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TECHNICAL INFORMATION SUMMARYAPOLLO-l0 (AS-505)

APOLLO SATURN VSPACE VEHICLE

S&E-ASTR-S~ _t-24May 1, 1969 ~

PREPARED BY:S&E-ASTR-SS&E-ASTN-VCNS&E-AERO-P

MSFC • Fann 2846 (December 1966)

- NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

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AS-505

TECHNICAL INFORMATION

SUMMARY

This document is prepared jointly by the Marshall Space Flight Center LaboratoriesS&E-ASTR-S. S&E-AERo-P. and S&E-ASTN-VN. The docu·.lent presents a brief andconcise description of the AS-50S Apollo Saturn Space Vehicle. Where necessary, forclarification, additional related information has been included•

It is not the intent of this document to completely define the Space Vehicle or itssystems and subsystems in detail. The information presented herein, by text andsketches, describes launch preparation activities, launch facilities, and the spacevehicle. This information permits the reader to follow the space vehicle sequence ofevents beginning a few hours prior to liftoff to its journey into space.

1. Mission Purpose:

AS-50S, Apollo 10, Mission F, is described as a Lunar Mission DevelopmentFlight whicb has been designed to demonstrate crew/space vehicle/mission supportfacilities during a manned lunar mission and to evaluate lunar module performance inlunar environment.

2. Launch Vehicle Mission Objectives

The Principal Detailed Test Objective (DTO) is to demonstrate the AS-50SLaunch Vehicle capability to inject the Apollo Spacecraft onto a free return, translunartrajectory.

The secondary Detailed Test Object ·'ves are:

• Verify J-2 engine modificatioDs~

• Confirm J-2 engine envirClnment in 8-rr and 8-IVB stages.It Confirm launch vehicle IOl1gitud: nal oscillation environmental during

S-Ie stage burn.a Verify that 8-IC modific;ll.tlons ".ill suppress low frequency longitudinal

oscillations.

3. Mission Description

Mission F, AS-50S, (Apollo 10), has a flight duration of approximately10 days.

The AS-50S mission has been div.ide<! into the following phases which aredescribed below: Launch to parking orbit, coast in parking orbit, injection into trans­lunar trajectory, lunar orbit insertion, restart and injedion into transearth trajectory,reentry and splash down.

Figures 1 and 2 illustrate the boost to earth parking orbit and the balance ofthe mission p-ofile to include lunar orbit and reentry.

Launch to Parking Orbit. AS-50S will be launched from Kennedy SpaceCenter, complex 39B on a flight aximuth between 72 and 108 degrees. As the vehiclerises from the launch pad, a yaw maneuver is executed to insure that the vehicledoes not collide with the tower in the event of high winds or possible engine failure.Once tower clearance has been accomplished, a pitch and roll maneuver is initi~ted

to achieve the proper flight attitude and flight azimuth orientation.

A successful boost sequence, as illustrated in Figure 1, will insert theS-IVB/IU/SC into a 100 NMI circular earth parking orbit.

Coast in Earth Parking Orbit. Coast in earth parking orbit will consist ofapproximately two or three revolutions during which time the LV and SC will bechecked out in preparation for translunar injection. Two injection opportunities havebeen programmed for AS-50S.

Injection into Translunar Trajectory. This phase will begin wi 'h the S-IVBstage restart sequence which will occur midway dUring the second revolution (1stopportunity) or during the third revolution (2nd opportunity). This burn will injectthe vehicle into a translunar, free return, trajectory. After injection, the CSMseparates from the S-IVB/IU, turns around, docks with the LM/S-IVB and performsLM extraction. During translunar coast, spacecraft midcourse corrections aremade as reqUired. Following LM extraction, the S-IVB stage will undergo a residualpropellant, retrograde dump and safeing sequence. Thrust from available propellantsin the launch vehicle auxiliary propulsion system and fron: main propulsion systemventing is used to "propel" the expended S-IVB/IU to pass behind the moon and into asolar orbit. (Figure 2)

Lunar Orbit Insertion. As the SC enters the lunar graVitational field, adecision will be made as to whether to remain on a "free return trajectory" whichpresents a path to transearth trajectory, or to brake into lunar orbit. If conditionsare "go" for lunar orbit, one Astronaut will enter the lunar module and check thestatus of the critical systems. He will then return to the eM prior to lunar orbitinsertion.

The SM propulsion system (SPS) is used to deboost the spacecraft into acircular lunar orbit. During lunar orbit, two crew members enter the LM, CSM/LMseparation occurs and LM checkout proceeds.

During this actiVity phase, a LM excursion will simulate the descent andascent phases of a lunar landing mission. After the simulation phase, CSM/LM finaldocking occurs and the astronauts will deactivate the LM and return to the CM. Afterthe LM crew returns to the CSM, the LM will be jettisoned.

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Restart and Injection to Transearth Trajectorx. The 8M propulsion systemis used once again, to boost the CSM out of lunar orbit and onto a transearth trajectory.

Reentrx and Recoverl. The command and service module are separated priorto atmospheric reentry. The Service Module Reaction Control System is used to assistin separation.

A range of 2000 nautical miles approximates the distance between the pointof atmospheric reentry and the point at which splash-down occurs. Recovery will takeplace in the Pacific Ocean•

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LIST OF FIGURES

Figure Title Page

GENERAL

1 Mission Profile -- Boost to Earth Orbit 42 Mission Profile -- Space Vehicle Trajectory 53 Space Vehicle 84 KSC - Launch Complex 39 95 saturn V Mobile Launcher 11 •6 saturn SUpport Operations

Electrical Support EqUipment Systems 13j

SPACE VEHICLE

7 Secure Range safety System 158 Emergency Detection System 179 Countdown Sequence 18

10 S-IC/S-ll Stage Flight Sequencing 1911 S-ll/S-IVB Stage Flight Sequencing 2012 S-IVB Stage Flight Sequencing 2113 Time Base Sequencing 2314 Guidance and Control System 2&15 Digital Command System 2716 Measurement SUmmary 2917 Vehicle Tracking Systems 3118 Space Vehicle Weight vs Flight Time 33

S-IC STAGE

19 S-IC stage Configuration 3520 F -1 Engine System 3721 S-IC Stage Propellant System 3922 S-IC stage Thrust Vector Control System 4123 S-IC Stage Measuring System 4224 S-IC Stage Telemetry System 4325 S-IC stage Electrical Power and Distribution System 44

S-ll STAGEi. ~i

26 S-ll stage Configuration 47,

27 J-2 Engine System - S-ll stage 49 j.. I28 S-ll Stage Propellant System 5129 S-ll Stage Propellant Management System 53 I30 S-ll Stage Thrust Vector Control System 5531 S-ll stage Measuring System 56

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32 S-II Stage Telemetry System 5733 S-II Stage Electrical Power and Distribution S!,stem 58

LIST OF FIGURES (Continued)

Figure Title Page

,S-IVB STAGEI-

"i~f 34 S-IVB stage Configuration 61,.

35 J -2 Engine System S-IVB Stage 6336 S-IVB stage Propellant System 6537 S-IVB stage Propellant Management System 6738 S-IVB stage Thrust Vector Control System 69

• 39 Auxiliary Propulsion System 7140 S-IVB stage Measuring System 7241 S-PTB stage Telemetry System 73.- 42 S-IVB etage Electrical Power and Distribution System 74

INSTRUMENT UNIT

43 Instrument Unit Configuration 7744 Instrument Unit Measuring System 7845 Instrument Unit Telemetry System 7946 Instrument Unit Electrical Power and Distribution System 8047 IU/S-IVB Environmental Control System 83

SPACECRAFT

48 Spacecraft Configuration 8549 Spacecraft Telecommunication System 8750 Spacecraft Electrical Power and Distribution System 8851 Spacecraft Guidance and NaVigation System 8952 Lunar Module (LM) 9053 Lunar Module Engine Locations 9154 LM G1. idance and Navigation Section 9255 LM Communications Subsystem 93

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MOBILE LAUNCHER

The Mobile Launcher. figure 5. js a transportable steel structure which provides thecapability of moving th~ erecteG !ldcle to the launch pad via the crawler-transporter.The umbilical tower. permanently erected on the mobile launcher base. is a means ofready access to all important levels of the vehicie during assembly. checkout andservicing prior to launch. The intricate vehicle-to-ground interfaces are establishedand checked out within the protected environment of the Vertical Assembly Building(VAB, and then moved undisturbed aboard the mobile launcher to the la1Dlch pad.

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@ 5-11 Aft (pYE ~'il)ht>, Provides ac­c.~ss -to vehide.. Reh-s.c:.+ed pt'"ior-toliftoff 8<z» r~uit1!d.

o 5-11 Intermediate Gnf\i9h\-). PYov'de.o;,LHz and LOX 'transf'~r, vent line, pneu­matic, in~trlJme.nt c.oolinC). elech"ical,and air-concilt',oning i ntertace, Re-tYac:.+time G.4 seconds.

@ S-I\ Forwaro {inflighH. Pl"'Ovides 6Hzvent. ele.e.tric.al. and pneumatic. in-tar­face<&. Ratrsc.-\- time. 1.4 seconds.

G s-Ive Forward (inf'iqhtl. Provide.... U~Zand LOX han-:.f'e.r, electrical. pneumatic.,and air-conditioning interface.s. Re.trac..t+itt.,~. 7,7seconds.

(2) 5-IVB Fo:-ward (inrliC)h+). Provides fudtank vent. e.lec.+r;(;al. pne.umatie., air­c.onditiorlin9. and prd'light condi-tion"mqinierfac.e.s. Re.trae:.t time. 8.4 Sec:-

@ Ser'liee Module (infliC)h+l, ProviclCl~ air­con4itionif'lq. WIlt lin.. , ~oolant, tdectric.al,and pneumatic int&rl"ac.es. Retractl'ime. Cl.O se.c:onds.

® Command Modu\e "c.ee...s Arm (pm-light).Provide. ~s to spacillc..ra1T +hroU9henvironfl"lilln+al chamber. Arm cont­rolled "'rom lee. Re+radec:l 12.C' parkposition until 1-4 minul'~.

Note:-PYefiiC}h~ arm<& are r.tracted and 'ockcd898ins-t umbilic:a\ te-A'e.r prior tolaum;..h.

Inrlight arms retrad at vehid~ lirtoHon c:..ommand from serVice. armcontrol swi+c..ne.s (\ oc.ated in ho\d­down arms).

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GROUNDSUPPORTIN'I'E:RFACE

Test System

A computer controlled automatic checkout system is used to accomplishthe Vertical Assembly Building (VAB) high bay and pad testing. Au RCA llOAComputer and the other equipment necessary for service and check out are in­stalled with the vehicle on the mobile launcher. Similar equipment, joined byan integration system (relay network). a facilities cabling tunnel and videocables for visual display is located in the Launch Control Center (LeC).

A Digital Data Acquisition System (DDAS) collects vehicle and supportequipment responses to test commands and formulates test data for trans­mission ~ the LCC or ML.

Digital Events Evalua~0rs (DEE) monitor the status of input lines andgenerate a time labeled printout for each change detected.

Final Countdown begins at T-I02 hours. A countdown clock. located inthe LeC. officially records this countdown.

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LAUNCH VEHICLE SEClJRE RANGE SAFETY SYSTEMS

The Secure Range Safety Systems, located on the S-IC, s-n and S-IVB stages,provide a means to terminate the flight of an erratic vehicle by the transmissionof codcd commands from ground stations to the vehicle during boost phase. TheRange Safety Officer (RSO) terminates the flight of an erratic vehicle(trajectory deviations) by initiating the emergency engine cutoff command and,if necessary, the propellant dispersion command.

The command destruct system in each stage is completely separate andindependent of those in the other stages.

The system in each powered stage consists of a range safety antennasubsystem, two secure command receivers, two Range safety Controllers,two Secure Range Safety Decoders, two Exploding Bridge Wire (EBW) firingunits, two EBW detonators and a common safe and arm device which connectsthe subsystem to the tank cutting charge. Electrical power for all elementsappearing in duplicate is supplied from separate stage batteries.

Prior to launch, the safe and arm device is set to the "ARM" position byground support equipment and the system remains active until orbitalinsertion. After orbital insertion, the S-IVB stage range safety receiver isdeactivated (Safed) by ground command from the Range Safety Officer.

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EMERGENCY DETECTION SYSTEM

The Emergency Detection System (EDS) is designed to sense and react toemergency situations resulting from launch vehicle malfunctions which mayarise during the mission. Crew safety and protection is the primary functionof the EDS. Triple redundant sensors and majority voting logic are used inthe automatic abort system. Dual redundancy is used for most of the manualabort sensors. The redundancy in the sensing systems is designed to protectagainst inadvertent aborts.

Automatic Aborts - During most of the S-IC flight, the EDS provides thecapability of automatically aborting the mission. The automatic abort systemis enabled at liftoff and disabled by the crew at approximately 2 minutes orby the IU switch selector prior to S-IC inboard engine cutoff. The systemresponds to failure modes that lead to rapid vehicle breakup. Theparameters and the associated limits monitored for an automatic abortare:

1. Loss of thrust on two or more S-IC engines

2. Vehicle rates in excess of ±4°/sec in pitch or yaw; or ±20o/sec in roll

3. Command Module to IU breakup.

Manual Aborts - After the automatic abort mode is disabled, aborts may beinitiated manually by the astronauts. Manual aborts are initiated based on atleast two separate and distinct indications. The indications may be a combinationof EDS sensor displays, physiological indications, and ground information to theastronauts. EDS displays for the crew consist of lights and meters whichindicate loss of thrust of each engine, staging sequences, launch vehicle attitudereference failure, angle of attack, tank ullage pressures, spacecraft attitudeerror and angular rates. The manual abort overrate limits are:

1. Pitch and Yaw - L/e to S-IC/S-U staging - ±4°/sec- S-IC/S-II Staging to S-IV C/O - ±9°/sec

2. Roll - L/e to S-IVB C/O - ±20o /sec

Aborts performed dUring the launch phase will be performed by using eitherthe Launch Escape System (LES) or the Service Propulsion System (SPS). TheLES is used to propel the CM a safe distance from the launch vehicle and toensure a water landing. The automatic abort sequence of events is dependenton the time (altitude) the abort is initiated. Aborts prlOr to 30 seconds donot terminate S-IC thrust in order to protect the launch area. The SPS abortsutilize the Service Module SPS engine to propel the CSM away from the launchvehicle, maneuver to a planned landing area or boost into a contingency orbit.

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I+.s-IVe Enging, Velocib futOff V'" j I mil'), 40~e.c..I 6 S-/VB Ullage. En9int. 01"1 "" II (\'\'In. 40 '5tc..I 6 SIc. COI'\tr'"ol Enbble. ~ llmil\, 45 -:>ec.,

6. 5-)Ve> In':?(.t"tiQ'} lflto EadhI PSI"'kil"l9 urbit.,. \ \ m'ttl, 53 '5tc..I II 6 S-IVB Ulla'g€. En9iM, Of-flI ... 1'2. tv;tio. 4Q",5tc..

I 1· BeQ;D S-/VB Re'5+al"'+I T p~AA~t0n'5I I "" 2 hY', l/l'7I;n.

I II

I 631C Contr'ol Di':>8ble.- 2 hr. 1.\ Mif'.

I II II II II II II II II II II II !I I

5+srt o~

TiMe baor,e Go

...-+--3--......:--4---.1-------5-----+l~----6--------~~

~;ur+ otTime f>a-:.e 4-

2,0

Fi9U~ II I

,.,\.; '.' • _• .- "~ _~ 1_', _.~ ~."

_ £.~ -0-...... __•

6 s-Ive Pasc;i'lla'\-ionOiosab1e -5hr./bmin.

6 LO){ Tent: N9V Valve. Optn On." 4h(. 54min,

6 LO){ Tank NP\I Valve OpenOff ..... 4hr: 54 ,.,;",,\.

II

t6. S' IV e AP5 IJllage. Off .... 2. hr, 3 \ mIn.

• S-IV B IRL~te}\'·t ... 2 hr.3/min,I

6 !H,V B LOX. t U'!2 Point LQ,vc.\ 5gn~o,. ,En~b\L.... 2 kY'· ~~ min.

t 5-\ve Second EnQi(\Q. t\Jtof£ w~ '2. hr' 31 r,'\n.

16 S-IV B LO~ t LI-\t Point LQ,ve.l 5eMOt Di'58fm '" 2 hr: 37 min.

16 LH2 Ve.nt \/alve. Optr'\ ". 2h,... 37'min.I I16 SIC Con tr"O I Enable. "" 2 hr. ~1 ""',in.

I D LHt Vent vaive C.lo~e .... 1~w·. 5"f mil\.I II .6 I.U. Command 5~steT Enable. - Z hr". 57 mir'\.

I .S-IYBlc..SM 5A?4ratjon'" 3hr.02rnin.

I II 6 U-\2, lank Latcl1ir1g Re.lieJ' Velve Opef\ OnI ..... 3 hr. ;37 fYI'ln.

I 6 LH2, TaAk: L-atc.hing Rel'ltt \j~\"e. Open ott'I ... 3'('1".49 min.

I • 5-IV& Propl1.lia/\+ Dump +5afLingI I ... 4h,...31s~cI y s-Ive EnClir, f •• ED':) Cutoff No. 2

NOTE: I I - 1 ",' n ,~c'

Approx'lmate" timt5 I b. S-\'J~ 1~'S~~i·JC\.tion Enahiesho\.Un a(e mea:;vr'ed I"'"4 nf". 4.9 mi......{:'(om Ii ftoff.

I II I1 II II II II II I

-6:=;f 1 ·F------e-----.-..;:.start of

Tirtle BaSp. 7

Fi9Ure I 'Z.

z'

R,fcr"nc.c. EventGuidanct. Reftrt.nct. Rtltase.

Liftoff (I.U. U",bHic.al Rt'M5e.

S-IC C~+U' E"9,n" Cufoff"

S-IC Outboar-d EI'\C)inc. Cutoff

5-1' Enejlnt.,. Cutoff

Fi'"S-t 5-IV~ Enq\ne. Cutoff

Tl",t 6asl Rtfe...cnce.~

Time. 68'Se. G.Er l-4../Min/~c.To - 0:00:\7

0:00:00

0: 02.:1&

0: 09:'.

0:" :40

2.:21:00

Comme.ntt.Initiated by 'brmin8tcount stq.utnc:."rInitiated by dcadu8tlonof'DJ. liftoff ""1'1 atumbi\lcal disc.onn«t 01"

vtr+ical accel~r"6tion

Inina+td by S-IC Inboardenqinc. cutoff commandffom LVDC

Initiat"d bJ thr. pYO­pallan+ dtplt.fion SUlSOI"5

or tilt ~N!..t-OK ~h£sInitiattd by tht pro-p« \\ent dep\ttion senc:.OI"S

or t~ thrusf--OK SW,+ChC5

Initiat~d b~ any -two offoul" f'unc.+iom; 5-''16 ve­loc.it)l cutoff' i!twtd by the.LVDC. thrust-OK 9J,)i~h..s ('2.lor a~'ercnt~Y Ra'inC)Initiated when LVOC salvI'!>the. YCst4rt e~ion

• j

I

. ,,

S~cond 5-1\18 En<j\nf. C.u'h3ff

G·lva Pvopellllnt })umpin,:, ~nd

Sof«\nq Se1uenceTa

lnitiatf.cl b1 any two cG .of Jr"f'unc.tion'St·5-IV 8 cu-\bff ,s­sued b.j the. \.VO(.,t!-lrll'!if-OK'S,""khf5(%), or 8cu1uomf.~r"eadirt<JInifi6fed by <Jround .::omMMd&.rey T"T" t \""S

22.

s-Ive Burney MlllfundioYl T&a ~yiQbl .. Inil'iared by buYn~v malfunctionsiCJnol from S-IVB ~'Q.-T6+48

~onds tl» Tvi-54V5 SllCO\'Ids.

S-IVB Burney Malfunction T4b VQY'iobie Initiated %burMY malfunctionsU)nA\. S-'V stecyt.--T&+ 341.3stconcl. to T~+4q'.1se,cond'l>

Tvef\"!>luner lnjedion Inhibit T"c. VoY'i~ble. I!\it;atecl b'f "~~Iunay in}eC:tioW'l!5w,tc.n in the ~pocec...,.aH

r. ~ 0 seconds to T. t 5"0 I

lSecond~ . 1

---...._ ..$$1.11II _._aaiIll2iW1:alll:.@I!II.,,,.III!!I!!I!lI!!!&!IIlP.I•• "4!....!IIi"".!J!I!ILIIJI::"i.iII!411!!1!J.1lill$I!!II.. .4"'SIJlll.•!I!I...IIJlI.~.!IIjI1.II!.".;'I!II!I).I!!I!; 1JlI!.ill!l~.~,"IJll!i.

--~------ ~-----_._---..' ~.._'-' - ~.- ~ _ ~ -- ~ --_ ,-.- .. __.~-~---. - ~.- "~

r-----.........--~----------.EOMEf'\Q of Wi~'of\

TE>C

On

J---..... EOM

----_cOMT,

Dump + Safe.in<J S~quf.nc.f.~I_. .EOM

T&

------:-----------....EOMT,

Tyaf\~\\Jn8\" Injf.c.tiQn Inhibit (SIC '5UJitc.h>Pr"iol'" to lime. Ba~CO

Tran-:.lunar lnjt.c.tion Inhibit (51C switdl)DVYin9 TiM" ~'SL (0

Inhibit R.emo'Jtd b~ <:Jr"oUl'ld c.Ofl'\1'\andAf'ff.r Timt tla":>t. .-( + 2 Hou~

Nom\na\ \Ai~~ion

NOTE:Durin9 Timl ~a5(. 5 "\he. 1"~ ~ E Ground c.ommand wi\ I tnhi bit theinitiaflon of TiMt. f)8~ ~ and TiO\t. f:>aose. 5 wi \ \ t.on+inutto the EOM.

Fiqur'e. \~

t.==================~ 231

.---...... c.5£ n .. liE .•. ::3&

":~,

~.

24

GUIDANCE AND CONTROL SYSTEM (G&C)

Function and Description

The G&C system provides the following basic functions during flight:

1. Stable positioning of the vehicle to the commanded position with a minimumamount of sloshing and bending.

2. A first stage tilt attitude program which gives a near zero lift trajectorythrough the atmosphere.

3. Steering commands during s-n and S-IVB burns which guide the vehicle to apredetermined set of end conditions while maintaining a minimum propellant trajectoryfor earth orbit insertion.

4. 'The proper vehicle position during earth orbit.

5. Guidance during the '3econd S-IVB burn, placing the vehicle in the properwaiting orbit.

G&C Hardware

The Stabilized Platform (ST-124M) is a three gimbal configuration with gas bearinggyros and accelerometers mounted on the stable element. Gimbal angles are measuredby redundant resolvers and inertial velocity is obtained from integrating accelerometers.

The Launch Vehicle Data Adapter (LVDA) is an input-output device for the LaunchVehicle Digital Computer (LVDC). The LVDA/LVDC components are digital deviceswhich operate in conjunction to carry out the flight program. The flight program per­forms the following functions: (1) processes the inputs from the ST-124M, (2) per­forms naVigation calculations, (3) prOVides the first stage tilt program, (4) calculatesIGM steering commands, (5) calculates attitude errors, (6) issues launch vehiclesequencing signals.

The Control/EDS Rate Gyro Packt\ge contains nine rate gyros (triple redundant inthree axes). Their outputs go to the Control Signal Processor (CSP) where they arevoted and sent to the Flight Control Computer (FCC) for damping vehicle angularmotion.

The FCC is an analog device which receives attitude error signals from the LVDA/LVDC and vehicle angular rate signals from the CSP. These signals are filtered andscaled, then sent as commands to the S-IC, S-II, and S-IVB engine actuators and to theAuxiliary Propulsion System (APS) Control Relay Packages. The Control Relay Pack­ages accept FCC commands and relay these ~ommands to operate propellant valves inthe APS. During spacecraft control of the launch vehicle, the FCC receives attitudeerror signals from the Command Module Computer or the Astronaut hand controller.

The Switch Selectors in each stage are used to control the inflight sequencing ascommanded from the LVDA/LVDC.

G""d&nec ancl Co•. rol

System Block Diagra.m

Mechanic..'F...db.GK

FigLlrc \ 4.

7 7 7 7 7 7 7 777777 7 7 7 17 7 I I I Z 7 7 I 7 7 7 7 I Z I Z I 2 I 7 7 Z > Z Z I 2 2 Z ZZ;rrr rrrr

./InshlA.M&"t lInit

COMmand~LVOC Receiver.

r- .......Decoder

V..loci+y

ST- 12"" Aced. \5t~bi\i z~eI r-- SiCjnalup· o~til\gl~

Pla.tform Conel i tioner1=\;,,~t ~1Je"ce.~(3 Gyr-o. ~ LVDA Aftitude - Com_.M.

Aceef." P,At+;-4-ude. It.,,,.l<<s CDty~dion

ControlV4 R) ...COl't\mlln;:k, COt\'l p""ter...

(Filt&r., 5c.lcsn Control/EbS~~ Control sums and

Rate Gyro Y,Signal Att'+udt. DistribLlte. ~r

PackAge r----- Ra4-ft Inpld Signals)sic A#itudt ProceasorC' Gyros) J J

jErl"'ol" ';91'16\"-(S!C Control Mode)

J

Seqllcncin1 S.-itchSignals To ......

SeleetorIU Systems

S-lY8 st&9LTo AluiharyPropu.lsion Control Sequencing SwitchSY5tem (APS) .-- Relav 14- Si9n~'s To - Scl~etor

-Prov'Qu Roll Control Pac.ka..9cs s-ms SystemsDu.ring Powcr.cI -...FliCJht. Pitch,Yaw 4Roll Control -...

--- Actuator Command- - ~Du.rinCJ Coa.t - Si,nal!tTo Eng- Pitch 4 YawControl AetLlators

s-n S1iI9L-To Ct'ntrol Actu.Ators

s.qu.&nci I'\C) SwitchFor Engines 1,2.,54" - 5;9,..15 To ...Salce-for(P, Y,. R) s-n Systems

/ / / LL. / / L L...L... / / IL L-L1 L. L L. / II L / / LL / /L.

S-IC S'tagLTo Control Ac.tua'torsFor E.ngincr. 1.~,!t.4 - Scqllcnc:ing Switc:h(p,vlst) S;,naI5 To ...

Sclae-torS-Ie Systems_____~(-tlA.~tot:..._.

25 ~,'f

DIGITAL COMMAND SYSTEM CAPABILITY:

The following summary describes the Digital Command Systems' capability:

Function

Maneuver inhibit

Maneuver update

Execute ManeuverA

Time base update

Navigation update

Target update

TD & E enable

Time Base 8enable

Sector dump

Single memory

Generalizedswitch selector

Inhibit watercontrol valvelogic

Switch antennato omni, lowor high gain

Terminate

Description

Inhibits Spacecraft separationmaneuver.

Changes the time to start theseparation maneuver

Initiates maneuver to localhorizontal in a retrogradeposition

Changes the time base time

Replaces onboard navigationstate vector

Replaces targeting quantitiesfor second 8-IVB burn

Inhibits T6 so that TD & Ecan be accomplished in earthorbit.

Initiates propellant dump andsafeing sequence

Initiates telemetry ofspecified memory sector

Initiates telemetry of spec­ified memory location

Executes specified switchselector function

Inhibit logic which ohangesthe position of the watercontrol valve

Initiates switching of bothPCM and CCS antennas.

Stops DCS processing andresets system for a newcommand

Periods of Acceptance

From T5 + 0 seconds to T6 - 9 secondsand from T7 + 0 seconds to EOM

From T5 + 0 seconds to T6 - 9 secondsand from T7 + 0 seconds to EOM

From T7 + 0 seconds to EOM

From T5 + 0 seconds to T6 - 9 secondsand from T7 + 0 seconds to EOM

From T5 + 100 seconds to T6 - 9 secondsand from T7 + 20 seconds to EOM

From T5 + 0 seconds to T6 - 9 seconds

From T5 + 0 seconds to T6 - 9

From T7 + 2 hrs. to EOM

From T5 + 100 seconds to T6 - 9 secondsand from T7 + 20 seconds to EOM

From T5 + 100 seconds to T6 - 9 secondsand from T7 + 20 seconds to EOM

From T5 + 0 seconds to T6 + 560 sec­onds and from T7 + 0 seconds to EOM

From T5 + 0 seconds to T6 - 9 secondsfrom T7 + 0 seconds to EOM

From T5 + 100 seconds to T6 - 9 secondsand from T7 + 0 seconds to EOM

From T5 + 0 seconds to T6 + 560 sec­onds and from T7 + 0 seconds to EOM

Ztl

EOM---End of Mission

_ i .2 1#. ~M# ~~ I .if .$J.p..• :o;,,;.<-Jti"!,@SJ};;e;;;:;.gs; ;6. i .1.3. ; & it. : ; .a J tJ : .

Spat(,(.raf't (eomm~nd moduk)

UP TLM-\USwite.h

'///////////// // ///// / /

Ino;-',fume.nt UniT//// ///// /

Oc.s,-Enable.l Dio;ab\e.

.. ..

//// //

C.C.S.. 5 - eand f---

l'r"af\~9ondt.r

IUCommandt>ecde.r'

--Con+nl\o;~~ l"ib\Jtor""

:=_:: ... LVOA

()t'5

Ena~e/Disab!t.

SwitchS,de.ctors

lru ~ ":I-IV f:l)

Stqutntia I Cmdsf'or The. IU ~ S-I"~

~tac;e.-...

LVDC

Thf. Digital COffl"lsnd 5'l-:.tern (DC~) i~ not u~ed during powe.redf\ight pha~s. Du,,"ing tht. Ol"bital phs'5es of tht. Mi'o/.)ion I the.crt.w win pIau. thr. UP-1U-i-IU 5w\tc.h i (\ the. "Ikcf.pt" pO".>If,on toenable. -the. DCS hardware for ·~hr. atCllptane.e. of ground CCM­

mand~. After- 5{0 separation, tl'lt DJ 5witc.h selector' enable5thL Des hardwsfe. for 9r'ou",d comMand":>. \-Iowe.'le.r, commandSwi /I 0,,1'1 be. accepted by the fliqht p,,"oqram wiH,',(\ thL p~riod

of time. pl"oqr8lY1Mtd in tht. LVDC <9'5 de.~c~\bt.d On paqt ..&JL .

Fiqure. 15 Oiqi+a \ CommandS~!>te.1'1\ 0 c.s I

21

--------- --- - • • JU t & . :.~ ( - " ~ *

~.

~...,.

INSTRUMENTATION SYSTEMS

The Saturn V Instrumentation Systems are fWlctionally divided into three parts oneach stage. These separate divisions or subsystems are:

• Measuring Systems

• Telemetry Systems

• RF and Tracking Systems

Measuring

The purpose of the measuring systems is to detect the phenomena to be measuredand to process and distribute this data to the input of each stage telemetry system.All measurements, regardless of their original characteristics, must be processedinto electrical signals within a 0 to 5-volt range prior to delivery to the stage telemetrysystem. The telemetry system accepts these input signals for transmission to theground receiving stations.

The following table contains a measurement breakdown for the laWlch vehicle andthe spacecraft.

Telemetry

The Telemetry System for each stage of the vehicle must accept signals producedby the measuring portion of the instrumentation system, and accurately reproduceand transmit them to the ground stations. Measurement signals are accepted at afixed input level, processed, and fed to the proper airborne antennas. In the caseof checkout measurements, the signals are transmitted via breakaway cable arrange­ment to the ground checkout station prior to liftoff.

RF :md Tracking

The Vehicle RF and Tracking Systems are described and illustrated on pages 30

and 31.

__7"IJ'W IIIEII _. -_cU.: :. ii£. jj@ L ilt:;;;:t.W '.".~~l&«JW\Ji;g:LL",". - .... j .t. .. j ,. ;4 _ .....3.. J .. :

Me~1urement SUMYY'\6Y'V. -L./V

M&a~ur&rne.n'" S-Ie S-Il S-w\?) lY'\~f. L./VDt~iCJnafion ~t6!3~ Stoqe Sfoqe. Uni1' To{al

Acce.levohon 3 I \ 4- IB

AC.OU~fic 4 5 q

Trz.mpertltuY"e. I'" ~08 71 \4 S;~q

Pve-ssul"'e /77 18t 10 10 43q

Vi bVll,!,ion fo7 60 le7

Flow Rate 35 10 4- 4- 53

Po~itlon I % 8 21 ~6

$iC3nal') \42 2ZS 11 ~'!l 501

li<tuid Le.vr.\ 18 6 7 31

Voltac:1e I CuV'Yt.Vlt,

F\'~uenc'( I I 65 38 17 I~b

Misc.e.II~neou~ 12 4 8 1.4

An~\)laY Ve.lo<.i-ty 3 3 1.4 30

$t(c)in 27 16

RPM 5 10 l. 17

qlJidlmCe andCon ty'oI 45 4~

RF llod Ttl~mtt'l~ t~ IG

Totals 16441 Iq3"1 Il.1Q' [IW leo7Tl

ESE Display q7 82. 100 117 456

Auxilil)V'y Diiplay 64 81 63 18 22'-

FI ~qht Con-IYol 'l.B 80 8<D 104 ~q8

Mea.5ul"emtn-t 5ummal"~ -'':)jC

eM ?M LM SlCTot~1

Pt"essul"'e 18 37 105 158Te",pera+v.-e (q 43 /53 2/5

t)i-,ct"ete. Evel1T 84 5 303 3Q'lVoltaqe., Current,Fre~uenc.v 44- 3 2.0~ 2.53

Miscel/aneovs 30 55 ( 15 200" Totals ~ 114~1 le80 1 112,el~.

!~

~~rr..

Ir I), Fi9ut"& 14 ~~'505',~

t Mt~~urernQnt Summary1

29

a-_- -S JL L L:'::.i.IU$tU;¥l4Rtgt4U=aa.t~,:;:J3IJ4 __ebL it!; .AU IiIl IUU>, .. - . IL .,1. . 1....

VEHICLE TRACKING SYSTEMS

In the Saturn V Space Vehicle there is a continuous requirement to transmitinformation to ground statiuns in order to determine the vehicle's trajectory. Thisrequirement is satisfied by the RF Tracking Systems. The tracking data is used bymission control, range safety, and for post-flight evaluation of the vehicle's performance.

The principal tracking systems used are:

• C-band radar - Used in the IU and spacecraft

• Unified S-band system - Used in the IU and spacecraft.

ODOP System

Note: The Offset Doppler System, previously used in the S-IC Stage, has beendiscontinued.

C-Band (IU and SC)

C-Band is a pulse radar system which is used for precise tracking during launchand orbit phases. Two C-Band radar transponders are carried in the IU to provide radartracking capabilities independent of vehicle attitude.

Unified S-Band System (IU and SC)

The Unified Side Band (USB) System provides tracking capability to the USBground stations.

30

-- -...-,;:;IIll----llIl!!lI..--IIIIlII!!IJIiliI.:l!I\ii8'!.'i!;__ III!!L";.•.,!I'!I.lI!!l••iiiiii4J.i!IJI.,IIIMWlIJ,~J!JII'¢",mV_;g;IlI_...Il.!l!c'"4iJP!!.!IIJI!!@L!II!!,>!I!i.,..( 1IJI.]IIlIIIIIlL~.t!!l!!J::IIJI;.Lll!Il."UIIIIIII1!III]1!IIJI!Il].""IIIIt.",; ""g"".""",!,,!,.,__'."";.

T".n.",li- - - 6765 me

R.caivG --- S"liOmc

<1 - 2.500""==::::::t----y-r--.----....~ wa tts... a .. c:h

ante I'\na

C.om-

II~..-----~

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

C-S...""dRadal"Sy.s tern

• Crystal swit~h d\"iVGI'I by Co,,",par-.+Ol"

• Au.tomatic.ally .. cal.c.ts st..ong••tI"Clc.iv ....' antca ..",. -flo\" OU.tploLt

Nota:Different Pu.I.. Code

than C·Band ih IU•

U"ified

s- Band

5ysteli1

TrahS,.." it - 2.287. 5 MHz

Rac.ei". - - 21 o6.4MHz.

Ii Z Z I Z I I Z Z I Z Z Z I I I Z , Z 22 Z Z Z Z Z 2 i I I Z I Z Z Z 2 I I Z Z Z Z Z Z Z Z,l Z Z Z Z I Z Z Z Z Z Z I Z 2 Z I Z Z

Inshu""a"t Ul'lit

28 vde. TYo'(\smi+-·'Z.~8l. 5 MH-cT'i'ol'v.>ponde.y ~eceive.-- flO\. 8 Mlh.

c- B.. "dRadarSy~""am.

~8 'Ide:

~8 vde r ..a."ami+ - - 5765 MHz A ..... 400Trans pond.,.~-...:..:..;=.:.=..:.~~-~::....:.._,,:--.---.............Ff wa...t-Rec./live ---5690 ,...Hz. ,I ~

lZII?2ZZ221IZ1Z1ZZZZlZ1IZZ1ZZ1Z1Z1ZZ1Z I tlZ Z II Z I Z Z Z L 1llllliZI

Note: The. O~~tt Doppler, freque.nc.y mea~\)l"e me.nt.5\j~telY1, (DeOp). prevlou'5I';j u.,Q.Q i" tnt. 5-1 C5taqe.. na'5 been di~c.onti"uLd.

- '..oa ;q; .$J$4ii j ... ,l i.§lt 4-4' \ .Oot'",i4\ii.tlJi¢M1ki.Q1U..tJ.J .'" 4Yt it gil 5 ; ~ ~ ..... ;., z .ti

3/

;. )

SPACE VEHICLE WEIGHT VS FLIGHT TIME

Mainstage propellant consumption during S-IC stage powered flight (approximately158 seconds) is approximately 4,609,300 pounds. Propellant consumption during S-IIstage powered flight (approximately 390 s'3conds) is apprOXimately 974,900 pounds andduring S-IVB Stage powered flight including first ignition, restart and burn (hp};a'OXi­mately 525 seconds) is apprOXimately 229,500 pounds.

Vehicle Weight Data (Approximate)

Total at S-IC Stage ignitionTotal at holddown arm releaseTotal at S-IC Stage O. E. C. O.Total at S-II Stage ignitionTotal at S-II stage O. E. C. O.Total at S-IVB Stage ignitioflTotal at S-IVB Stage E. C. O.Total at S-IVB Stage engine restartTotal at S-IVB Stage 2nd E. C. O.Total at S-IVB Stage!CSM separationTotal at SC Translunar injection

Pounds

6,492,8006,407,0001,839,7001,459,300

471,500364,300191,350291,000131,800131,600

94,500

J( UJ i OJ;; .lLA

,\\

II!1

./ S-le. 5taqe. Ou+boOlrd Engine. Cutoff ("'Ibl ~tc.) (1,8?l9,700)

L- S-IC/S-I) 5ta~t jeparatiol"\ ('" \~l~e.c)

5-11 €>taqe. .l.qr,itiol'\(..... 1CJ>1 ~e.c.) (~I,4;<1, ~GS IbS)

/ S -/ C Staqt. Pt'ope.ll-at\t C.O(\'5\)N\~t\on z,"I .\1 0 Ib~ Isec (Av~Ya9~)

/"

2.00,000

100.000

400,000

70pOO

50,000

800,000

600,000

\Jeh ide.Weight(Pound~)

\,000,000

2.000,000

4,000,000

_____ 6,49f 600 Ib5. (Total Ve.nic\( at Iqnit',on)

10,000,000 ---6,407,000 Ib5. (Total Vehic.\t at l-IolddovJn t.(rr". ~Mea~t)(O,ec)

5pac.eCt"6ft at i"'oM-LuI'lal" Injtction(-Q4,500 lb~)

4

30'OOO'------------------------f~t-----------

Liftoff 200 400 ~oo 5'QC. Z . .r'(O,tc.)

Fiqur'e 18

_______ ._ ..-...... • • _ • 1lI!....__......, .. ::;.:.0:'&1£$.,,&-0 .i iil4#tJ I ,j ,M!ilIIIA¥i i.. Jl:': i .II '", Old::

S-IC STAGE STRUCTURE

The S-IC stage is appro~ima~ely138 feet long and 33 feet in diameter and ispowered by five liquid-fueled Rocketdyne F-l engines which generate a nominal thrustof 7,610,000 pounds. Stage engines are supplied by a ~)i-propellant syst1m of liquidoxygen (LOX) as the oxidizer and RP-1 as the fuel. TIl.,) 8-IC stage interfacesstructurally and electrically with the S-II stage (forward skirt structme).

" The Forward Skirt

The Forward Skirt accommodates the forward umbilical plate, the electrical andelectronic canisters. and the venting of the Lox tank and interstage cavity. Theahminum skin panels are stiffened by ring frames and stringers.

• The Oxidizer Tank

The 345,000 gallon Lox tank is the structural link between 'the forward and inter­tank sections. Stiffened by machined "T" stiffeners the tank is internally eq:lipped withring baffles for additional stability as well as to reduce Lox sloshing. Ring bafflesal.3J provide support for four helium bottles.

o The Intertank Section

The intertank section provides structuraly continuity between the Lox and RP-1tanks.

" TIle RP-1 (Fuel) Tank.

The RP-1 fuel tank, located between the thrnst structure mid the intertank section.is a cylindrical aluminum structure with a load capacity of 216> 1)00 gallons. Antisloshring baffles are located on the inner walls while cruciform baffles art located on thelower bulkhead. A lightweight foam material, bonded to the lower bulkhead, serves asan £:xclusive riser to minimize lUlUsable residual fuel.

• The Thrust f:>tructure

The thrust structure proVides support for the five engines, the base heat shield,engine fairings and fins, pro:lellant lines, retro rockets and enVironmental control ducts.The lower thrust ring also has four hold-down points to restrain the vehicle, as neeessary,from lifting off at full F-1 engine thrust.

Thr.....t StrCleh..nr

Fin A

Engi:"., Fin eF.iring

At"'ran~.mcnt

Weill Looki", rwd.

La\lnchAzimuth

Fwd Skirt

EJCtcrnal Strin,~(Ty pic..l)

Intel"tank S'chon

/Pos. I

Fin D

Fin B

twd Ski"tAnhrl'lna A....I"Angcm.nt

TelctTI.try

Fine

Stag_ W.iqht• Dry:.w 2.9 5,2..00 Lb~.

• At 19"i tion: .... 5,051,000

• At S.par.t-ion:-371,~OO

~.

F-l Engine Operation

The F-l engine is started by ground support equipment. Ground fluid pressureopens ports in the main LOX valves. Opening of the main LOX valves admits LOXunder tank pressure to the thrust chamber and allows control fluid to enter thegas generator. Opening of the gas generator valve permits LOX and RP-l to enterthe gas generator combustion chamber where it is ignited and the hot gasses aredischarged into the thrust chamber where they are ignited by the turbine exhaustigniters. When the RP-l reaches approximately 375 psig a valve in the hypergolcartridge opens allowing LOX and RP-l to build up pressure against the hypergolburst diaphragm. At approximately 500 psig the diaphragm ruptures allowinghypergol and RP-l to enter the thrust chamber causing spontaneous combustionupon contact with the LOX, thereby establishing primary ignition. As thrustpressure builds up the RP-l valves open admitting RP-l to the thrust chamberand the transition to mainstage operation is achieved.

The inboard engine is cutoff by a signal from the IU. Outboard engines arecutoff by optical type LOX depletion sensors with fuel depletion sensors as backup.A command from the lU supplies a command to the switch selector to enable theoutboard engine cutoff circuitry. When two or more of the four LOX level sensorsare energized, a timer is activated. Expiration of the timer energizes a stopsolenoid for each engine which energizes the main LOX and main RP-l valves. Thesequence closing of the main LOX valve followed by sequence closing of the mainRP-l valve interrupts propellant flow and terminates engine operation.

Enqlntl.. (ontr"ol Valve "Open" Signal

OXldiur- Valves Ope.n

Gas GeneraTor \Ia 1\12. Optn

~':Ipergol cartrid9e. Ruptl.ll"e.

FUll Vallles Open

start of Thrust 1r1C(e8S~

"ThrvstOK" .signal

start 5tt:\\le.ncl. COrYIplete.

j

~

•I I I I I I

o 3 4 5

36

En~ine. Start Stqueflct. In S€c.ond'3 from ConT....cl Vall/e. "Open" 5ignal

. , - .to ,__ , £

IRP-I

I

11

I·')X

IRp·\

II1

MainIL>X

Vahla

t

1_....

r I-\Turbc~p

bearil'l/f

CH'a"t Valve

Turbopump ~ ...JAs,e/ftbly

r- --r·.;:.........,~-------,-·-,I J TI./...bi,,~ I1 L 1

1,----1-----1

J

i1---1

I £nqine

t-I----I--~ ControlI Val\le

IIII

l •...----1..-- 11-1-1- -----.1 J

M-ail1LOX

Valve

6QX- )':xpansic>" R'atio ~ - r-- --Iq"iiers (2)

1":( ... MiXlVre R3tio-t LOX: ~P-I 2.21'1

Thn.Js-tCh'ZlntbertTeS'SUI'"e1I05~ia

I, SOO, 000 Il>~ TkrvsT

Fiqure 20 II

S-IC STAGE PROPELLANT SYSTEM

The S-IC stage propellant system i~ composed of one LOX tank, one RP-l tank,propellant lines, control valves, vents, and pressurization subsystems. Loadingof LOX and RP-l tanks is controlled by ground computers. RP-l loading iscompleted approximately nine days prior to liftoff. LOX bubbling is started at thebeginning of LOX chilldown operation and is continued throughout LOX loadingand again before liftoff to prevent possible geysering. Prior to liftoff the.RP-ltank and the LOX tank is pressurized by helium from a ground source. At liftoffthe RP-l tank is pressurized with helium stored in botHes located in the LOX tankand heated by passing the helium through the heat exchanger. LOX tank pressuri­zation is maintained by LOX bled from the engine and converted to GOX in the heRtexchanger.

S-IC PROPELLANT LOAD AND OPERATIONAL SEQUENCE

- 3Z -8!f -1.o.D 0

I Li+'+o~+'

I 1&I I II I

''3nihon C.o,.,,,,,and

• I II I''jflihon1&,I

II

IStart Ay~~i,

S-"oe.nc.e&IIIIIIIIII

-4.'1 -/.0 -.411,.. -IOl'llin. -1&1s«.-7?

N ~ifrle B~~ Li~o+'~ I -~ -lmi". I IAdj~~++o\OO.,," I I -Q7-&l.

~ pre.ssv~ TanK I IPr-&!>!>..,r; z.e. Tank~

LOX I- /'" 94,(000 IWrnin

RP-l Loadi",:!C.oMple-tad.

-9da. -5.8hr:

~"'400 ,,,,/,,,i.

fI

RP-IS'fs+....

20

40

80

:~;-+---:t-, RP-I,,,,

o ~f-&--~f--H--fE~---+----+--t---+--+-""""'--+~~"""'T'"-..--+---i~+

LoAD

lOX Reple"ish

GOX p,...~svri~Tan\(

38

&ShaN L oaii,,'3

LOX

LOX Bubblin

& lua . .lW L_ 3$ u: .il & M; 4lt._.iMM&..X.Ji k _ lit . 14; e. .. @

31 cu.4=t: 3000psi9H. 6t>+tles (4) -fO....~P-I Tattle Pt-tuut'iution

-",,__LOX Fill t Drlllin V3Ilve (2)with He3ttrs

lOX' janie:~3.25e•.300 Ib~.

at lqnitiot\

II I

~P-l I I TllnkI

- 1;417,300 \b~.

at 191it;ion

I 'I :I I

LOX i" Lin~ ~t l.I~of(: ..,. 44,'OOI~.

/Ven+ "Il"eli~f Valve

",..,..r-........ro--;.. Vent' 30.'5 j>'S.ar---.......... Relif.f ~S'.O ~ja

I I 'PressurQ Vent *Ptlie( SWl'hl,H~/RP-I Ad'varte 31.5 Psia

2S'.1 psiZi nOIn. deadlla.1e 2Q.?psia

A_-- RP- ( Fill (bt-ail'\ Val",~s- ThtvST Sirvc'ftxe

,.,.---- RP-l LIne (t per En<\,,'e)~I ,it Lines "t li'(+~..,btS'() Ibs.

r..Jlr.i..,._-~~~~r_---- Fhaval~s (I~ I 2 a>-\)l6>< 'I'Itercc>"".a VlIllle (4)

Gt'OOncI PtQfSlJl"t Switclt........

I., . :.:·-=;;;=~LO:X:/G::O:--X~- Vel'\t (2\ ~ ~elief Vallie )(Vl-esS'Vt'e Switc.1, Operated

20.5t2.S psi~ Ope,,- 25'.5 p.iqClose· 24 psi9

LOX Ull<tqePI-~s$tl ...e $el'l'\'e Line_

/«eat Elccl7i:lnqer 11e1lts He 40rIhfl'qht j>HlS'1V r iutTo., of ~P-I

Tank.. U>l"\veV'tS LOX til GOx .fol'"Infli9ht- LOX Tank pt-nsv....iiad'iOl1.

PreosSlJn-z.'i!\TiOrt Va"'es (S)Open - 26.5 p"i21

Close- 24.1 psia

Total Pn:>pQlIZlI1t ai l~n\'HOl':"" 4,b15,600 Ib~.

IOTa I l:¥opel/21"t con1'UMN ~1{>y '91\ition- 4,1009,300 Ib'5.

I S-IC Staqe PropellZlnt S"st'em

39

40

S-IC STAGE THRUST VECTOR CONTROL SYSTEM

The four outboard F-l engines are gimbal mounted on the stage thrust structureto provide attitude control during S-IC stH.gC powered flight. Each independentgimbal system employs two hydraulic servo actuators. These servo actuators con­vert electrical command signals (Flight Control Computer) and hydraulic pressureinto mechanical outputs which gimbal the outboard engines on the S-IC stage. Anintegral mechanical feedback, varied by piston position, modifies the effect of :hecontrol signal from the FCC. Built-in potr-utiometers sense servo actuator positionsfor telemetry as v'~lll}s providing an interlock to preclude liftoff with an enginehardover.

Hydraulic pressure is supplied to the Thrust Vector Control System from a GSEpressure source during prelaunch checkout and engine start. The GSE pressuresource utilizes RJ-I ramjet fuel as the hydraulic fluid. During engine operation,hydraulic pressure is supplied from the fuel discharge of the engine turbo pump to theservo valve actuators. The fuel retur»i<J through a check valve to the fuel inlet of theturbo pump. RP-I, the fuel used by tiit S-IC stage, is used as the hydraulic fluidduring engine operation.

,

Turbo purnpfuel d·,~c.hQrge

duc:..+

From ~o. \ Turbopump

toe' 1"0 har9<

Enqir.e Actuator/LiftoffIntll"'\ock(Potent;otvlt.tt.r to in5Vl"t

that liftoff w·,l1 "'otoccur with a r.ardo'llupit,,'n o( Ija,u sc1vafor:)

,/Vehic.le Thl'"US+-,p;),,-- --~ ---·"----sr,;:;:;Zt:\jl""e· Ac.+Ua+or

At. aChl"l'\e.n+ Point-

~\4'1dralJ\jc. ~ctua-\-or

(1.. per engine)

Sen'o Valve c.ontr-oGf\c..+v$-\or Uo"eme,1\+

Gimbal Point-

\Msni.j)olclFilter"/

Ac+ua+or.5(l. per engine.)

\

--t~I

ll"\boar~ £.nqi ne. (I)Fi~ed. Posi-\-~on)

Cante..d 0°

Sq,uar'e G; M 'os\Patf-er"n :t 5.1 0

Enqine c;.;Mbal r-atEunde.... load 5" pel" sec.

FiCiure 2. 2 S-IC S+s<3e Thru"S-t- Ve.c..tbl'"

Con+r'"ol S"s+em4\

; J,,~ $ • )((; $.4 It $ 411 ,.: ,i

To otke"measvl"irlC:lr.c.ks

MeasuringRack.

Selector

IIIIIIII

IIIII To

TeleMe+...yI Sys+em

LJ

r--,

Po....e ...Supply

reference.junc:.+,on

~ ACI---t.-t Al'np\i~i.rL- -'

------------/.--4 4- SpecialMoiuie.

---------+Ifo.i '2. DC.Ampli~ier

Nott.: AC ~mplif'iQ.l''5 No.1thru 20 loc.a+td inmlB~rir19 rac:~

Tnmsducer 01'"

SiS".' Sou.-.....s

S+rain Gauge

M iCI"'Qphone(acoustic:)

Ac.c.ele"ome.h,r( vibration)

Voltage, Cu,.,..n-+;Sensor, e+c.,

Thl!.rmo..ovpie

AC(.e.leror\14!.fer -----------~oof5 Ac.(IDn~itl)dinal accele.ra+ion) Ampl'~ifl.r

III I

s v I..-- 2.8 vdc.28 "de I I S "de

rVol+a;; l'I Divlcling II

[ S_i9_,,_lt_I'!I_C_c_,o._,_e._fe__') - _-_-_-_-_-_-_- - _- - _-_-_-_- - _-_-_-_-_-_-_-_-_-_-_-_-_-...-..:=2.=e=_,,__d-_c·", L Ne+workJ I0-5 vde. I I

..1..-) 5".1:1 II- ~~:.=:~=_~~Q~,~e.~-.-..:::.:..'~ ~---'~-=:;

Di9ifal Oata -.J ToCo"tir"Jo\JS Ii,\u,cl ----------=----------------4... Telll .... e ...ry/ave./ Sys+eM

[ S-IC StageMe-aosvt-iI19 S.,.s1-e .....

42

i ..M tLt.$!..,. : ".4. AMt @xq¥ii5i&iM?£!¥i&.~iXU . dL, .. ; : . J. 134 tu .t ...•

GSE At\te /"Ill a

240 2m

MuItICo

2'52..4r}-Iz vt--._--,,-- p~-_.... I

e(

Oa+aF\

Data,

roHz.'---_....

S2.~ Z4~ Mu'!.US/FM

MuIti('ouPfe(

GSE An+enna.

-PAM/EM/EM i'!> 0'!>td i'o tf<~nsmi+ data in the. frequenc':J ranqt. below100 \1utz.

-PC.M/FM provIde data ac.quisition link. .fOI"" analoq and di9ital dataplus a Y'eduf"\dant meane:> foY' mon'rl'orinq ;'he. ·thl"'ee. PAM Ii nlc.';).

- 5'31 EM link":> 51 and 52 +Y'sn":lmit acous+icsl and vibl's'\"io(\ datain tne fn~~ue.l"\c.~ t'anqe. of 50 to 3000 He ....tz..

-The V5WR Moo'rtor i<:> ue;,e,d to fnon'ltor the pe,l'formanC,.Q. ofthe. T£Jeme+l'"~ an+e/"lna system and the output of theteltmttrq t"'.9n~V'l'\itter",

Figure :24

Ji 2 ,.\.$ . ,1l!W k,plPiKlQ .... ¥\t¥t.lliJMljd!W;b)AJ1&J.ikt .$4 .. ZI iiQ Xt t, P. .. <' Jt

~aS"v"";'lI~bi~"i~r

B~"1No.1

640 Am~ miN.

,...------,6aifel"'of

No. 'L11~b P!t'P 1t\W\.

r+-- S'rouncl Powel"28Vdc

5 VoirVoltaqe

'5uwfes (1)........_----_.......

Me21swi"l1lbwe.- .._.....- -----1

l)irly\bv~

M.asvrin~

Oi~l"ibl1toI"S

Prc.pu\Si~n

1---+ Tltr\er ~ S'i~te'",DisiYibvtol" (PrvvelVe-s)""_._-_...

~In rlrvmenn+ion( itr~l11etT--r

S'1 mmS'

TI1t"Usr- OKDistri but-or

Pl"opvl~iol'l

~ Mechanical~-S'fml""\'$

~Enq. cvto«)~I>AS ~rltm

tJot~s:

All CO"'l>0nen+1 $hOINI\ ereIOCoated il'\ the Thru.-t FrameAm elCcept as not'ed.

•E'''')irte S'j ~'tet1'1(lhyos+).EbS S-,snm

Sequet\c"~o-ntl'ol

Distyil:>utz>r

i• Mech'aMic.al Sotst"",s• t>DAS' S,,'Stems-• ~a,,",. Saf.~ S'fs-te",S'• STaqinq S'fstem• $'equ~f\citV3 S''(s~"'

44

Rqvre Z'5

_ ••a ;; . iL4 •. Jilt J ... .: i i¥;. !JAN ut,,,,,,;':;WU;W.iA,J,% L.L ."" iiL :41 Ii .' ..' """" ..·......,."'.""ii.""...IIII!iJ

Nominal Voltage:

Current Ratings:

Gross Weight:

S-Ie Battery Characteristics

• Dry charge

• Silver-Zinc Oxide

• Electrolyte consists of Potassiur HydroXide

in Pure Water.

28 :I: 2 vdc (1.5 vdc iJer cell)

Battery No.1 - 640 amps/mir­

Batterv No. 2-1250 all~ps/min

Battery No. 1 - 22 lbs

Battery No. 2 - 55 Ibs

45

--------. - ...~ 1!'iRJ--'''-U2lIS•••••:ZIlllUlI!Iii''UIII''l4_1oiiiI!I!.",a;!I!l!kl,'[lli.'.lIl!1."" 4iAJI4t.iiti;;::W{4>#iPJ liP i_Wi , L J: f1~J - ""41 - 134 ;t$

s-n STAGE STAGE STRUCTURE

The S-' ge is a large cylindrical booster approximately 81 feet in length and 33feet L'l oi, . Th.3 stage is powered by fiye liquid-propelled J-2 rocket engines whichcombine to '1:=. ClOP a total thrust of 1) 150) 000 pounds•

• Body Stell structure

'Lhe body shell structure consists of the forward skirt) aft skirt and interstage.Ea~h unit is a cylindrical al1lminum alloy shell of semimonocoque construction. Theunits are ~~Jfened externally by stringers and are stabilized internally by circum­ferential 1'illg frames.

• Thrust structure

The thrust structure is of semimonocoque construction in the form of a truncatedcone. The structure is stiffened circumferentially by ring frames and stringers. Thrustlongerons and a cruciform assembly for the center engine) support and distribute thethrust load::; of the .J-2 €.~gines. A fiberglass honeycomb heat shield protects the stagebase area from excessive temperature during s-rr boo<:t•

• Propellant Tank structure

TheL:quid Hydrcgt:;.l(LH2l tank consists of a long cylinder with a forward convexbulkhead. and an aft ~ "'~cave bulkhead. The aft bulkhead is common to the Lox tank.The LH2 tank wall·· Jmposed of six cylindrical sections whicll incorporate longitudinaland circumferential stiffeners. The LOX tank consists of ellipsodial fore and aft halveswith waffle-E"tiffened gore segMents. SlOEh baffles are inC'lrporated to cO~ltrol propellant.,loshing and cruciform baffles to prevent vortices at the tank nutlet ducts•

The systems tunnel houses electrical cables, pressurization lines and the pro­pellant dispersion ordance. The tunnel is attached externally from the s-n stage aftskirt to the forward skirt.

"",

4b

• System Twmel

- ------- -:= .--.:-"

§Yfotcrn. Tunne'

Aft &Ilk-head

Fwd Bul~htad

Thrust Stru.ct .... rc

LH2 Fill f Drain

An Skirt>...JLo.....--- LOX Fin ~ Dr-ai n

Nota: The r.tl"o·~ockets TO,. S-ll St.g_separation are located i.., theS·Ji' 8 aoft interstage.

,-/

/

oo

oo

o/0

\

oo

\ 7TelemetryIAntennas (4)

Secu.rc Ra...Sc Safety

Antennas (4)

Antenna Arrangement

Pos.II m W I, I I I

-."

POll,N'

Pos.ill

J-l En~inca& (5)

LH2 Feed Iincs (5')

-- Pos.}

----- §yshms TIL"nel

Engine Arr-ang4Prnent

Bottom View

Po.. U

stage 'Ntignt_Dt"y: ,... 64, ,"00 I b,5.

• At S-Il ICJl1i-fio.,:", 1,007.500 lb<;., A+ S-Il Cu+orr:'" 98,900 \bs.-At.s 1\ Sf.pQl"a+iClrl:"'98,~OO Ib~.

s·n Stage Confi~l'.tration I4'1

I I 41 P.

J-2 ENGINE OPERATION S-II STAGE

The operating cycle of the J -2 EngLle consists of prestart, start, steady-stateoperation and cutoff sequences. During prestart , LOX and LH::; flow through theengine to temperature~onditionthe engine components, and to assure the presenceof propellant in the turbopumps for atarting. Following a timed cooldown period, thestart signal is received by the sequence controller which energizes various controlsolenoid valves to open the propellant valves in the proper sequence. The sequencecontroller also energizes spark plugs in the gas generatC'... and thrust chamber toignite the propellant. In addition, the sequence controller releases GH 2 from thestart tank. The GH 2 provides the initial drive for the turbopumps that ~~liver

propellant to the gas generator and the engine. The propellant ignites, gas generatoroutput accelerates the turbopumps, and engine thrust increases to main stageoperation. At this time, the spark plugs are de-energized and the engine is in steady­state operation.

Steady-state operation is maintained until a cutoff signal is received by thesequence coniroller. The sequence controller de-energizes the solenoid valveswhich in turn close the engine propellant valves in the proper sequence. As a result,engine thrust decays and the cutoff sequence is complete.

Engine Start

Main Fuel Valve Open

Main Fuel Propellant Flow

Start Tank Discharge Valve Open

Pump Buildup

Bypass Flow Through OxidizerTur-bine By-pass Valve

Main OXldizer Flow

Gas Generator Prope.llant Flow

Main Oxidizer Valve Open

Mainstage OK Signal

90 Percent Thrust

I

~,

•

•

••I •<>

, , , • II 3 • 5

48

IGNIT'()~ SEC. SEc. SECCOMMANO

1 I'U TI~ FROM \GNIT\ON

s£c. SE.C

,,v

LHlIt

MainUh

Val""

r-----II....-- -LOX Tu...bitte

r------1 bypass "ZS\v'("

I Gu II Gen. LHz• Pump ~-,

II I

t LHl II Turbin. ~

I I ~::: I IL ---.--tIIIIIIIIIIII

~_J

GH 1 -for LH1tank pyes:Juri~atiOrt

Main LOXValve I--

Pl-ope lI11t,.t utlli'utiol1 "alve ve...i.sfnqine mirlure ratiO b'f b'(PU:Jin9LOX {,.om t"e pU"'p

ILOX

LOXPump

too,ooo lbs 1lw"1Irt"Mixwr'l' YatioLOiX:UI£ 1'.5-43:1P"7.'Cfra,"med b'f weiqlrt".

f

j·2 6tqil1t S..,rt~l't1

S·II Sta,e ]49

S-II STAGE PROPELLANT SYSfEM

The s-n Stage propellant system is composed of integral LOX/LH2 tanks,propellant lines, control valves, vent8, and prepressurization subsystems.Loading of propellant tanks and flow of propellants is controlled by the propellantutilization systems. The LOX/LHz tanks are prepressurized by ground sourcegaseous helium. During powered flight of the s-n Stage, the LOX tank ispressurized by GOX bleed from the LOX heat exchanger. The LH 2 tank ispressurized by GH 2 bleed from tile thrust chamber hydrogen injector manifold:pressurization is maintained by the LH 2 Pressure Regulator.

S-II PROPELLANT LOAD AND OPERATIONAL SEQUENCE

...

-1~7 !>'ic. ./~ I -ez , Osee

I -11/ I -n -~'1

II

-8""in

I I ~Repre 53ut--i"%. a+ i 0.... ._.I I I

~ ..5+a,.. +

Loaer,,,':!LHt

~.5.1. a ,.+Lo~d:1"l9lOX

2.D

I I I100--1t------~--:'----_ri ._.....--+__~I-.................""--

• I ~~ 94bO lb5.min' "\." 590 Ib5!rnin StartI "" ' I "\. I Au+Om~hcqe 0/0 , qe °/0 5e<tlle,l"\c.e

Ul Z , I, .,47.320 'b~/rr:in , I

, ~ 5900 1b5/mif\ I

, : Ilierl ,: /('.

~ ''''/m.o .;/__ 590 ''''I''';.~ ~o --t-tc------+-.-...fI=1~---_+---+---_+--_r__+__+__+__+__+__+_--

-7.0 hr" -".4 -44 -4.1 - 3· 5

AI Time To Li~~o~+

0",

Lo~

o

I

50

LhZ Tank Vent Va\"e (1.)

Open 3b psiaClose 34 psia

't-1---t--- L OX Tank Venf- Val"e (Z)

Ope" 42 psiaClose 39 ps',a

GHz. f rol"t'lJ·1. t."sine. dur',ng 5-11/burn +'0" U-lz lank pre.s5ur,-.:.s+;o"

LH1. Tank-/58,000 165. a+

(9 ni+iol'l

,-­III

III

r-I­I II II II II IIL

LH-z. TanK pressv...e. ¢Re~"la+O... opens ~ 299_seeond.ll aNc.r 5-\1Ignition and re""a;nSope".

Heat E~c.hanger­

C::>n"e.rts LOX +0(,OX ~or LOX T.nk p.-essuri-z.a+iondvr;n,! S-ll powc.rcc1 +liCJh+.

Total prope \I ant tit Ignition~98Z, 700 Ibs

To+-al prope. \\ant c.o"SUI"o'I... !. a;-/-Qr''lnihon "'914.900 \bs .

.-::.(,

•• l~

. , ~;-

r Figurt. ZB

51

Valv't'Comol

Ampli.fie..-

45·. 5.5:1Mixtul"£ M'1x+UI'€Ratio RatioCoI"l1I"la1"1(\ Command

SUl1\mil'\q

"Shapin;

j'll5u.site.h jtl~eto ...

•Teleme\'<!!r'edData

jTo Gl"OUl'ldl.oBdil1q.:::otnpu~r

t TelemE'try

IIII LOX Ma~s

II ~~eII (Capacitance)1\IIII~__----.~-~

IIIIII

rIIIIIILZ

__ .....,;:r--~..

i~le""e'te...ed ValvePosinot1 Si~na1

Fi9ure 29 S-II Staqe PYo~lIan't

Manaqemtr\"t ~'tSf'!.M

53

\... - -- - - _ _ -!III\l!I.!'!'I.. i~!IIIIJII!!I~;!IlIl.III!......tzQ"P!lllna-=:i :.I"...__......,_...IIIIII!l.:"'*.

,"j

54

S-U STAGE THRUST VECTOR CONTROL SYSTEM

The four outboard J -2 engines are gimbal mounted to provide thrust vectorcontrol during powered flight. Attitude control is maintained by gimballing theoutboard engines in conjunction with electrical control signals from the IU flightcontrol computer.

The gimballing system consists of four independent closed-loop hydrauliccontrol subsystems which provide power for engine gimballing. The primarycomponents of the subsystem are an auxiliary pump, a main pump., an accumulator/reservoir manifold assembly and two servo actuators (see page 55). The auxiliarypump is electrically driven from the GSE to provide hydraulic fluid circulationprior to launch. The main pump is mounted to and driven by the engine LOXturbopump. The accumulator /reservior manifold assembly consist of a highpressure accumulator which receives high pressure fluid from the pump and alow preSSU1''-: l'eservior which receives return fluid from the servo actuators.The servo ;c.;t.l<ltor is a power control unit that converts electrical signals andhydraulic pow,'!' imo mechanical outputs that gimbal the engine.

DUr'ing the prelaunch period, the auxiliary hydraulic pump circulates thehydraulic fluid to preclude fluid freezing during propellant loading. Circulationis not required during the S-IC burn due to the short duration burn. AfterS-IC/S-TI &eparation, an S-TI switch selector command unlocks the accumulatorlock up valves, releasing high pressure fluid to each of the servo actuators. Theaccumulators prOVide gimballing power prior to the main hydraulic pump operation.(S-IC/S-II separation transients). During S-II mainstage operation, the mainh~'draulic pump supplies high pressure flUid to thp. servo actuators. The reiurnfluid from the actuators is routed to the reservoir which stores hydraulic fluidat sufficient pressure to supply a positive pressure at the main pump inlet.

Acc.umul 0+-0 r

Low p,.e"sur"~~V;~c;i: Th;.:~ ~+r:+v~- - - --,....... IiOpsi'3 I AHachmel"'l+ Poi.,+ __I__

I Hydravl'l~. JI Ac.ha+or:. ('2.)_

II

Ma.in~v""p

'-In-~-I;-9h-+-I).....~~ - -: 1-----..,.--'\Dl'"ivQn by I '----.,---...... Ac.c.umvlatorEngine 1iJ(bo P.;rn~ I pr"e'i>suri "Led kom 1...- ...1

sf 8000RPM ootPO~1- -*___ ~rou"d wi~1.-. (;,/\/2. <It8.0 '3P"'" .at 3".OOfUi9 -, t3!:lO± 50 pSI_ a+ "10°':

Sq.uar-e Gim balPa+i-ern ±1°En~i(\e. Gim ba \ Rate.Unde ... Load. ~·lo 0 per" !ie.e..

---- I\/ote: tluXll/tary ):)\1 .... 0 u~ed. br.tydtJrin.9 pre/:lvnch

AvxilliaryPUrYlP

!"'boar-cl. E.n<;3"ne. (I)F=ixed Pas'rhon

c.an+e.el 0° at Nom'It'''"'' \'nr" v !i1-

,fElec"'""c- Moto ....O.... ;Val1 ~ 13.000 RPMou+o""+ 1·5 9pm CIt 3~OOps;9

1IIVel-licleY.;l\lJ Axis

Ac+ua+o...~( 1.. per erlCJine.>

(

En<jitZ. Ent:}-:3 \

Vehic.le. 11---' _ rt\ E':'9<-~~5__ - - -wPit'c.h Axi~ \ -W- )

\.: \ Gimbal Point

::'n Jt4- I

";.

r:iqur'e 30 II S-\ \ '3+aqe. Thrl.l~\- Ve.c.tor'II (,on1-rol S~+ern I

M&a~.

D;5+.

tR~cl,,:> (9)

MeasuringRae.\(,

Se./eGtor

Temp. ,-ef.....ol.nc.~ rM~8SU,.e.mQn+1 Ijunc.+io., C.alibra+ion ,,.

I Zone I I DC. I ...JI BD'>< I Amplif'ie.r ,

Z- Oe.. I IAnlplit:'ier I

!, E.Mitt.... , 3 AC- I" Follow.,- I A",plif'·.... I

I14Specia(

~ ---.II Module. ,-'5 AC- 1 I

a... i1<:celt ..a+ion) A",plinef" Ir Et\1ii+er I I~ AC I

" ~o·\o ...... (' I A... pli.f'ie.r I~ ---'"

.....I

arf.: r..mplifi4!.r~ No. I

~thr"lJ 20 locanain mta~vrinq (~ck. I

Po....,. 5 \Ide. ISupply I 28 vde. i

N

T ..an$~uc.e.r Or"

SiCj M1I. I 50u,.<:.~.s

--(on+il"lvous liq.uid Illv.. 1

Voltage, curr.f,"t­Sensor, e+c..

St"ail1 C; avge.

To O+her~e.a1Su'-i"CJRac.ks

Mic;.,.ophol"lE.(acOlJs+i c.)

The ...mocouple.

Accalet-olT1e.t~....(Vib,-atiol"1 )

----,IIIIIIIIIII

ToI Tele"'ef,-y

~ SyterYl

IIJ..+--28vdc

5vdc

r V-:i+::;e., II, Di"iding II

-----·------::-Z8~"dcrL;.J:::!:""::KJ I... I I

,...--- Pu.j. .."+io"'le.+e.... (p,.....!>u,.~ ......;O::..-...:S:....:.v.::cl.::(. ~~~ I9au3e., 10"9 8t.t.e.1., ,,+e.) 5 "dJ

·--=--=~-.::....-_·-:.....--..:..._·_----O-··-·-+-I-D-+---'4.=-..:.==,L__ ...J To___;:...;.\9i!.,;'~a~:::;.a;::..;.::a:.- ........ T.lel"le+fy

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'$'~

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t:'~~

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f,r

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";

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s- 1\ staje.Measuving 5vst~1\1

-

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" Z 2.0Wafu

Powu Coax Coa'l< FbVJ~_r'

Di"idtf 5wi+t.n ~ullTch1---- Di"idu

},

.',

r RF

I'...I~bri1 q~~UI+ic..wplt.r

o- f+-Junction Muh,c,oupltt i

.-

5-1 F-,F-2 J F-3 ~ 5-2- P-I

Trat\'5mlttu \rM~mitttr Tt'an~H+ar TrsmmMtr Tran'!>mii-Tei - T(::'r\'5t\~iittr

un ",I·h. t41.'3 ml-h l.%Omr1-r. 2'1.9.9 rnHz Z%.2ml-lt. 248.G rnt!'1.

t~'P' Rtcord.r~ - Rt.la »'5 - Timtl"''5 I

- - G5E

I .- r ~. -,

L..- ~___._- -.I.. --L ........ --'

"l

.~

F-'PAM;r=M/r:M

~SSj

F-2.PAM/FM/FM

A~sJ

F-3PAM/FM/FM

A5S'J

5-2­5S/FMA~s'J

Multi Plt)(,1..~~ ,..-.a",d ..... Digi+al

Enc.odtr5ub- Mu\tiple.)tl~ ......_~_--'---.-_....~

k"

,.'f

",:,, ...j

Sign'll\Conditioners

Discrtte.Data

[;'-11 5t4<jL T."'",d"l ---,1L _... .5Y5+tm _, I

- ,- 5'1

J"rlnlnl."tat-ion~ Teleme'tY-f

S.,S.S'

l"stnI."nrfionPowe...

Supply

~asuYinCJ

PowerDim;bl1hJr -

F_. Skirt-------- ------------ ------Thnrst F"t"3IIIe- A..-a

Main8at+er'f

28Vdc~5Amp_hr:

Propellard- Mottitbrinq4 M~qewt.."t S..,rlle",$

Reciooa.latio"1e4ltttet"l Nt;;. 2

2iVdc35 Aft,p.. tw:--

-- /

:.- ~

~.. latiOhBd&'f~1

WVde35Amp.tw:

------'ieei..-clIl<Ilf-iol1In\fe"1et's- (5)5'- Vdc 1ns'ftl,met\"tatiot1

t -re(~me~S.,cilMt,

5 VottMea~vrir'\q

.....-----1Vott:aqe Sup,ly

58

"

Type:

Nominal Voltage:

Current Rating:

Gross Weight:

S-II Battery Characteristics

• Dry charge

• Silver Zinc Oxide

• Electrolyte consists of Potassium Hydroxide

in Pure Water.

28 ± 2 vdc

35 amp/hours

165lbs each

..~" - ~

-.. ~

... ...~i

l-."

Note: There are four 28 volt batteries used in the S-II Stage however sincethe recirculation system requires a 56 volt source. t\",,10 batteries.(28 volts each) are connected in series .

S-IVB STAGE STRUCTURE

The S-IVB, the third booster stage, is approximately 59 feet in length with a stageweigh.. at liftoff of approximately 269,300 pounds. The S-IVB stage is powered by asingle J-2 engine capable of providing 232,000 pounds of thrust at first burn and211,000 pounds during second burn.

• The Forward 9tirt Assembly

The forward skirt is the load supporting member between the LHa tank and theInstrument Unit. The forward umbilical plate, antennas, the LH2 tank flight vents andtunnel fairings are attached externally to this skirt.

• Propellant Tank Assembly

The propellant tank assembly is a cylindrical aluminum. structure with a hemis­pherical shaped dome at each end. Lox 2nd T ,Ha are separated by a common btdkheadof sandwich type construction which is OOI!'- ~-r~ ...;) and separted by a fiberglass-phenolichoneycomb core.

• LHa Tank

The LHa tank is equipped with polyurethane insulation blocks which are coveredwith fiberglass and a sealant coating to minimize J.JIa boUoff. These blocks are bondedto an intertank waffle-like structure whicil provides structural rigiditity.

•

The Lox tank is located in the lower end of the propellant structure and is sur­rounded by the aft skirt assembly. The Lox tank is equipped internally with a sloshbaffle, a chilldowll pump, a 13.5 foot propellant utilization probe, temperature andlevel sensors, and fill, pressurization and ventpipes•

• Mt Skirt Assembly

The aft skirt assembly is 1he load bearing structure between the Lox tank and theaft interstage.

• Thrust Structure

The thrust structure is an inverted, truncated cone attached at its larger end to theaft dome of the Lox tank and at the smaller end to the J-2 engine mount.

o Mt Jnterstage

"0

The aft interstage is a truncated cone that provides load support structure betweenthe S-II and the S-IVB stages. S-II retro rocket mounts are attache~' to 1his stage. Theaft interstage remains wit". the S-II at interstage separation.

View Looking Art

Main T"""8'_____ n___ Fwd. u","i1iral p,.t•

..........-..;;;; Au.Uiat"( Tu""el

APs Modllies (2)

,,

LOXThlc

Forward Skir-t"

(Ie"cjt"- JOlt:)

('OtI\Mafld A"fe,\Ilas(2)

LHz Ta..k

HeliuM Spheres (9) --"--4__IIII I-----t--- MainT""".I

A.fi" Skj,.t .....-t-r--- ....I I .......,

(lel\CJft\ ... 1f"t) , I ,.-t--- ee...MOf\ Bulkhead, I

Thrust StructureRet'voroclc.ts {4}

UU-a~e Motors (3) _~~__ ;,,J APS Module (2) 180° apari"

__ 1:~~;;U~~~~=;,=::::::: LOX "Tank relief cwf,'ceI ,----~pa"'+ion Plane

~ ! I -Heliu", Spheyes (&)

l'f1 :I I I --","!1:--,~N!ll+..!J"~~:t;LSet!:r~rl1!J_~eI 'I 'len~th"" 18.1.fi:I :: 'I I "7

: V I -'~.,r--:-I--- J -2 Enqi~L J

SolVe> 5taq~ Wci9h'~• Dry : - Z5,300 Ib').,At s-Ive Iql'lition: - 2c.I, ,,00· At 5-/VP> Cutoff: .... ,q \. 3~O• At 5-1V~ 2nd e.utoH:'" t9,OOO• At S-IV B 'tparation:'" Z&,aOO

-;

J61

J-2 ENGINE OPERATION S-IVB SfAGE

The operating cycle of the J-2 Engine consists of prestart , start, steady-stateoperation and cutoff sequences. During prestart, LOX and LH 2 flow through theengine to temperature-condition the engine components, and to assure the presenceof propellant in the turbopumps for starting. Following a timed cooldown period,the start signal is received by the sequence controller which energizes various controlsolenoid valves to open the propellant valves in the proper sequence. The sequencecontroller also energizes spark plugs in the gas generator and thrust chamber toignite the propellant. In addition, the sequence contrcller releases GH 2 from thestart tank. The GH2 provides the initial drive for the turbopumps that deliverpropellant to the gas generator and the engine. The propellant ignites, gas generatoroutput accelerates the turbopumps, and engine thrust increases to main stageoperation. At this time, the spark plugs are de-energized and the engine is in steady­state operation.

Steady-state operation is maintclned until a cutoff signal is received by thesequence controller. The sequence controller de-energizes the solenoid valveswhich in turn close the engine propellant valves in the proper sequence. As a result,engine thrust decays and the cutoff sequence is complete.

I I~,

•

•

••I •I I I I I

I 2. ~ 4 _I

~.

Engine Start

Main t'uel Valve Open

Main Fuel Propellant Flow

Start Tank Discharge Valve Open

Pump Buildup

Bypass Flow Through OxidizerTurbine By-pass Valve

Main Oxidizet' Flow

Gas Generator Propellant Flow

Main Oxidizer Valve Open

Mainstage OK Signal

90 Percent Thrust

IGNITION SEC. SEC. Sic..COMMANt)I '" T\~E: FROM IGNITION

SEc.. SEc..

- .......

LOX Turb,tleb'tpaS5 1l21IVE'

Mirtllrt" ~atio

LOX: LH2 $.0-4.5: 1

I 6~s II GenI

I 1I L~ 1I t Turbine -- II IStarr I

TartK IL - -----t

IIIIIIIIIIII

• _..J

GH1 f'or Ut2 Tanle.Pte$'surin+iotl

~200,000 Ibs Thrust

Main LOXV~llIe -

P.U. Valvt I

Propellant- utili13tion V2'l\ve \taritst:nqi~~ mixtu\"f ratio b'f b'fpassil\q LOXfrom the pump.

/LOX

.---,rr.'ln-jL-ec-t...Lor-' I

I60X for-lOJ< Tanl:::

pr-es;vri'Z'2ltion ;. Thl"'lJsr \ :

I Chambet" I( Pl"E'$Sure

I I r - Main Uhr--~-""""-'""f 716ps'i~)I _Heat I r-L_":":':'~:';:';"---<J--;-~ Valvt."~anqer It-----I~_---J L _.J

• E'xpal1siotr ~crtlo

L 21.S:1--LOX

LOXPump

LOXTurbine

,,.

Figure 35 J-2. £nqine S'jmmS-lV8 S'hAqe ]

. ,

. \

S-IVB STAGE PROPELLANT SYSTEM

The S-IVB stage propellant system is composed of integral Lox/LH2

tanks,propellant lines, control valves, vents and pressurization subsystems. Loading ofthe propellant tanks and flow of propellants is controlled by the propellant utilizationsystem. Both propellant tanks are initib.lly pressurized by ground source cold helium.

LOX tank pressurization during S-IVB stage burn is maintained by helium suppliedfrom spheres in the LH

2tank, which is expanded by passing through the heat exchanger,

to maintain positive pressure across the common tank bulkhead and to satisfy enginenet positive suction head. LH

2tank pressurization during S-IVB stage burn is main­

tained by GH2

from the J-2 engine injector. Pressurization of the LH2

tank strer.gthensthe stage in addition to satisfying engine net positive suction head.

Repressurization of the propellant tanks, prior to J -2 engine restarts, is attainedby passing cold helium, from the helium spheres in the LHz tank, through the O/H 2burner. The heated helium is then routed to the propellant tanks. Should the O/H

2burner fail, ambient repressurization will ensure propellant tank pressure for enginerestarts.

S-IVB PROPELLANT LOAD AND OPERATIONAL SEQUENCE

80-

"0-%LoA 40­D

zo-

LOX

LOX R.p'en;~h

Li.f'+";~I•

Ast...+ LOa4i~

LOX

startLoatli,,~

L~1.

4.4 cu. f+. 3100 psia GHt ~pI1fr.S' (.)LH 2 T21nlc pl".'$urlntiondUf"il1q COllrl mode.

--=--,1I : 3.5 ",.ft. SIOO..;o 6H, ,,,"S I~

I Il\fliql1t LOX T~.,k pY"~ssurintion.

I I1/ Ii I II I III III III I

-I-h II I I I LOX V~t Valve-

I I I I -3.5 c:u.f!:' 3100 p.i~ GH, splt!!I"fS (2)

I....trlfor J-2 cl'\qil'\e ....rtar\"·

I !II I I LOX Fill artd Drain

I I Irr_J 'I~-}J

021-1. f)urncl"

I H1 Tank...... 43,400 Po$' at

lqnition

r-II II II I

I i

r--III

r-------II LH'1 'le11+ Va lve-

1 ..,:...\_~~~~IIIIIII ILH2IIIII

IIIII

I II I I I GHe

I I L __L1

_1

, -~

L_","!

iota I prepelhll1t 'Zl-t iq",ii-icn""~4.100 Ibs.

Total pyop.I/'aIl-t con,um.d ~.(te..i~n. ':," '" 229.5DO Ibs.

,..-....

Is·Ive $taC3e A-opellant S'lsf!trt

.,

."

S-IVB STAGE PROPELLANT MANAGEMENT SYSTEM

The propellant management system, in conjunction with the switch sulector,controls mass propellant loading and engine mixture ratios (LOX to LH2 ) to ensurebalanced consumption of LOX and LH2 •

The capacitance probes, located in the LOX and LH2 tanks, monitor the mass of thepropellants. During flight, the LOX and LH2 capacitance probes are not utilized tocontrol ~ne propellant mixture ratio. The mixture ratio is controlled by switch selectoroutputs which are used to operate the propellant utilization (P~ valve. The PU valveis a rotary valve which controls the quantity of LOX flowing to the engine.

The PU valve is commanded to its null position to obtain an engine mixture ratio(EMR) of G:1 (LOX/LH2 ) prior to engine start. The PU valve remains at the 5:1position during the first burn. Prior to engine restart (first opportunity) the PU valveis command by the switch selector to an EMR of 4.5:1 and remains at this positionuntil approximately 2 minutes of S-IVB burn. Then the PU valve is commanded to itsnull position (5: 1) by the switch selector. However, if the S-IVB restart is delayedto the second opportunity, the EMR is shifted from 4. 5: 1 to 5: 1 by the switch selectorat about the time the engine reaches 90 percent thrust .

5.0:\Mil(+Vr'~

R~\o

COt'l\n'lancL

SumI'll I 09~

ShapioCj

4·5 ~ IM'Il,,+ure

i I<a+ioComt\1and

ValveCon+rol

Tel4! ..... :l-..:red Amplifier'Data

...... ilC+vr& r'a-t-',o is normally50: I I,m le5S 'SuJi +c.h~elecn.r has commandedIS 4,5:) mixture. ratio,

+0 G.rolll\dLoading

Computer­iTelemetr-y

Te leme1-ef'edValve Po",it"tlOSi~na\

IIIIIII ll-ltL - --.l=::::J---;

- 1

-. (

i

.: ~ .:.. . ":. -~\.-

~:. -~- .

S-IVB THRUST VECTOR CONTROL SYSTEM

The single J-2 En~ne is gimbal mounted on the longitudinal axis of theS-IVB Stage to provide pttch and yaw control during S-IVB powered flight.Engine gimballing is accomplished by an independent closed loop hydraulicsystem which supplies power to the two servo-actuators. The two servo­ac.:uators may extend or rdract indi'\idually or siml!ltaneously. Gimbalposition is proportional to the magnitude of an electrical input to the electro­hydraulic servo valve located on each actuator. Mechanical feedback fromthe actuator to the servo valve completes the closed engine position loop.

During S-IC and 8-11 stage burns. the actuators h("~d the engin~ positionto null. This is accomplished by utilizing the electrically driven auxiliaryhydraulic pump. The auxiliary hydraulic pump is also used during orbit toperiodically circulate the hydraulic fluid to prevent freezing. During the8-IVB burn. the main hydraulic pump. driven by the engine. provides thenecef'sary pressure and circulation for actuator operation (pitch and yawcontrol). Roll cont.rol is provided by the Auxiliary Propulsion System(see page 71).

\ ---.-----"Aceul'ftuIa1o~preuurned'f"tom <Jr'Outtd II)'*, 6N2at tsSO!~pc-ia .r 10°F.

lou Pr.ssure__-,-f -Vehicle Thrust -- - - - - "1-16qpsi, I Structure . _~I ~~

I A1'taelt",ellt Poi,,'t- )I HyJravllc..

Ac.+..a+o...s._--- I ----__ ('!)

I

...,J ;

lnfliGht IISf- I IOrillen h L *-Enqine T.w1Jr> Pump - - - - - 1at 8000 RPM OIJtpcit8.09plI'l ;rt SS'50ps~

'0

En'3ina G;n\baUacljC a.,.f.ed 0° '3+Nomi nal Tl......,.s+

Motor

........Sqva~ GiMIJal pa1tern!7! Enqil'lf qi",bal ratrundet- load'" $0per sec.

Gimba\ P2rtfent(Ioolcinq forward)

I

s-ws StlIqe 1111"\151" VectorCo"th>I~

.,;:..:,",

J 10-~

'I

AUXIlJARY PROPULSION SYSTEM

The S-IVB Auxiliary Propulsion System (APS) provides vehicle attitude controlduring powered flight in the roll axis only and during S-IVB coast provides control inthe pitch, yaw, and roll axes. Attitude corrections are made by firing the controlengines, individually or in combination, in short bursts of approximately 65 msminimum duration. Commands from the Flight Control Computer actuatefuel :ind oxidizer solenoid valve clusters that admit hypergolic propellantsto the control engine combustion chambers.

The attitude control engines are located in two aercdyllamically shapedmodules, 180 degrees apart, on the aft end of the S-IVB stage (positions Iand ill). Each module contains four hypergolic engines, three 150 pound thrustattitude control engines and one 70 pound thrust ullage engine. The 70 poundthrust (ullage) er1gine in each module is used to settle the main stagepropellants after S-IVB cutoff and again prior to restart. One control engineof each module is used to control the vehicles' attitude in pitch, while theother two are used for yaw and roll control.

Each APS module contains its own propellant supply and pressurizationsystem. The hypergolic propellants used by the engines are monomethylhydrazine (MMH) for the fuel and nitrogen tetroxide (N204) for the oxidizer.Helium is the pressurant used in the system•

.. :.:-' .. ' "'.: .. " .. .

~OIl1tr Mollllie

/ "/ "

-.,

O..idiz.er- He Fuel

· II

f5l>lb. 1'hrustEnqines (3)(I>iteh • \j~""

~ RoB)

70 Ib- Thrl.lS+\)\10194/ £n'3in~ "j--_.....~

f,-

-, ~

f. ~..~

,\-:

Vie'AJ ff'om a<t (l»1:il\C)__lIJQrcl "'" downull1qe

, • <,f'iqure 39

'I

• 1

iI

,.. i

To1M

c. .. ,. d;1' it: n c,..

• S~al Condltion-ill9 ASfOfftblies(i i" ·(Ot"~.nI

iOti..t ~IOin »I-skin t , in M+itdtrs't.,e.

• 8tidc)f eo.esA·C.

A",plifier • 1i6lation IJoltfS

• J)istriblltors5'&(Volta~ dill.",

nebl.,.")

~:f'-" Tral\~LlCe'S

(stvail'\ 6aVC)e 1"1,.>

;- ....._-=5:..:~~c::::...---- 'hl-bs,trSources

fWettKDme~~ T'f~

(PrusUl"e 6.",_ J etc.)

_____________________.... 10

'Bot

Fiq~ 40 I]

"l"an~rnii1ed

&:bwar

DCTeGk1r-

~n+l

\l7ielerne...... t

~.....e'"Divider

C.~Xial ,Switch

R~ Mul+iplel'el'"

T ...an~iT+e.d

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Bi -D,rectiana ICouple.'" ForwaYd

~...Deteefo...

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C.ovple.'"

,

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RF A5<syPCM

ModlIFM

C;;i"<J!e Side BandTransllW i -Hoe ....

5yrtc

DiiJ+cl

+lo/Iul+iplelCer"MOde.l 210

Pc.~ 0045 A.5'5y

1JI odel 301

oataFi-Dm lU Si/\qle. Side 8at'lci

IlSOl a+i on A"Iplo

rclclYle.try

O':>C iI/a-f-o .....Ass"l

TelemetryC1Jlib...atiOf\

Remof-e Di9it-a I

Sub MulHplelCe....

I)i-levt DaTa

SyncReIMO~ Aflal0'3

Oa+-a~ub- Mul+iple)(er .....1----------1

Sin'3\e Sicle BaNiTr~f\'5"laiOr

Ai ...bDr,.,e

DaTa +0IU .f'c:r +r-ans""$~llar--~:-:--:-:---.,

Vib,..~~ion

Mvl-Hple1<e....MOd-e.1 t.4-6

OP\80MultOlple,csr"

MaG.1 '2.10

]73

Note: lIAos~ fO\"'w8\"'d Inten\aq~ COMpon&t'lhAr'e MOCJn-ted On Coldplate5

Battery"l~8"de

)00 Q",~ 'nt".

To ~atte.r-y Bsttel'"y-t.HlI!a+er~ t&vdc.

Z5 amp.nr.To Rsnqe.

1---_ S.~a+y

S"s+emNo. "Z.

MeO(~u ...ioqVoH·aqe.'.it:pply

!5 vele

Con+'-ol\)~ oahi bu+or

S+atic.In"./Col''''.

A'l>'$Y

28 ..c!c;. ,..__.1.- .1-. -1__....,

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ToTMSys.

Fo...wsr-d 'SkiN-

ToPU

ToPU

To Mea-:.urif\<j5y51-1.n\:)

TotJeasurin~

S~t115

__- __G..-ounoPo...~"~8 "dc.

To Co"tr"olRe\sy Psc.kaqe5

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To S-Ive!5ys+em~

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Battery til28 'Ide.

300 amp.hr:

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ToE.D~

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S-IVB Battery Characteristics

Type:

Nominal Voltage:

• Dry Charge

• Silver-Zinc Oxide

• Electrolyte - Potassium Hydroxide in Pure Water

28 (±2) vdc (1. 5 vdc per cell)

Note: Aft Battery No.2 uses two 28 volt batteries. series connectedto provide a 56 volt output.

Batteries

Fwd. #1 Fwd. #2 Aft #1 Aft #2

.-1Current Rating: 300 Ampere

Hours25 Ampere 300Ampere 78Ampere

Hours Hours Hours

"',v

..<.

Gross Weight: 83lbs 20lbs 83lbs 150lbs

15

INSTRUMENT UNIT

The Instrument Unit is a cylindrical structure approximately 260 inches indiameter and 36 inches high which is attached to the forward end of the S-IVB stage.IU structure is composed of an aluminum alloy honeY0omb sandwich material whichwas selected for its high strer. gth-to-weight ratio, acoustical insulation, and thermalconductivity properties.

The cylinder is composed of three 120 degree segments--the access door segement,the flight control computer segment, and the ST-124-M segment.

The IU Stage contains;

••••

•

Guidance, Navigation and Control Equipment

Telemetry Systems

Tracking Systellls

Crew Safety Systems

Environmental Control System

-, -"

'.'.. ~~

1b

The guidance, navigation and control equipment contained in the IU includes thatwhich is necessary for vehicle guidance and control during boost through orbital coastand subsequently for translunar injection.

Telemetry along with measuring systems is used to monitor certain conditions andevents which take place in the IU and to transmit these monitored signals to groundreceiving stations.

Tracking systems assi ...• the determination of the vehicle's trajectory. Trackingdata is used for mission control, range safety and post flight evaluation of vehicle per­formance.

Crew Safety is prOVided by the Emergency Detection System, a portion of which islocated in the IU stage. EDS senses conditions in the vehicle during boost phase \\hichcould ('!l11 <:;e vehicle failure.

Environmental Control maintains an acceptable operating envi..·onment during pre­flight and fli/7;ht operations.

CD~I CDlt1p~ .mI

Data Adupffi- a..,d 602Di~;DI Comput~

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thrv 20 art il'lc.lvded in1't\e.a~ul"in9 rack

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lU stage Battery Characteristics

Type: • Dry charge

• Silver-Zinc Oxide

9 Electrolyte - Potassium Hydroxide in Pure Water.

Nominal Voltage: 28 ± 2 vdc (1.5 vdc per cell)

Current Rating: 350 amp!hours

Gross Weight: 165 Ibs per battery (3 batteries are used in the lU stage)

81

ENvmONMENTAI. CONTROL SYSTEM (ECS)

The Environmental Control System (ECS) has been developed to maintain anacceptable operating environment for the ru/S-IVB equipment during preflight andinflight operations.

The ECS is made up of the following:

Thermal Conditioning System - maintains a circulating Methanol Watercoolant temperature of approximately 59° ± 1°F.

•

•

•

Preflight Purging System - maintains a supply of temperature and pressureregulated air/GN2 in the ru/S-IVB equipment.

Gas ~~aring Supplv System - furnishes GN2 to the ST-124-M3 inertialplatform gas bearings.

Hazardous Gas Detection System - monitors the ro/S-IVB forward interstagearea for the presence of hazardous vapors.

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tfII•\

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.: {~'. ~.:~ 64-

SPACECRAFT DESCRIPTION

The Spacecraft for the AS-505 mission is composed of:

Launch Escape System (LES)Command Module (CM)Service Module (SM)Lunar Module (LM)Spacecraft Lunar Module Adapter (SLA)

Launch Escape System

The Launch Escape System, which is jettisoned approximately 35 seconds afterS-II Ignition, is made up of a Launch Escape Tower (LET), and a three-motor pro-f li.:>ion system (Tower Jettison, Launch Escape and Pitch Control Motors).

Command Module

The Command Module is a Block IT Configuration. The module's inner structure,or pressure vessel, is separated from the outer structure by a layer of insulation.A heat shield structure is made up in three segments consisting of a forward heatshield, a crew compartment heat shield, and an aft shield. The CM is slightly over11 feet in length and is about 12 feet in diameter. A propulsion system consi"ts ofReaction Control Engines which may operate pulsed or continuous.

Service Module

The Service Module may be described as a cylindrical, aluminum shell whichis made up of honeycomb-sandwich panels and a forward and aft bulkhead. Onegimballed propulsion engine (capable of up to 30 restarts) anda reaction controlsystem (4 clusters, 4 chambers each) malte up the SM Propulsion System. The Com­mand and Service Module are joined by 3 tension ties each of which is equipped withexplosive charges for SM/CM separation.

Lunar Module

The Lunar Module consists primarily of an Ascent and Descent Stage. The AscentStage, which contains the crew compartment, is equipped with a Reaction Control Systemwhich provides thrust capability, an ingress and egress hatch to the crew's compartment,VHF, S-Band and Rendezvous Radar capabilities plus numerous instrumentation andcontrols. The Descent Stage, consists primarily of a descent engine and fonr retractablelanding gear assemblies. Over all weight of the Lunar Module is approximately 32, 000pounds.

Spacecraft Lunar Module Adapter

The Spacecraft Lunar Module Adapter (SLA) joins the Service Module (SM) to theS-IVB/IU. The SLA encloses the Lunar Module. Adapter panels which enclose theLunar Module are jettisoned prior to docking and Lunar Module extraction•

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DISTRIBUTION

Dr. von Braun (1) A&T-MS-IL Library (2)

Dr. Rees (5) S&E-SSL-DIR Dr. stuhlinger (2)

Mr. Neubert (40) S&E-DIR Mr. Weidner (2)

Mr. Jones (2) PM-SAT-MGR Mr. Tier (1)

Gen. O'Connor (1) PM-SAT-E Mr. Huff (1)Dr. Mrazek (1)

S&E-AERO-P Mr. Teague (60)Dr. Farish (50)

Mr. Montgomery (10)S&E-CSE Mr. Richards (2)

Mrs. Watson (25)S&E-COMP Mr. Cochran (6)

Dr. Speer (5)S&E-ME-DIR Mr. Kuers (10)

Mr. Park (10)S&E-QUAL-J Mr. Klauss (10)

Mr. Crews (1)Mrs. Norman (15)

S&E-ASTR-S Mr. Driscoll (5)Mr. Nuber (10)

S&E-ASTR Dist "E" (258)Mr. Hamilton (200)

S&E-ASTR-BV/DAC Mr. Arden (20)Mr. Williams (250)

DAC/H Mr. Schar (12)Mr. Gorman (9)

S&E-ASTN Dist "E" (140)Mr. James (2)

S&E-ASTN-VNC Mr. Moon (60)Mr. Bramlet (1) ffiM Tech. Library P. O. Box 1250 (2)

Mr. Bell (1) HSV Huntsville 35807

Mr. Beaman (5) IS-CA8-42C H. C. Kelley (2)KSC Librarian

Mr. Burns (2)NA/Rockwell Mr. Anderson (1)

Mr. Moody (1)

Mr. Rowan (1)Boeing SD Mr. Runkel (1)

Mr. Smith (1) S&E-CSE-DIR Mr. Mack (5)

Mr. Sneed (1)

Mr. Urlaub (1)

Mr. McCulloch (1)

Mr. Godfrey (1)

Mr. Duerr (1)

Mr. Shute (5)

-" .. ... III a J IX! QAJiliD:JWSmiML, Ai¢. .-llt "Vi. q i1J. It ,kill (L - L .$ i i. . - .11..