.221476.3 T8+5989.222980.2 T8+7493.120407.2 T,+492&0

204D7.4 T8+4920.2

20461.2 Tfl974.0

E0461.4 Ts+r974.2

11323.921337.2

Tg45836.7Tg*%SO.O

REMARKSAcquisition byCanary Rev 2Acquisition byCanary Rev 2Acquisition byCanary Rev 2Acquisition byCanay Rev 2LVDC FunctionLVDC Functionccs calmlandLVDC FunctionLVDC Functi'onCCS Comnand

CCS ComnandCCS ComandLVDC FunctionLunar Impact CCSCamandLunar Impact CCSCmnandLunar Inpact CCSComandLunar Ilnpact CCSconvndKS Cndccs rnd

2-11/2-12


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SECTION 3LAUNCH OPERATIONS

3.1 SUPWARYThe ground systems supporting the AS-511/Apollo 16 countdown and launchperformed satisfactorily with no unscheduled holds. Propellant tankingwas accomplished satisf,ctzrily. The space vehicle was launched onschedule at 12:54:00 Eastern StandardTime (EST) on April 16, 1972,from pad 3gA of the Kennedy Space Center, Saturn Complex. Damage to thepad, Launch Umbilical Tower (LUT) and support equipment was consideredminimal.3.2 PRELAUNCH MILESTONESA chronological sumnary of prelaunch milestones for the AS-511 launchis contained in Table 3-1.3.2.1 S-XC Stage.Prelaunch ProblemsOne minor S-IC problem occurred during the Countdown Demonstration Test(CDDT). The LOX tank ullage pressure measurement, D94-119, was erraticfor a five minute period during the T-g hour hold. The problem clearedand could not be duplicated; however, the transducer was replaced.Failure analysis could not determine the cause of the problem.3.2.2 S-II Stage Prelaunch ProblemsDuring an engine helium bottle decay test, engine No. 2 emergency ventwas two minutes slow in closing. The pneumatic package was replaced onFebruary 2, and the replaced unit returned to the engine contractorwhere the problem could not be repeated. The failure was attributed tocontamination.During the Flight Readiness Test (FRT), prior to application of hydraulicpressure, engine No. 4 yaw actuator position showed a step from 0 degreesto approximately 1.5 degrees extended. Review of test data revealed'similarsteps occurring on other actuators during the Overall Test (OAT-l) andBackup Guidance System (BUGS) test. Engine No. 4 yaw actuator was replacedon March 23, 1972, and returned to the supplier where testing failed toreveal the cause of the problem. Analysis and lab tests revealed thatmovement of the cylinder bypass valve was the most likely suspect, there-fore, mechanical clamps were installed on the valves to peevent valvemotion. Launch Mission Rule (LMR), items 2-394 through 2-401, were imple-mented to assum detection in the event of recurrence during countdownoperations.

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Table 3-l. AS-511/Apollo 16 Prelaunch Milestones

DATE ACTIVITY OR EVENTJuly 1, 1970August 17, 1970September 30, 1970May 5, 1971May 14, 1971July 29, 1971September 1, 1971September 17. 1971September 21, 1971September 29, 1971October 1, 1971October 5, 1971October 6. 1971October 15, 1971November 8, 1971

S-IVB-511 Stage ArrivalSpacecraft/Lunar Module Adapter (SLA)-20 ArrivalS-II-11 Stage ArrivalLunar Module (LM)-11 Descent Stage ArrivalLunar Module (LM)-11 Ascent Stage ArrivalCommand and Service Module (CSM)-113 ArrivalLunar Roving Vehicle (LRV)-2 ArrivalS-IC-11 Stage ArrivalS-IC Erection on Mobile Launcher (ML)-3Instrument Unit (IU)-511 ArrivalS-II ErectionS-IVB ErectionIU ErectionLaunch Vehicle (LV) Electrical Systems TestLV Propellant Dispersion/Malfunction Overall Test (OATCoaqlete

Novendwr 16, 1971 LRV InstallationNovtier 18, 1971 LV Service Am OAT CoRlpleteDectier 8, 1971 Spacecraft (SC) ErectionDecenrber 13, 1971 Space Vehicle (SV)/ML Transfer to Pad 3gAJanuary 27. 1972 SV/lk Returned to VA8February 9. 1972 W/ML Second Transfer to Pad 39AFebruary 22, 1972 SV Electrical HateFebruary 23. 1972 SV OAT No. 1 (Plugs In) CompleteMarch 2. 1972 SV FLight Readiness Test (FRT) CompletedMarch 20. 1972 RP-1 LoadingMarch 30, 1972 Countdown mnstration Test (CDDT) Completed (wet)March 31, 1972 CDDTCosqleted (Dry)April 14. 1972 SV Tenninal Countdown Started (T-28 Hours)April 16, 1972 SV Launch

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During the CDDT, the check valve in thr! LOX recirculation valve actuationsystem was found to be leaking in the reverse direction.CDDT tests failed to repeat the failure; Special posthowever, the valve was replaced.Failure analysis found a mark on the valve seat and ttie failure was attri-buteu to contaimination.During the CDDT engine start tank vent valve settling test, venting fromengine No. 2 helium bottle continued after vent valve closing subsequentto the sixth vent cycle. Following extensive special tests at the enginecontractor facility and on S-11-11, the problem was attributed to"stiction" in the bleed regulator of the engine helium regulator. Thesystem was determined to be flight worthy.3.2.3 S-IVB Prelaunch ProblemsDuring the CDDT LOX alternate loading tests, the S-IVB LOX fill and drainvalve closing response times got progressively longer. During the threeloading tests the valve was cycled three times. An investigation revealedthat all conditions appeared to be nominal except for the thermal environ-ment. This environment was abnormal since this was the first test inwhich LOX was repeatedly drained and replenished. During the CDDT term-inal count the closing response time recovered to a normal value. Apost CDDT atiient leakage tesr of the pneumatic system showed no abnor-mal leakage. Since the valve would not be exposed to a similar thermalenvironment associated with repeated LOX fill and drain during the launchcountdown, no problems were anticipated or encountered.A leak was noted in a facilities line at approximately four hours priorto liftoff, while scanning the area with TV. An investigation revealedthe leak was ir the 3000 psi cold helium facility line, at the unionfitting closest to Model 433A inlet port. At the time the leak wasdiscovered, the cold helium bottles had already been pressurized. Theline was isolated until approximately 15 minutes prior to launch.During post launch inspection, the B-nuts on each side of the union werefound to be undertoqued. All fittings in the cryogenic lines will beretoqued prior to AS-512 CDDT and the torque rechecked during CDDT postloading checks.3.2.4 IU Stage Prelaunch ProblemsOn April j4, 1972. a problem occurred during the Control/EDS Rate GyroTest (CTC4) when the program displayed an Emergency Detection System (EDS)interface error. The error was found to be due to a program problem.This problem was transferred to programming and dispositioned "Use AsIs" for AS-511 and will be corrected for AS-512.On April 16, 1972, during a special running of the CTCS. AuxiliaryPropulsion System (APS) automatic gain test, the group 2 (backup)yaw control/EM rate gvro was toqued at 0.25 degree/second. Theflight control computer (FCC) spatial amplifier outputs decreased

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below the APS threshold and the same time the Control Signal Processor(BP) demodulator output voltage decreased approximately,40% to 0.15degree/second, as monitored on measurement R5-602. The problem occurredjust once, for approximately 1.9 seconds, and could not be duplicated.Countdown continued on schedule.The most probable cause is considered to be an open circuit condition ofthe QS transistor of the CSP.If this failure had occurred during flight, the result would have beena decrease in rate gyro signals redundancy. This is a backup gyroand is used whenever the primary and reference gyro outputs disagree.If such a disagreement had occurred in flight and the prelaunchfailure recurred, analysis indicates the vehicle would still be con-trollable.3.3 TERMINAL COUNTDOWNThe AS-511/Ap0110 16 terminal countdown was picked up at T-28 hours onApril 14, 1972, at 22:54:00 EST. Scheduled holds were initiated at T-9hours for a duration of 9 hours, and at T-3 hours 30 minutes for a dura-tion of one hour. Launch occurred on schedule at 12:54:QO EST onApril 16, 1972, from pad 39A of the Kennedy Space Center (KSC), SaturnLaunch Complex.3.4 PRQPELLANT LOADING3.4.1 RP-1 LoadingThe R-l system successfully supported countdown and launch withoutincident. Tail Service Mast (TSM) 1-2 fill and replenish was accarplishedat T-13 hours and S-IC level adjust and fill line inert at T-60 minutesas planned. Launch countdawn support cons-d 213,814 gallons of RP-1.The S-IC/RP-1 continuous level probe values did not correlate with thePropellant Tanking Computer System (PTCS) readout. This measurementprovides data for the RP-1 loading/level adjust secondary backup modein the event that both segments of the PTCS should fail. An investiga-tion of this problem is underway.3.4.2 LOX LoadingThe LOX system supported count-n and launch satisfactorily. The fillsequence began with S-IVR fill cormand at 3:4Q EST on April 16, 1972,and was completed 2 hours and 33 minutes later with all stage replenishnonaal at 6:13 EST. Replenish was as planned until about T-l hour and23 minutes tien the S-IC replenish valve stuck closed. At tiis timethe PTCS was placed in the manual replenish mode and full open to full

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closed commands applied. On the third cycle the valve responded. Manualcontrol for S-IC replenish was then continued through Thermal ConditioningSystem (TCS) start at T-187 seconds. Post launch inspection of the' valveindicates the probability of a packing leak. A leak check is planned withcorrective maintenance to follow.LOX consumption during launch countdown was 588,000 gallons.Launch damage to the LOX loading system was limited to several bro-ken cabinet latches; scorched cable identification tags at the 30foot level; a damaged gauge and two warped enclosure doors. No internaldamage was noted as a result of the latter.During S-IC fast fill operations at about T-6 hours on April 16, 1972,filter A224 began leaking.at that time. No corrective action was required or takenA post launch leak check and component disassembly andinspection are planned. Corrective action wil l depend on the results.At about T-l hour, the position indication from the replenish pump bypassvalve surged to full scale where it remained. Normal valve operation wasverified by flowrate, line pressure and P~IMI speed. Consequently, nocorrective action was taken. During post launch inspection it was foundthat the welds holding the valve position potentiometer had failedallowing it to become dislocated. The unit wil l be replaced. An evalua-tion to determine if additional bracing is required to prevent problemrecurrence is also planned.3.4.3 LH2 LoadingThe LH2 system successfully supported countdown and launch. The fillsequence began with start of S-II loading at 6:29 EST on April 16, 1972,and was completed 80 minutes later when all stage replenish was estab-lished at 7:49 EST. S-II replenish was automatic until terminated withTCS start at T-187 seconds. S-IVB automatic replenish was establishedbut switched to manual a short time later due to loading system probeexcursions. Manual replenish was continued until TCS start.The S-IV6 heat exchanger supply valve failed to open during plus timedrain operations. This problem was first encountered after AS-509 launchand repeated after AS-510. All subsequent change requests submitted onthis problem have been disapproved. No further action is recormm?ndedfor the Apollo Program.for Skylab (SL)-2. The problem has received design corrective action

Near the end of S-IVB leading on April 16, 1972, liquid air was observedfalling onto the S-IVB LH2 valve skid. The source of the liquid aircould not be definitely identified visually, however, temperature dataindicates that it may have originated around the S-IVB heat exchangervent check valve or vent pipe. In addition, liquid air was visuallynoted to be falling from the S-II heat exchanger vent flex hose.

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Liquid air impingement could weaken or cause the failure of system com-ponents or structural members not designed to withstand low temperatures.Design action may be required to protect sensitive equipment or insulatethe appropriate heat exchanger elements to prevent problem recurrence.At about T-15 hours the S-IVB debris valve failed to respond followinga system revert conrnand. Relay K335-1 in ML patch distributor 6600 wasreplaced and system operation returned to normal.Launch countdown support consumed about 460,000 gallons of LH2.Launch damage to the Lh2 launch system was not excessive or serious.Scorched handles were noted on two regulators; the back was blown out ofgauge A5292; paint was scorched and blistered on the vent line purgepanel; cabling on the disconnect mechanism limit switch was scorched;three leak detection sensors were dislocated; disconnect mechanism jackcovers were damaged; vacuum line 402 was scorched; an expansion jointwas scorched; and an electrical terminal strip on t',e 200 foot level purgeconsole was broken. .3.5 GROlMD SUPPORT EQUIPMENT3.5.1 Ground/Vehicle InterfaceIn general, performance of the ground service systems supporting allstages of the launch vehicle was satisfactory. Overall damage to thepad, LUT, and support equipment from blast and flame impingement wasconsidered minimal. Detailed discussion of the Ground Support Equipment(GSE) is contained in KSC Apollo/Saturn V (AS-511) "Ground SupportEvaluation Report."The PTCS satisfactorily supported countdown and launch operations.The ECS performed satisfactorily throughout countdown and launch. Ch

saturn v launch vehicle flight evaluation report - as-511 apollo 16 mission

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