D5-13183

Final Report - Studies of Improved Saturn V

Vehicles and Intermediate Payload Vehicles
(P-115)

SUMMARY

Prepared for
NASA - George C. Marshall Space Flight
Center under Contract NAS&-20266

INDEXING DATA October 7, 1966

DATE OPR T PGM SUBJECT
# s;

SfGNATOR LOC

THE BOEING COMPANY - SPACE DIVISION

 S T U D I E S O F I M P R O V E D SATURN V V E H I C L E S
AND I N T E R M E D I A T E P A Y L O A D SATURN V E H I C L E S (P-115)

SUMMARY D O C U M E N T
D5-13183

FINAL R E P O R T
P R E P A R E D UNDER C O N T R A C T N U M B E R N A S 8 - 2 0 2 6 6

SUBMITTED T O
G E O R G E C. M A R S H A L L S P A C E F L I G H T C E N T E R
N A T I O N A L AERONAUTICS AND S P A C E ADMINISTRATION
O C T O B E R 7, 1966

S U B M I T T E D BY
S Y S T E M S ANALYSIS C O N T R A C T O R
T H E BOEING C O M P A N Y
S P A C E DIVISION
L A U N C H SYSTEMS B R A N C H
H U N T S V I L L E , ALABAMA
 D5-13183

FOREWORD

T h i s v o l u m e s u m m a r i z e s five t e c h n i c a l V e h i c l e D e s c r i p t i o n D o c u m e n t s
r e p o r t i n g a t e n - m o n t h s t u d y to p r e p a r e t e c h n i c a l and r e s o u r c e d a t a on
uprated payload Saturn V and i n t e r m e d i a t e payload Saturn v e h i c l e s .
T h i s study i s p a r t of a c o n t i n u i n g effort by t h e N a t i o n a l A e r o n a u t i c s and
Space A d m i n i s t r a t i o n (NASA) t o i n v e s t i g a t e the c a p a b i l i t y a n d f l e x i b i l i t y
of the S a t u r n V l a u n c h v e h i c l e and t o identify p r a c t i c a l m e t h o d s for
d i v e r s i f i e d u t i l i z a t i o n of i t s p a y l o a d c a p a b i l i t y . NASA C o n t r a c t NAS8 -20266
a u t h o r i z e s the w o r k r e p o r t e d h e r e i n and w a s s u p e r v i s e d and a d m i n i s t e r e d
b y t h e M a r s h a l l S p a c e F l i g h t C e n t e r ( M S F C ) . S-II d a t a w a s s u p p l i e d
by the S p a c e and I n f o r m a t i o n D i v i s i o n of N o r t h A m e r i c a n A v i a t i o n .
S-IVB d a t a w a s s u p p l i e d by the M i s s i l e a n d S p a c e S y s t e m s D i v i s i o n
of D o u g l a s A i r c r a f t C o m p a n y . L a u n c h s y s t e m d a t a w a s s u p p l i e d by t h e
D e n v e r D i v i s i o n of T h e M a r t i n C o m p a n y - Solid m o t o r d a t a w e r e s u p p l i e d
by U n i t e d T e c h n o l o g y C o r p o r a t i o n . T h e L a u n c h S y s t e m s B r a n c h ,
A e r o s p a c e G r o u p , S p a c e D i v i s i o n of T h e B o e i n g C o m p a n y w a s t h e
S y s t e m s A n a l y s i s c o n t r a c t o r for t h i s s t u d y .

P r o g r a m d o c u m e n t a t i o n i n c l u d e s a s u m m a r y v o l u m e (this d o c u m e n t ) ,
five v o l u m e s c o v e r i n g v e h i c l e d e s c r i p t i o n s , r e s e a r c h and t e c h n o l o g y
implications r e p o r t , and a cost document. Individual designations a r e
a s follows:

D5-13183 Summary Document

' D5-13183-1 V e h i c l e D e s c r i p t i o n M L V - S A T - I N T - 2 0 , -21
D5-13183-2 Vehicle Description MLV-SAT-V-3B
D5-13183-3 V e h i c l e D e s c r i p t i o n M L V - S A T -V-25(S)
D5-13183-4 Vehicle Description MLV-SAT-V-4(S)B
D5-13183.-5 Vehicle Description MLV-SAT -V-23(L)
D5-13183-6 R e s e a r c h and Technology Implications R e p o r t
D5-13183-7 F i r s t Stage C o s t P l a n

ii
 D5-13183

ABSTRACT

This document s u m m a r i z e s a study conducted under NASA/MSFC

Contract NAS8-20266, "Studies of Improved Saturn V Vehicles and
Intermediate Payload Saturn Vehicles (P-115)", from December 6, 1965
to October 7, 1966. The details of this study a r e contained in five
"Vehicle Description Documents" (D5-13183-1, -2, - 3 , -4, and -5).
P h a s e I of the study was a p a r a m e t r i c p e r f o r m a n c e and r e s o u r c e s
analysis to select one baseline configuration for each of the six vehicles,
P h a s e II of the study included a fluid and flight mechanics study, design
impact on systems', and a r e s o u r c e s analysis for each baseline vehicle.
The uprated vehicles a r e feasible configurations and logical candidates
for payloads in excess of the c u r r e n t Saturn V capability. No major
problem a r e a s w e r e identified for either development or production.
The intermediate payload vehicle derivatives of Saturn V" a r e a logical
m e a n s of providing orbital payload capability between that of the Saturn I
and the two-stage Saturn V.

KEY WORDS

Contract NAS8-20266 Fluid and Flight Mechanics

D5-13183 Impact
Vehicle Description Document Resources
Saturn V Cost
NASA /MSFC. Payload to 100 NM orbit
Up rating MLV-INT
T r a d e Studies Baseline Configuration
Payload to 72 Hour Lunar Injection MLV-SAT-V

iii
 D5-13183

T A B L E OF CONTENTS

SECTION

FOREWARD
ABSTRACT
1.0 INTRODUCTION
2.0 SUMMARY
3. 0 GUIDE L I N E S AND ASSUMPTIONS
4.0 M L V - S A T - I N T - 2 0 / - 2 0 LAUNCH VEHICLES
5. 0 M L V - S A T - V - 3 B L A U N C H V E H I C L E S
6.0. M L V - S A T - V - 2 5 ( S ) L A U N C H V E H I C L E S
7.0 MLV-5AT-V-4(S)B
8..0 M L V - S A T - V - 2 3 ( L ) L A U N C H VEHICLE
9. 0 CONCLUSIONS AND R E C O M M E N D A T I O N S

iv
 D5-13I83

FIGURES

F I G U R E NO. PAGE

1-1 P H A S E I L A U N C H V E H I C L E CANDIDATES 2
1-2 S E L E C T E D B A S E L I N E LAUNCH V E H I C L E S F O R P H A S E
II STUDY E F F O R T 4
2-1 VEHICLE COMPARISON 7
2-2 U P R A T E D V E H I C L E I N V E S T M E N T COST C O M P A R I S O N 8
2-3 T W O - S T A G E V E H I C L E COST E F F I C I E N C Y 8
2-4 T H R E E - S T A G E V E H I C L E COST E F F I C I E N C Y 9
4-1 INT V E H I C L E S 14
4-2 INT - 2 0 / - 2 1 V E H I C L E COMPARISON 17
4-3 F O U R E N G I N E S - I C - 2 0 STAGE 19
4-4 I N T - 2 0 ORBIT A L T I T U D E - A Z I M U T H P A Y L O A D
CAPABILITY 20
4-5 I N T - 2 1 ORBIT A L T I T U D E - A Z I M U T H P A Y L O A D
CAPABILITY 21
4-6 I N T - 2 0 P O L A R & SUN SYNCHRONOUS P A Y L O A D
(DIRECT A S C E N T ) 21
4-7 SYNCHRONOUS ORBIT PAYLOAD C A P A B I L I T Y 21
4-8 I N T - 2 0 / - 2 1 V E H I C L E D E V E L O P M E N T AND D E L I V E R Y
PLAN 22
4-9 INT V E H I C L E COST E F F I C I E N C Y COMPARISON 24
5-1 M L V - S A T - V - 3 B B A S E L I N E LAUNCH V E H I C L E 26
5-2 T R A D E STUDY U P P E R STAGE E N G I N E S 28
5-3 T R A D E STUDY P E R F O R M A N C E DATA 29
5-4 T R A D E STUDY V E H I C L E P A Y L O A D COMPARISON 29
5-5 S A T - V - 3 B & I N T - 1 7 COST E F F I C I E N C Y T R A D E 30
5-6 ORBIT A L T I T U D E - A Z I M U T H P A Y L O A D C A P A B I L I T Y 31
5-7 HIGH E N E R G Y P A Y L O A D C A P A B I L I T Y 32
5-8 T W O - S T A G E P O L A R & SUN SYNCHRONOUS ORBIT
PAYLOAD CAPABILITY 33
5-9 T H R E E - S T A G E P O L A R & SUN SYNCHRONOUS ORBIT
PAYLOAD CAPABILITY 33
5-10 ACOUSTIC E N V I R O N M E N T AND S T R U C T U R A L LOADS 34
5-11 SAT-V-4(S)B VEHICLE IMPACT 35
5-12 S A T - V - 3 B V E H I C L E D E V E L O P M E N T AND D E L I V E R Y
PLAN 38
6-1 MLV-SAT-V-25(S) BASELINE VEHICLE 40
6-2 P E R F O R M A N C E T R A D E DATA 41
6-3 COST E F F I C I E N C Y T R A D E DATA 42
6-4 ACOUSTIC E N V I R O N M E N T AND S T R U C T U R A L LOADS 46
6-5 SAT-V-25(S) VEHICLE IMPACT 47

v
 D5-13183

FIGURES (Continued)

FIGURE NO. PAGE

6-6 MOBILE ERECTION AND PROCESSING STRUCTURE 51

6-7 SAT-V-25(S) LAUNCH VEHICLE DEVELOPMENT AND
DELIVERY PLAN 53
7-1 MLV-SAT-V-4(S)B BASELINE VEHICLE 54
7-2 TRADE STUDY PERFORMANCE DATA 55
7-3 TRADE STUDY COST DATA 57
7-4 ORBIT ALTITUDE - AZIMUTH PAYLOAD CAPABILITY 58
7-5 POLAR & SUN SYNCHRONOUS ORBIT PAYLOAD
CAPABILITY 60
'7-6 THREE-STAGE HIGH ENERGY MISSION CAPABILITY 60
7-7 TWO-STAGE WIND/PAYLOAD SENSITIVITY 62
7-8 THREE-STAGE WIND/PAYLOAD SENSITIVITY 62
7-9 ACOUSTIC ENVIRONMENT AND STRUCTURAL LOADS 64
7-10 SAT-V-4(S)B VEHICLE IMPACT 65
7-11 MOBILE ASSEMBLY AND HANDLING STRUCTURE 68
7-12 SAT-V-4(S)B VEHICLE DEVELOPMENT AND
DELIVERY PLAN 69
7-13 COST EFFICIENCY COMPARISON 70
8-1 SAT-V-23(L) BASELINE VEHICLE 72
8-2 SAT-V-23(L) TRADE STUDY PERFORMANCE DATA 74
8-3 SAT-V-24(L) TRADE STUDY PERFORMANCE DATA 75
8-4 LIQUID PROPELLANT POD DESIGN 76
8-5 ACOUSTIC ENVIRONMENT AND STRUCTURAL LOADS 78
8-6 SAT-V-23(L) VEHICLE IMPACT 80
8-7 SAT-V-23(L) VEHICLE DEVELOPMENT AND
DELIVERY PLAN 84

vi
 D5-I3183

TABLES

TABLE NO. TITLE PAGE

4-1 I N T E R M E D I A T E V E H I C L E P E R F O R M A N C E SUMMARY 16
4-II SIGNIFICANT LOAD CRITERIA 20
4-III I N T - 2 0 COST SUMMARY 23
4-IV I N T - 2 1 COST SUMMARY 23
5-1 SIGNIFICANT LOAD CRITERIA 30
5-II S A T - V - 3 B COST SUMMARY 38
6-1 PAYLOAD CAPABILITY 44
6-II SIGNIFICANT LOAD CRITERIA 45
6-in S A T - V - 2 5 ( S ) COST SUMMARY 53
7-1 SOLID MOTOR CHARACTERISTICS 56
7-II PAYLOAD CAPABILITY 59
7-III SIGNIFICANT LOAD C R I T E R I A 61
7-IV S A T - V - 4 ( S ) B COST SUMMARY 70
8-1 T H R E E - S T A G E 72-HOUR LUNAR I N J E C T I O N P A Y L O A D
CAPABILITY 77
8-II SIGNIFICANT L O A D C R I T E R I A 77
8-UI S A T - V - 2 3 ( L ) COST SUMMARY 84

VI1
 D5-13183

1.0 INTRODUCTION

This study is p a r t of a continuing effort by NASA to identify a

spectrum of p r a c t i c a l launch vehicles to m e e t future payload and m i s s i o n
r e q u i r e m e n t s a s they become defined. The launch vehicles studied
under Contract NAS8-20266 cover a payload range between the existing
Saturn IB and the Saturn V (intermediate payload vehicles) and a payload
range beyond the existing Saturn V capabilities (uprated Saturn V vehicles)

The vehicles studied w e r e combinations of existing or modified

Saturn V s t a g e s ; some vehicles also included b o o s t - a s s i s t components.
A p r i m a r y study r e q u i r e m e n t was to make maximum use of existing
Saturn technology and support equipment.

In general, the NAS8-20266 study p r o g r a m objectives were to:

a. Select feasible and cost effective baseline vehicles from each

of s e v e r a l c a t e g o r i e s .

b. P r e p a r e sufficient technical data to define vehicle environments,

design, capabilities, and c h a r a c t e r i s t i c s .

c. Define support system r e q u i r e m e n t s .

d. D e t e r m i n e the date that the first flight a r t i c l e could be available

within study ground r u l e s .

e. E s t i m a t e cost r e q u i r e d for implementation of the system plus

production of t h i r t y flight a r t i c l e s in five y e a r s .

T h e r e w e r e two phases of study work. P h a s e I was a twelve-week

effort in which candidate vehicle performance and p r e l i m i n a r y cost
t r a d e studies w e r e conducted to select a feasible and cost effective
baseline vehicle f r o m each of five c a t e g o r i e s (shown in F i g u r e 1-1).
An additional b a s e l i n e vehicle was later added from Category 4.

F o r each of the six baseline vehicles selected (see Figure 1-2),

P h a s e II directed the effort to defining ground and flight environments,
defining system design and r e s o u r c e impact for each stage and the
total vehicle, and determining vehicle m i s s i o n capabilities and
characteristics.

The launch v e h i c l e s in C a t e g o r i e s 1 and 2 a r e Saturn V stage

combinations for m i s s i o n s in the payload range between the current
Saturn IB and Saturn V payload capability. The launch vehicles in

1
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 D5-13183

C a t e g o r i e s 3 , 4, a n d 5 a r e a d v a n c e d S a t u r n V c o n f i g u r a t i o n s with
p a y l o a d c a p a b i l i t i e s beyond t h a t of t h e e x i s t i n g S a t u r n V-

T h e five c a t e g o r i e s of v e h i c l e s a r e :

C a t e g o r y 1 ( M L V - S A T - I N T -20) d u r i n g P h a s e I w a s a f a m i l y of
t w o - s t a g e l a u n c h v e h i c l e c a n d i d a t e s w i t h s t a n d a r d s i z e S - I C a n d S-IVB
s t a g e s u s i n g s t a n d a r d F - l e n g i n e s ( t h r e e , f o u r , and five) and a s t a n d a r d
J - 2 e n g i n e . A s i n g l e b a s e l i n e l a u n c h v e h i c l e ( F i g u r e 1-2) w a s s e l e c t e d
for t h e P h a s e II s t u d y e f f o r t .

C a t e g o r y 2 ( M L V - S A T - 1 N T - 2 1 ) d u r i n g P h a s e I w a s a f a m i l y of
t w o - s t a g e l a u n c h v e h i c l e c a n d i d a t e s w i t h s t a n d a r d s i z e S-IC a n d S-II
s t a g e s u s i n g s t a n d a r d F - l e n g i n e s ( t h r e e , f o u r , a n d five) a n d J - 2 e n g i n e s
(three, four, and five). A single b a s e l i n e l a u n c h v e h i c l e ( F i g u r e 1-2)
w a s s e l e c t e d for t h e P h a s e II study e f f o r t .

C a t e g o r y 3 (MLV - S A T - V - 3 B ) d u r i n g P h a s e I w a s a f a m i l y of t w o -
and t h r e e - s t a g e l a u n c h v e h i c l e c a n d i d a t e s with m o d i f i e d u p r a t e d S a t u r n V
s t a g e s u s i n g v a r i o u s t y p e s , n u m b e r s , and t h r u s t l e v e l s of a d v a n c e d
e n g i n e s in t h e u p p e r s t a g e s and u p r a t e d F - l e n g i n e s in t h e m o d i f i e d
S-IC s t a g e . A s i n g l e b a s e l i n e l a u n c h v e h i c l e ( F i g u r e 1-2) w a s s e l e c t e d
for the P h a s e II s t u d y e f f o r t .

C a t e g o r y 4 i n c l u d e d m o d i f i e d S a t u r n V l a u n c h v e h i c l e s with s t r a p - o n
s o l i d b o o s t - a s s i s t c o m p o n e n t s . T h r e e f a m i l i e s o£ v e h i c l e s w e r e s t u d i e d
a s follow:s:

a. MJ_,V-SAT-V-4(S)B d u r i n g P h a s e I w a s a f a m i l y of t w o - and t h r e e -
s t a g e l a u n c h v e h i c l e s w i t h m o d i f i e d S a t u r n V s t a g e s , s t a n d a r d F - l and
J - 2 e n g i n e s with s t r a p - O n 120-inch d i a m e t e r (five, s i x , a n d s e v e n
segment) solid m o t o r s . A single b a s e l i n e l a u n c h v e h i c l e ( F i g u r e 1-2)
w a s s e l e c t e d for t h e P h a s e II study effort.

b. M L V - S A T - V - 2 2 ( S ) d u r i n g P h a s e I w a s a f a m i l y of t w o - and t h r e e -
s t a g e l a u n c h v e h i c l e s with m o d i f i e d S a t u r n V s t a g e s u s i n g v a r i o u s t y p e s ,
n u m b e r s , and t h r u s t l e v e l s of a d v a n c e d e n g i n e s in the u p p e r s t a g e s ,
a m o d i f i e d S-IC s t a g e w i t h s t a n d a r d F - l e n g i n e s in the f i r s t s t a g e , and
s t r a p - o n 1 2 0 - i n c h d i a m e t e r (five, s i x , and s e v e n s e g m e n t ) s o l i d m o t o r s .
No l a u n c h v e h i c l e in t h i s f a m i l y w a s s t u d i e d beyond P h a s e I,

c. M L V - S A T - V - 2 5 ( S ) d u r i n g P h a s e I w a s a f a m i l y of t w o - and t h r e e -
s t a g e l a u n c h v e h i c l e s with m o d i f i e d S a t u r n V s t a g e s , s t a n d a r d F - l
a n d J - 2 e n g i n e s , a n d s t r a p - o n 1 5 6 - i n c h d i a m e t e r (two a n d t h r e e s e g m e n t )
s o l i d m o t o r s . A s i n g l e b a s e l i n e l a u n c h v e h i c l e ( F i g u r e 1-2) w a s s e l e c t e d
f o r t h e P h a s e II s t u d y e f f o r t .

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1
 D5 -13183

Category 5 included modified Saturn V launch vehicles with s t r a p - o n

b o o s t - a s s i s t liquid propellant pods. Two families of vehicles were studied
a s follows:

a. MLV-S.AT-V-23(L.) during P h a s e I was a family of two- and t h r e e -

stage launch, vehicles with modified Saturn V s t a g e s , standard F - l and
J -2 engines and four s t r a p - o n liquid propellant pods each using two
standard F - l engines. A single baseline launch vehicle (Figure 1-2)
was selected for the P h a s e II study effort.

b. MLV-SAT -V-24(1,) during P h a s e I was a family of two- and t h r e e -

stage launch vehicles with modified Saturn V stages using various types,
n u m b e r s , and t h r u s t levels of advanced engines in the upper stages, a
modified S-IC stage with 1, 800, 000 pound F - l engines, and four liquid
propellant pods each containing two 1,800,000 pound F - l engines. No
launch vehicles in this family w e r e studied beyond P h a s e I.

5
 a
D5-13183
 D5-13183

2.0 SUMMARY

INTERMEDIATES UPRATED SATURN V'S

• M747M 12/YR. PRODUCTION

CM BfYR. PRODUCTION
U « Sfffi. PRODUCTION
SINGLE COST FOR
SYMW.TANEOUS IMPLEMENTATION
OFM1S-2Q/-21 ENGINE/STAGE
COMBINATIONS

INT-20 (2STGI
m-
INT-21 (2ST6I SATV-3B SATV-4ISIB SAT V-2SSI SAT V-Z3HI
F-l F-IJJ-2 2 STG 3 STG 2 STG 3 STG 2 STG 3STG 2 STG 1 STG
PAYLOAD 3 4 *~l M " 52 W *S

KLB 78 132 IV Wt IH n? !«• TV- 3*7 141 380 139 m W 579 Z20
• r
BOTH - m 1(87.4 431.4 403.1 941.9

R&O RIGHTVffllCUS-JM lit ec.i 0 JS.4 279.1 324 Z 4a o

AVG. OPERATIONAL 1418
40.5 74 4 1U.7 139.0 105.1 124 a 109.6 131.0 142.5
UNIT COST - I M
OPERATIONAL COST
EFFICIENCY-Mil «8 292 m su 276 844 ZZ2 494 H6 7«

:
IRSTDaiWBYIATP-JAN6S AS-516FU70 ASS16FEB70 AS-537SCPT'73 AS-5Z4 JUNE -71 AS-5M.lU.r71 AS-SSWAV'73

FIGURE 2-1 VEHICLE COMPARISON

The Phase I study effort resulted in selection of six baseline launch

vehicles. The P h a s e II study effort included detailed technical and r e s o u r c e
analysis on these six baseline launch vehicles. Payload capabilities, costs,
and availability data a r e compared on Figure 2-1. Operational costs shown
a r e the a v e r a g e s for thirty launch vehicles. It should be noted that the
total of $176.7 million for the SAT -INT -20 and SAT-INT-21 is proposed
a s a single R&D expenditure to implement all eight stage/engine combin-
ations listed. T h i s would allow NASA the flexibility of selecting the
vehicle matching each of many different payloads expected in the range
between p r e s e n t Saturn IB and Saturn V capabilities. The data required
is very sensitive to launch r a t e a s indicated by the reductions noted for
eight per year and six per year launches.

7
 D5-13183

Figure 2-2 i l l u s t r a t e s the delta payload i n c r e a s e (from Saturn V)

and c o m p a r e s the investment costs for developing the uprated Saturn V
launch vehicles. The m o r e favorable vehicles from an investment
standpoint fall to the
left, i . e . , least cost 140 1
r 1 '
for a given payload
improvement. F i g u r e 120-
/ \
2-3 s u m m a r i z e s the
total p r o g r a m cost
efficiency for the six
1 too 1
1
/
/»S1 / \
1
BU'
two-stage baseline

I
^ ^ -it
launch vehicles and / */
1

Ov
Figure 2-4 s u m m a r i z e s •^ 1
cost efficiency for the /-«s
40 — - —-
t h r e e - s t a g e uprated I

Saturn V launch vehicles •a a?

" • " " ^ M ENGINES ON SAT Y
iff
All of these c o m p a r i - M C INCREASE TOTAL THRUST)

sons favor the solid 0 i 1 1 1 1

strap-on method of m OT 300 400 SOD too no u no 1000 WO
INVESTMENT COST IDOTK) DOLLARS I N MILLIONS
uprating, usually by a
relatively small FIGURE 2-2 UPRATED VEHICLE INVESTMENT
margin. COST COMPARISON

Availability of the SAT-INT-20 and SAT-INT-21 intermediate vehicles

exceeds the normal Saturn V procurement time by only one month.
F o r uprating, the solid s t r a p - o n method r e q u i r e s the least lead t i m e
(3-1/2 years) which is comparable to the liquid pod s t r a p - o n (SAT-V-23(L))
method except a two-year delay has
been included in the SAT-V-23(L,) »
lead time to build an a s s e m b l y
facility. The five-year, n i n e - m
V
month lead time for the i n c r e a s e d \
thrust liquid engine - l a r g e r
tank uprating method (SAT -V-3B) n
t u -«SH
is due to the new toroidal a e r o - \
apike engine development for at
upper stage applications.
no
AH the baseline launch
vehicles w e r e feasible and logical
configurations for their r e s p e c t i v e M0 200 100 400 40 HO
payload capabilities. Each was PAYLOAD mLtSOOONMOHITt
configured within r e s t r i c t i v e
FIGURE 2-3 TWO-STAGE VEHICLE
existing facility limitation ground
r u l e s , limiting the m a x i m u m COST EFFICIENCY

3
 D5-13183

m MTV.
p a y l o a d a c h i e v e d t o 579, 000 p o u n d s lfay
t o 100 n a u t i c a l m i l e E a r t h o r b i t
( S A T - V - 2 3 ( L ) ) . T h e liquid pod m rV ^
s t r a p - o n c o n c e p t , with u p r a t e d 1Ua -asiv -au
F - l s a n d a d v a n c e d e n g i n e s in the «o-
second stage ( S A T - V - 2 4 ( D ) ,
a c h i e v e d p a y l o a d s to 960, 000 p o u n d s «o
to 100 n a u t i c a l m i l e E a r t h o r b i t
when stage and total vehicle length a»
restrictions were relaxed.
no m m
PAYIOAC HP U S IRHRI.UIJMTIWNSFBITltA.JI

FIGURE 2-4 THREE-STAGE VEHICLE

COST E F F I C I E N C Y

9
D5-13183
4
»

10
 D5-13183

3. 0 GUIDE L I N E S AND A S S U M P T I O N S

T h e f o l l o w i n g guide l i n e s , g r o u n d r u l e s , and a s s u m p t i o n s w e r e u s e d
in the s t u d y .

3.1 GENERAL

a. Applicable data from previous studies w e r e utilized to the

g r e a t e s t extent possible.

b. T h e b a s e l i n e v e h i c l e s w e r e the AS-516 and the AS-213 aa

defined by M S F C . Apollo d e s i g n c r i t e r i a w a s u s e d e x c e p t w h e r e o t h e r w i s e
s p e c i f i e d o r a p p r o v e d by M S F C . M e m o r a n d u m R - P & V E - D I R - 6 5 - 1 4 3 ,
" S a t u r n V I m p r o v e m e n t S t u d i e s " , d a t e d N o v e m b e r 5, 1965, w a s i a s u e d
by M S F C t o s e r v e a s the r e f e r e n c e d o c u m e n t for M S F C and c o n t r a c t o r
p e r s o n n e l d i r e c t l y involved in the S a t u r n V I m p r o v e m e n t S t u d i e s .
M e m o R - P & V E - D I R - 6 5 - 1 4 3 c o n t a i n s a d e s c r i p t i o n and d e f i n i t i o n of t h e
p r o j e c t e d l a u n c h v e h i c l e AS-516 to be u s e d a s the b a s e l i n e r e f e r e n c e for
t h e S a t u r n V I m p r o v e m e n t S t u d i e s . One m i n o r d e v i a t i o n to t h e AS-516
S-IC s t a g e d e f i n i t i o n w a s m a d e with M S F C c o n c u r r e n c e . T h e r e d e s i g n
of t h e c e n t e r e n g i n e c r o s s b e a m s u p p o r t w a s e l i m i n a t e d a s a b a s i c c h a n g e
b e c a u s e of a l a c k of definitive d e s i g n d a t a .

C. A l l p r o p u l s i o n d a t a u s e d by the s t a g e c o n t r a c t o r s w e r e a p p r o v e d
by M S F C .

d. Both l a u n c h v e h i c l e a n d l a u n c h f a c i l i t y m o d i f i c a t i o n s w e r e
c o n s i d e r e d . E x c h a n g e of i n f o r m a t i o n b e t w e e n t h e l a u n c h f a c i l i t y and
l a u n c h v e h i c l e s t u d y c o n t r a c t o r s w a s c o o r d i n a t e d w i t h M S F C and KSC.

e. T r a j e c t o r y , p r o p e l l a n t d i s t r i b u t i o n , and s t a g e s i z e o p t i m i z a t i o n
p r o c e d u r e s u s e d w e r e c o m p a r a ' b l e to M S F C m e t h o d s .

f. T h e n o m i n a l m i s s i o n p r o f i l e s u s e d t o s i z e and e s t a b l i s h the
b a s e l i n e v e h i c l e d e s i g n , to e s t a b l i s h t r a j e c t o r i e s for h e a t i n g and c o n t r o l
a n a l y s i s i and a s a b a s i s for p e r f o r m a n c e c o m p a r i s o n w e r e :

1, T w o - s t a g e , d i r e c t a s c e n t to 100 n a u t i c a l m i l e c i r c u l a r o r b i t
altitude.

2. T h r e e - s t a g e , with p r e - o r b i t a l i g n i t i o n of the t h i r d s t a g e to
100 n a u t i c a l m i l e c i r c u l a r p a r k i n g o r b i t followed by a s e c o n d b u r n out of
o r b i t to 7 2 - h o u r l u n a r i n j e c t i o n . T h i s i s t h e p l a n n e d S a t u r n V m e t h o d .

11
 D5-13183-3

S o m e v e h i c l e s u s e d t w o - s t a g e , d i r e c t a s c e n t to a 100 n a u t i c a l m i l e
c i r c u l a r p a r k i n g o r b i t followed by i g n i t i o n of a t h i r d s t a g e and b o o s t to a
72-hour lunar transfer trajectory.

g. L a u n c h a z i m u t h f r o m AMR w a s 70 d e g r e e s m e a s u r e d f r o m
n o r t h to south o v e r e a s t and flight p r o f i l e s w e r e o p t i m i z e d in the p i t c h p l a n e .

h. V e h i c l e h e i g h t , for b o t h t w o - a n d t h r e e - s t a g e v e h i c l e s , w a s
l i m i t e d t o 410 f e e t .

i. P a y l o a d d e n a i t y w a s h e l d a t five p o u n d s p e r c u b i c foot m a x i m u m
for two s t a g e o p e r a t i o n a n d 11 p o u n d s p e r c u b i c foot m a x i m u m for t h e
three-stage vehicle.

3.2 FIRST STAGE

T h i r t y - t h r e e foot d i a m e t e r and 2 . 2 9 p r o p e l l a n t m i x t u r e r a t i o of t h e
e x i s t i n g S-IC s t a g e w e r e to be m a i n t a i n e d .

3.3 SECOND S T A G E

a. P r o p e l l a n t m i x t u r e r a t i o of 5:1 a n d 33-foot d i a m e t e r w e r e t o
be m a i n t a i n e d .

b. M a x i m u m s t a g e l e n g t h for b a s e l i n e s e l e c t i o n w a s l i m i t e d to
1,160 i n c h e s .

3.4 THIRD S T A G E

a. P r o p e l l a n t m i x t u r e r a t i o of 5:1 and 2 6 0 - i n c h d i a m e t e r w e r e t o
be maintained.

b. M a x i m u m s t a g e l e n g t h e q u i v a l e n t to 3 5 0 , 0 0 0 p o u n d s p r o p e l l a n t
c a p a c i t y at a m i x t u r e r a t i o of 5:1 (about 16. 5 foot i n c r e a s e ) w a s to b e
maintained.

3.5 RESOURCES

a. W h e r e t w o - and t h r e e - s t a g e c o n f i g u r a t i o n s of the s a m e b a s i c
vehicle w e r e e x e r c i s e d , the t h r e e - s t a g e configuration was analyzed.

b. U p r a t e d S a t u r n V s t a g e s w e r e to be f a b r i c a t e d by t h e p r e s e n t
c o n t r a c t o r s a n d c o s t d a t a for t h e s t a g e s w e r e o b t a i n e d f r o m t h e c o n t r a c t o r s .

12
 D5-13183

c. The impact of study vehicles on test facilities at MSFCi teat

facilities at M T F , and launch facilities at KSC w e r e considered with the
a s s i s t a n c e of those agencies or their designated c o n t r a c t o r s .

d. Two flight t e s t s were specified to qualify uprated vehicles.

e. A production p r o g r a m of thirty operational uprated vehicles to

be produced in five y e a r s was specified.

f. Uprated vehicles will be considered to be produced at six p e r

year with Saturn IB a companion p r o g r a m at six p e r y e a r .

g. Intermediate payload vehicles will be considered to be produced

at six p e r year with Saturn V a companion p r o g r a m at six p e r y e a r .

h. A dynamic test vehicle was required.

3.6 SCHEDULE

A p r o g r a m schedule was required subject to the following r e s t r i c t i o n s :

a. The uprated vehicle development p r o g r a m was to be p a r a l l e l with

the existing Saturn V p r o g r a m and not i n t e r f e r e with the existing Saturn V
delivery schedule.

b. Vehicle development time to be a minimum, consistent with

completion of a thorough test p r o g r a m .

c. A p r o g r a m definition phase (PDP) was required prior to beginning

uprating vehicle design and development. E a r l i e s t allowed PDP s t a r t
was J a n u a r y 1967.

d. E a r l i e s t allowed authority to proceed for hardware design and

development was J a n a u r y 1968.

3.7 PRICING

It was also r e q u i r e d in performing these r e s o u r c e s analyses that the

following pricing c r i t e r i a be met:

a. N e c e s s a r y funds a r e available as. r e q u i r e d .

b . All c o s t s w e r e quoted in 1966 d o l l a r s with no inflationary factor
or mid-point e s t i m a t e .
c. All costs w e r e based on two-shift, five-day week for manufacturing
and one-shift, five-day week for engineering.

13
 D5-13183

INT-20 INT-21

I. U.

323.3

281.4

100 N M i O r b i t F-1/J-2 100 N M i

J-2/F-L
Ph - 103 L B S *L " 10 3 L B S

3/1 78 4/3 167

4/1 132 4/4 186
4/5 L96
5/3 222
5/4 246
5/5 255

F I G U R E 4-1 INT V E H I C L E S

14
 D5-13183

4.0 MLV-SAT-1NT-20/-21 LAUNCH VEHICLES

The MLV-SAT-INT-20 is a combination of the Saturn V S-IC and

S-IVB stages. The MLV-SAT-INT-21 combines the Saturn V S-IC and
S-II s t a g e s . All a r r a n g e m e n t s (see F i g u r e 4-1) w e r e found to be
feasible. Each of eight stage/engine configurations could be used
efficiently to launch a payload in i n c r e m e n t s between 78, 000 pounds and
255, 000 pounds to a. 100 nautical mile E a r t h orbit.

Since future r e q u i r e m e n t s will likely vary over a wide range of

payloads and configurations, all INT-2Q/-21 vehicles should be i m p l e -
mented simultaneously. This would allow NASA p l a n n e r s to select the
vehicle matching a specific payload r e q u i r e m e n t .

If an uprated vehicle is chosen for development, t h e r e a r e similar

logical intermediate derivatives to be considered.

4.1 CONFIGURATION SELECTION (PHASE I)

Combinations of the t h r e e Saturn V s t a g e s and n u m b e r s of engines

w e r e studied during P h a s e I to establish the m o s t promising configurations
for detailed investigation.

4.1.1 Candidate Configurations

T h r e e configurations were studied for INT-20, each having an S-IVB

with a t h r e e - , four-, or five-engine S-IC. INT-21 a r r a n g e m e n t s included
a t h r e e - , four-, ox five-engine S-II combined with a f o u r - or five-engine
S-IC. This r e s u l t e d in six INT-21 vehicles.

4.1.2 T r a d e Studies
— — _ — * . — • — - i — /

P a r a m e t r i c data were generated for the candidate INT vehicles

covering the following: (1) weight and m a s s c h a r a c t e r i s t i c s , (2) t r a j e c t o r i e s
and p e r f o r m a n c e , (3) aerodynamics and heating, (4) vehicle control,
(5) design loads, and (6) separation. A s u m m a r y of INT-20 and INT -21
launch, propellant, and payload weights is shown in Table 4-1. The five-
engine INT-20 vehicle, even though launched at a t h r u s t - t o - w e i g h t ratio
of 1.25, depletes f i r s t - s t a g e propellant rapidly. It t h e r e f o r e r e a c h e s a
s t r u c t u r a l load limit at about 88 seconds after launch and three engines m u s t
b e shut down. The resulting payload is not significantly b e t t e r than the
four-engine case (see Table 4-1) and therefore the five F - l engine INT-20
was not considered further.

15
 TABLE 4-1 INTERMEDIATE VEHICLE PERFORMANCE

VEHICLE STAGE NUMBER OF LAUNCH W

W
P1
ARRANGEMENT ENGINES WEIGHT
LO6 LB IG6 L B

SAT -INT -20 S-IC/S-IVB 3/1 3.65 3.0

4/1 4.87 4.1

5/1 5.07 4-3

SAT-INT-21 S-IC/S-II 4/3 4.87 3. 56

4/4 4 . 87 3. 40

4/5 4. 87 3.30

5/3 6. 09 4. 56

5/4 6.09 4.47

5/5 6.09 4 . 42

Wp, = F i r s t stage m a i n s t a g e propellant

Wp2 = Second stage m a i n s t a g e propellant
Initial launch azimuth - 70 d e g r e e s
 D5-13183

750 - i

at

an-
8
INT20
S-1VS/S-M
150- MIEftSTME

air
ts
a< IOD-I
AVAIL
a: ? VBS
AFTER ATP

M- 1 SINGLE
BW
AUVEH

0-* •#•1 1177*1

Ft/J-i 3/1 4/1 4/1 4/4 4/5 573 5/4 5/5 SINGLE
RID
MSRfcD S/YR 42.3 42.3 37.'8 37.8 35-8 35.5 15.5 33.5 NOPROO
U$R&D 1Z/YR17O.5170.5 INC U3M
168. 2 168. 2 166. 2 165, 9 165. 9 163. 9
$/l-B 80-6 496 431 402 395 337 il5 314
S-IC BURNTIME 146 212 154 148 143 161 155 150
(3-146) (2-146) (2 -146T2 -146J4-14!)(I-146)| t -146)(1-146)

FIGURE 4-2 I N T - 2 Q / - 2 1 V E H I C L E COMPARISON

F o r t h e r e m a i n i n g b a s e l i n e c a n d i d a t e s (shown on F i g u r e 4 - 2 ) , it w a s
n e c e s s a r y t o shut down one o r m o r e F - l e n g i n e s d u r i n g f i r s t s t a g e flight
to a v o i d t h e p r e s e n t 4. 68 g l o n g i t u d i n a l a c c e l e r a t i o n l i m i t . T h e t i m e of
shutdown a n d n u m b e r of e n g i n e s shut down a r e shown w i t h the f i r s t - s t a g e
b u r n t i m e on F i g u r e 4 - 2 .

I N T - 2 0 a n d INT -21 v e h i c l e c o s t s w e r e d e r i v e d for six l a u n c h e s p e r y e a r

for five y e a r s . It w a s a s s u m e d that S a t u r n V w a s a l s o l a u n c h e d at the
s a m e r a t e d u r i n g t h i s p e r i o d . B u l k of the n o n - r e c u r r i n g c o s t ( s e e
F i g u r e 4-2) is d u e t o t h e i n c r e a s e in p r o d u c t i o n and l a u n c h r a t e s .
A p p r o x i m a t e l y 124- m i l l i o n d o l l a r s a r e r e q u i r e d at KSG to build and equip
f o r t h e new r a t e . T h e r e m a i n d e r c o v e r s m o s t l y f a c i l i t i e s , t o o l s , and
e q u i p m e n t . N o t e t h e m a r k e d r e d u c t i o n i n R&D c o s t f o r eight p e r y e a r and
six p e r y e a r INT p r o d u c t i o n r a t e s . T h e n o n - r e c u r r i n g c o s t for i m p l e m e n t i n g
all c o n f i g u r a t i o n s s i m u l t a n e o u s l y i s e s t i m a t e d t o be 13 m i l l i o n d o l l a r s
(eight p e r c e n t ) m o r e t h a n the l o w e s t - c o s t s i n g l e a r r a n g e m e n t a t 12 p e r y e a r .

17
 D5-13183

P a y l o a d - c o s t - e f f i c i e n c i e s ( d o l l a r s p e r pound of p a y l o a d , s e e F i g u r e 4-2)
v a r y u n i f o r m l y , following t h e n a t u r a l t r e n d w h i c h i s : s m a l l e s t p a y l o a d -
l a r g e s t c o s t p e r pound for d e l i v e r y , and l a r g e s t p a y l o a d - l e a s t c o s t p e r
pound for d e l i v e r y .

S i n c e a l l v e h i c l e s a r e s h o w n t o b e c o s t efficient and NASA f u t u r e

r e q u i r e m e n t s a r e m o r e l i k e l y to be a n u m b e r of d i f f e r e n t w e i g h t p a y l o a d s ,
r a t h e r t h a n o n e , it w a s r e c o m m e n d e d t h a t a l l INT c o n f i g u r a t i o n s be
s t u d i e d f a r t h e r . But, b e c a u s e f u n d s , t i m e , a n d m a n p o w e r w e r e l i m i t e d ,
d e s i g n a n a l y s e s w e r e r e s t r i c t e d to the f o u r - e n g i n e S - I C / S - I V B I N T - 2 0
and the f i v e - e n g i n e S - I C / f i v e - e n g i n e S-II INT - 2 1 . H o w e v e r , r e s o u r c e s
w e r e p r e p a r e d for a l l c o n f i g u r a t i o n s .

4. 2 DESIGN STUDY V E H I C L E (PHASE II)

T h e b a s e l i n e v e h i c l e s c h o s e n d u r i n g the P h a s e I a c t i v i t y w e r e defined
in d e t a i l , t h e i r c o m p l e t e c h a r a c t e r i s t i c s d e t e r m i n e d , and t h e i r r e s o u r c e
requirements established.

4.2.1 Vehicle Description

INT c o n f i g u r a t i o n s c h o s e n for f u r t h e r d e s i g n s t u d y a r e s h o w n on
F i g u r e 4 - 1 . T h e I N T - 2 0 h a s a s t a n d a r d S a t u r n V S-IC f i r s t s t a g e with
the c e n t e r F - l e n g i n e a n d a s s o c i a t e d s y s t e m s r e m o v e d . T h e s e c o n d
s t a g e i s a s t a n d a r d S-IVB w i t h i t s aft i n t e r f a c e a d a p t e d t o S-IC r e q u i r e -
m e n t s . T h e I N T - 2 1 u s e s s t a n d a r d S-IC and S-II s t a g e s . An S - I V B / S - I I
i n t e r s t a g e i s u s e d to a d a p t t o t h e i n s t r u m e n t unit a n d p a y l o a d .

T h e m a n n e r in w h i c h a f o u r - e n g i n e S-IC i s a c h i e v e d i s i l l u s t r a t e d
on F i g u r e 4 - 3 . T h e b a s e l i n e S-IC s t a g e p r o v i d e d b y NASA i n c o r p o r a t e s
an i n s u l a t e d L O X d u c t r a t h e r tKan a d u c t - i n - t u n n e l a r r a n g e m e n t . With
t h e duct r e m o v e d , it i s n e c e s s a r y t o s u p p o r t t h e c e n t e r duct s p o o l t o r e t a i n
c r o s s - f e e d c a p a b i l i t y . C o v e r p l a t e s and s e a l s c l o s e the LOX a n d fuel
b u l k h e a d s w h e r e l i n e s a r e r e m o v e d . H e a t s h i e l d p a n e l s and s u p p o r t s
f r o m o t h e r l o c a t i o n s r e p l a c e t h o s e u s e d w h e r e the e n g i n e i s m o u n t e d .
T h i s i n s t a l l a t i o n c a n be m a d e on a n y S-IC s t a g e w i t h i n s u l a t e d LOX
d u c t s . C o n v e r s e l y , a n S-IC I N T - 2 0 could r e a d i l y b e r e t u r n e d t o the
Saturn V configuration.

13
 D5-13183

COVEK PLATE

COVE* PLATE
HIPLACES

CIOSS fEiD M*N*OU> V O O t

COVES PLATE

CENTER ENGME

-20 »p SAT V
HEAT SKIEID

FIGURE 4 - 3 FOUR ENGINE S-IC-20 STAGE

4.2.2 Design Study Results?

Significant load c r i t e r i a and other data pertinent to vehicle design

a r e shown on Table 4-II with comparative Saturn V values. As shown,
load c r i t e r i a is l e s s than that for the existing Saturn V for both intermediate
baseline configurations. Therefore, no s t r u c t u r a l modifications a r e
required to the existing Saturn V s t a g e s .

Control r e q u i r e m e n t s , as shown in Table 4-11, a r e below that of the

existing Saturn V. Aerodynamic heating has i n c r e a s e d slightly for both
the INT-20 and INT-21 but is still within existing design c r i t e r i a
requiring no additional protection. Base heating on INT-20 is reduced
compared with Saturn V and is identical to Saturn V on INT -21.

19
 D5-13183

iHT-a IW-2I SMV 1

Detailed studies indicate LOAD CRITFRIA
that s t r u c t u r a l loads a r e l e s s MAXqflJS^T 2 1 ua HO m
severe than for AS-516. No 9'SATMW. ty £ L« L« t«H
control or separation problems
WIGHT i m ?8I m 343
exist.
ctwrot.

The reliability of the MOM GIMBAliD f-l'S GIMBALEB F-1'S GIMBAliD F-l'S
INT-20 is 0. 999 and the INT-21
is the same a s the baseline MAX. WFtfCTION Z.3BFG. £3 KG. 1SMG.
ANGLE INFLIGHT
AS-516 reliability of 0. 990.

P e r f o r m a n c e data w e r e HEATING
developed for the INT a for TYP AERODYNAMIC S-|C 1«°F lift 16I°F
numerous m i s s i o n s . The W 0 SOI MAX. IHU

nominal m i s s i o n was direct

ascent to a 100 nautical m i l e BASE MAX, TEMP. iraft mft waft
c i r c u l a r E a r t h orbit with a
liftoff thrust-to-weight of 1. 25
and a launch azimuth of
at i l o i I U ; cliUfiruT >
70 d e g r e e s . Alternate m i s s i o n s
considered a range of orbit TABLE 4-II SIGNIFICANT LOAD CRITERIA
altitudes and launch a z i m u t h s .

Figure 4-4 s u m m a r i z e s the orbit/altitude

capability for INT-20. S i m i l a r data a r e shown
on Figure 4-5 for INT-21. Net payloads for the
nominal m i s s i o n a r e 132, 000 pounds for INT-20
and 255,000 pounds for INT-21. Payloads for
polar and sun synchronous orbits a r e shown
on F i g u r e s 4-6 and 4-7. A boost t u r n is required
to obtain these orbits from Cape Kennedy. This
manuever r e q u i r e s energy expenditure which
is reflected in l e s s payload capability.
TO m 3W 4W
ORBIT ALTITUDF IN N. MllfS

FIGURE 4-4 INT-20 ORBIT

ALTITUDE -
AZIMUTH
PAYLOAD
CAPABILITY

20
 D5-13183

-a LAUNCH AZIMUTH
W
T*„-|.25.
T«„-I.B
S-IVB BOOST TURNING

to

POLAR ORBITy
70 ttN
(ORBIT IHCLIWTKW-*!/ V»NM

so JO MM
100 200 300 *» $
ORBITALTIIUOEIHN. MILES 100 N* X SUN SYNCHRONOUS
ORBIT
FIGURE 4-5 I N T - 2 1 ORBIT m
ALTITUDE
AZIMUTH PAYLOAD
3D
CAPABILITY i3o i« iM m
LAUNCH AZIMUTH DFG

F I G U R E 4 - 6 I N T - 2 0 P O L A R Sr SUN
SYNCHRONOUS P A Y L O A D
(DIRECT ASCENT)
T/W 0 - f. 25
S-l I BOO ST TURNING
DIRECT ASCENT

ca
—> ZOO .80 NM
100 NM
< .80 NM
o
100 NM
POLAR
ORBIT
150

SUN SYN
ORBIT

irx
130 140 150 160
INITIAL LAUNCH AZIMUTH -DEC
FIGURE 4-7 SYNCHRONOUS ORBIT P A Y L O A D
CAPABILITY

21
 D5-13183

4.2.3 Resources

Study g r o u n d r u l e s r e q u i r i n g s i x i n t e r m e d i a t e a n d s i x S a t u r n V v e h i c l e s
p e r y e a r h a v e t h e s t r o n g e s t influence on r e s o u r c e s . T h e g r e a t e s t
i m p a c t on f a c i l i t i e s o c c u r s a t M I L A . H e r e , 100 m i l l i o n d o l l a r s a r e
r e q u i r e d for an additional mobile launcher, a mobile s e r v i c e s t r u c t u r e , and
f i r i n g r o o m e q u i p m e n t . O t h e r l a u n c h s y s t e m m o d i f i c a t i o n s and e q u i p m e n t
a r e about 23 m i l l i o n d o l l a r s .
1968 I9W 1970 1971 1772
2 I 3 i-U-U J_U 3 2 3 A 2 3 1 Z 3 4

PDP
CQMPUTt M?
DFSIGN& FACILITIES 7 I

AS?{MiU TFSTAIMSfC
DYNAMIC TEST (AS-500-DTV)

I I
H E WW CONST SEAOY ffLAUNOf SIYHRIMIXS WWBAMI
LC-39 7
16 SAT V, 6 INT PER YEAR)

SAT V DELIVERIES WYR • -itwvR irffl

I I
517 iW 5 ? W3
AS-515 A ON 0 0 0 *ONMYR
M H O
INTERMEDIATE DELIVERIES
-INT-516 HltlimillliMUlTiiimimnTi HMlO IRM -OTOtoi

-518 iiiiimiiiBniMiimilnliiillllllUTrnre

-520 ft ON mnmap 4 9 0 & ON WYK

NOTE: MATERIAL PROCUREMfNTTORH(Y« PROD. AN0LC-D-*)

AMD LC-» MDBS PACE PROGRAM
8JYS PftOGRAM PAGED BY PROCUREMENT AND M5S KWp
•AS RtOUESTED BY KSC. PRODUCTION CAN «ACH1?IYR IN W0

FIGURE 4-8 I-NT-20/-21 VEHICLE DEVELOPMENT

AND D E L I V E R Y P L A N

A s c h e d u l e for I N T - 2 0 o r I N T - 2 1 d e v e l o p m e n t and d e l i v e r y i s shown

on F i g u r e . 4 - 8 . Study g r o u n d r u l e s r e q u i r e a p r o g r a m definition p h a s e ( P D P )
w h i c h m a y s t a r t a s e a r l y a s J a n u a r y 1967. E a r l i e s t a u t h o r i t y to. p r o c e e d
(ATP) w a s g r o u n d - r u l e d t o J a n u a r y 1968. With t h e s e c o n t r o l s , f i r s t
i n t e r m e d i a t e v e h i c l e d e l i v e r y is F e b r u a r y 1970. Since t h e INT -21 i s a t w o -
s t a g e S a t u r n V v e h i c l e , it w i l l not r e q u i r e m a n - r a t i n g f l i g h t s . T h e I N T - 2 0 ,
e v e n with p r e v i o u s l y m a n - r a t e d s t a g e s , r e q u i r e s a n R&D flight by M S F C
ground r u l e s .

T a b l e s 4-III a n d 4 - I V s u m m a r i z e t h e c o s t s t h a t would be i n c u r r e d f o r
i m p l e m e n t i n g I N T - 2 0 a n d I N T - 2 1 , r e s p e c t i v e l y , p l u s t h e c o s t for 30 v e h i c l e s
including l a u n c h .
22
 D5-13183

COST DOLLARS IN MILLIONS PEWLOHMENT OPERATIONAL TOTAL

5TAGC ENGINE STAGE ENGINE

LAUNCH W H I C H * 1 1 • 1

S-IC STAGE 42 494.5 207.0 rar.7

S-IVB STAGE 7.1 32B.5
INSTMJMENT UNIT tO.1 mi
LAUNCH W H I C H TOTAL 13.3 407.) 743.3 1164,4

GROUND SUPPORT EQUIPMENT

S-IC STAGE 9.1 Hi

S - I V I STAGE .2 3J.7

CS£ TOTAL 9.3 a.2 M.S

FACILITIES
S-IC STAGE 112 a:
S - I W STAGE 4.4 4.4
LAUNCH WHICLE-KSC 12LT 3(42
FACILITIES TOTAL 134.4 3W-1 wo
SYSTEMS ENGINEERING AND 1NTFG«ATION 234,0 Z34.0

LAUNCH SYSTEMS TOTAL IB7.5 tisT-i «&3

115 J, 5 *U14.4 iim.7

RID RIGHTS III 40,4

T A B L E 4-III I N T - 2 0 COST SUMMARY

COST DOLLARS IN MILLIONS oevacIPMENT OPEN TIONAL TOTAL

STAGE ENGINE STAGE ENGINE

LAUNCH W H I C H
S-IC STAGE 14 508.3 2549 7*9.1
S-ll STAGE 13.* 444.4 174 8 634-1
S - I V I STAGE (INTERSTAGE]* 43.3 43.3
INSTRUMENT UNIT 128.2 L&2
IT. 5 1129.2 433.7 1540.4
LAUNCH WHJCLETOTAL
GROUND SUPPORT EQUIPMENT
4.1 27.0 341
S-IC STAGE
S - l l STAGE 2L1 2L1

GSETOTAL 9.1 48,1 57.2

FACILITIES
S-IC STAGE 13.2 13.2
.« .4
5-11 STAGE
LAUNCH WHICLE-KSC 1215 393.2 S14 7
137.3 393.2 5345
FACILITIES TOTAL
234.0 Z3A0
SYSTEMS ENGINEERING t INTEGRATION
1&9 U04.5 4317
LAUNCH SYSTEMS TOTAL
10 9 ZOL2 KB.I

•ADAPT S - l l TO IU

T A B L E 4-IV I N T - 2 1 COST SUMMARY

23
 D5-13183

ion

AlASaiKVEHIOfS

v -» I
m

i «
-1 I
I»UF-I ; -Z1ISF-I
(UttK "" +&
-MUM —-^
M UF-l
20B (D40K
-SMOO 01UF-U7! «DK|
•titmo

100
zoo 300

PAYlQMI-K?LISraiNMOIttiT

FIGURE 4-9 INT VEHICLE COST EFFICIENCY

COMPARISON

[
Figure 4-9 s u m m a r i z e s the payload cost efficiency of the eight INT
vehicles (solid lines) not including R&tD flights. The dotted lines a r e
vehicles similar to INT-20 and INT -21 but using the ML.V-SAT-V-3B
stages (see Section 5.0 of t h i s document). T h e s e data demonstrate that
c:
INT vehicles could be derived from any of the uprated configurations
studied. The s t r a p - o n s y s t e m s , in addition to first and third or first
and second stage combinations, can also be assembled with z e r o , two,
c:
or four b o o s t - a s s i s t units.

r
L

L"

24
-J
D5-13183

25
 D5-13183

STA 4604.5

r
396 DIA PAYLOAD- 4439
3 6 7 , 4 0 0 lbs.
4248

iJ
260 DIA PAYLOAD
160,600 lbs.
I.U. 3879 •
(3rd Stags) ' 3843
: 3721
MS-IVB A L 3 = 16.5 ft.
TMR = 5 = 1
W p 3 = 350 K lbs.
I x 4 0 0 K lbs. 110' 3277
Toroidal Eng.
3l6a5

II
(2 StogeM
C' \
7 \
3075 (Engine Gimbal)

2941 •
2810
2 o 7 7 •

410 f t

MS-1 fiL2= 15,5 ft.

TMR = 5 * r
Wp = 1.293 M lbs. 2072
7 x 400 K lbs. II0"D. 2024
Tori da I Eng' 1938 •
1835 (Engine Gimbal)
1804 •
1781
1641
A L| =20 f t
W = 4.99 M lbs.
' ' {100 N.M.),
• SEPARATION
= 4.80 M lbs.
(LOR)
= 5.6 M lbs. 1005
CAPACITY
MS-IC 5 * 1800 K lbs.
F - | Engines
695

365

100 (Engine Gimbal)

i i STA -115.5

"I
FIGURE 5-1 MLV-SAT-V-3B BASELINE LAUNCH VEHICLE

26
 D5-13183

5 . 0 M L V - S A T - V - 3 E LAUNCH V E H I C L E S

The S A T - V - 3 B ( s e e F i g u r e 5-1) i s a S a t u r n V with a l l s t a g e s l e n g t h e n e d

a n d t h e t h r u s t of e a c h s t a g e i n c r e a s e d .

T h e v e h i c l e , a s d e f i n e d i n t h e t r a d e study a c t i v i t y and s t u d i e d in
d e t a i l in t h e P h a s e II a c t i v i t y , i s a f e a s i b l e c o n f i g u r a t i o n and a Logical
c a n d i d a t e to p r o v i d e p a y l o a d s in e x c e s s of t h o s e c u r r e n t l y a v a i l a b l e
with the Saturn V vehicle.

5. 1 C O N F I G U R A T I O N S E L E C T I O N ( P H A S E I)

T r a d e s t u d i e s w e r e d i r e c t e d t o w a r d s d e r i v i n g s u f f i c i e n t d a t a to
a l l o w M S F C to d e t e r m i n e the b e s t c o m p r o m i s e M S - I I - 3 B s t a g e t h r u s t
l e v e l which s a t i s f i e d r e q u i r e m e n t s for b o t h the S A T - V - 3 B t h r e e - s t a g e
v e h i c l e and the M L V - S A T - I N T - 1 7 t w o - s t a g e v e h i c l e . T h e I N T - 1 7 u s e s
the S A T - V - 3 B u p p e r s t a g e s ( M S - I I / M S - I V B ) a s a g r o u n d l a u n c h v e h i c l e ,
a n d w a s s t u d i e d c o n c u r r e n t l y by N o r t h A m e r i c a n A v i a t i o n u n d e r s e p a r a t e
contract.

5.1.1 Candidate Configurations

M S - I C - 3 B t h r u s t w a s fixed a t five 1.8 m i l l i o n - p o u n d F - l e n g i n e s

f o r a l l c o n f i g u r a t i o n s . T h e s e c o n d s t a g e i s an M S - I I - 3 B u s i n g f r o m four
t o s e v e n a d v a n c e d e n g i n e s with 300, 000 to 700, 000 p o u n d s of t h r u s t . T h e
t h r e e - s t a g e v e h i c l e s h a v e an M S - I V B - 3 B a s t h e t h i r d s t a g e u s i n g a
s i n g l e engine of t h e s a m e t y p e a n d t h r u s t l e v e l a s for the s e c o n d s t a g e .
M a x i m u m v e h i c l e l e n g t h w a s 410 f e e t .

U p p e r s t a g e p r o p u l s i o n c o n s i d e r e d t w o a d v a n c e d engine c o n c e p t s ,
a t o r i o d a l a e r . o s p i k e e n g i n e a n d an a d v a n c e d b e l l e n g i n e ( s e e F i g u r e 5 - 2 ) .

The L O X / L H g a e r o s p i k e engine has a t o r o i d a l c o m b u s t o r and

t r u n c a t e d a e r o d y n a m i c s p i k e a n n u l a r n o z z l e . T h i s d e s i g n r e s u l t s in a
6 4 - i n c h r e d u c t i o n in e n g i n e l e n g t h . T h e o t h e r e n g i n e c o n s i d e r e d w a s
a h i g h - p r e s s u r e L O X / L H 2 c o n c e p t with a b e l l n o z z l e . B e l l n o z z l e
e n g i n e l e n g t h , f r o m g i m b a l p o i n t to noz&le e x i t p l a n e , was m a i n t a i n e d
a t 116 i n c h e s b e c a u s e of u p p e r s t a g e i n t e r s t a g e c l e a r a n c e r e q u i r e m e n t s .

5. 1. 2 Trade Studies

P a r a m e t r i c d a t a d e v e l o p e d for the S A T - V - 3 B t w o - and t h r e e - s t a g e

v e h i c l e s i n c l u d e d : (1) w e i g h t and m a s s c h a r a c t e r i s t i c s , (2) t r a j e c t o r i e s
a n d p e r f o r m a n c e , (3) a e r o d y n a m i c s and h e a t i n g , (4) d e s i g n l o a d s , and
(5) s e p a r a t i o n . T r a d e s w e r e a l s o m a d e for the two t y p e s of a d v a n c e d
e n g i n e s o p e r a t i n g o v e r a r a n g e of t h r u s t l e v e l s .

27
 D5-13183

r
ADVANCED L
J - 2 (REF)
B E L L ENGINE
L
L
51.25"©
L
[
[
EXIT P L A N E

U 30"* J 138-INCH D I A M E T E R WITH

58-INCH LENGTH ALSO
[
74-INCH DIAMETER
CONSIDERED
A L S O CONSIDERED

F I G U R E 5-2 T R A D E STUDY U P P E R S T A G E ENGINES

[
Data w a s p r e p a r e d for v e h i c l e s w h o s e s t a g e l e n g t h s w e r e o p t i m i z e d
L
to yield m a x i m u m p a y l o a d c a p a b i l i t y . P a y l o a d p e r f o r m a n c e was a l s o
d e t e r m i n e d for v e h i c l e s w h o s e u p p e r s t a g e length i n c r e a s e s w e r e fixed
a t 15. 5 feet for t h e s e c o n d s t a g e a n d 16. 5 feet for the t h i r d s t a g e .
[
r
Net p a y l o a d s for t h e t h r e e - s t a g e v e h i c l e with b e l l n o z z l e s a r e shown
on F i g u r e 5 - 3 . The d a t a a r e t y p i c a l of t h o s e p r e p a r e d for the t r a d e s t u d y .
L
D a s h e d l i n e s on F i g u r e 5 - 3 r e f e r t o t h e n u m b e r of e n g i n e s on the
M S - I I - 3 B s t a g e w h i l e t h e s o l i d l i n e s give t h r u s t p e r e n g i n e . T h e l o w e r
g r o u p of c u r v e s shows p a y l o a d with t h e u p p e r s t a g e s i z e s fixed. T h e
[
u p p e r s e t of c u r v e s c o v e r s t h e p r o p e l l a n t - o p t i m i z e d s t a g e s . With
o p t i m i z e d s t a g e s , the p a y l o a d i n c r e a s e s with i n c r e a s i n g t h r u s t in the
u p p e r s t a g e s . H o w e v e r , t h e v e h i c l e h e i g h t l i m i t of 410 feet i s quickly
[
e x c e e d e d . T h e s a m e t y p e of d a t a for the t w o - s t a g e b e l l - n o z z l e c o n f i g u r a -
t i o n e x h i b i t the s a m e t r e n d s . With fixed u p p e r s t a g e s , m a x i m u m p a y l o a d
i s a c h i e v e d with M S - I I - 3 B t h r u s t of a r o u n d two m i l l i o n p o u n d s for both the
l.
t w o - and t h r e e - s t a g e v e h i c l e s .

F i g u r e 5-4 S u m m a r i z e s p e r f o r m a n c e for fixed u p p e r s t a g e c o n f i g u r a -

L
t i o n s and p r o p e l l a n t - o p t i m i z e d v e r s i o n s within the 410-fpot. l i m i t . T h e s e
d a t a c o v e r t w o - and t h r e e - s t a g e v e h i c l e s with b e l l and t o r o i d a l u p p e r
1
s t a g e e n g i n e s . U s e of t o r o i d a l e n g i n e s g i v e s a two to five p e r c e n t i n c r e a s e
in p a y l o a d . P e r f o r m a n c e r e s u l t s for the S A T - V - 3 B f a v o r a t o t a l M S - U

28
 D5-13I83

. ' / < " "

OPTIMIZED
mers

S-UTHRUST (VACUO™ LBS

FIGURE 5-3 TRADE STUDY PERFORMANCE DATA

thrust of around two million pounds using 400, 000 to 500, 000 pounds of
thrust per engine. Seven 300, 000 pound t h r u s t second stage engines
show a 2. 6 p e r c e n t i n c r e a s e over five 400, 000 pound thrust engines.
The lower t h r u s t engines
ffflfl OPTIMIZED WITH «0ffETVFHFCL£ UNOHLIMIT
rlH
exhibit better p e r f o r m a n c e r ~ f FIXED UPPER STAOS
because engine length was m i * aw 1 in
held constant. To d e c r e a s e m
engine thrust, the nozzle
on 7««K
rv\mm Wft "*
m //JaLi-o »L,-0
•i*

t h r o a t a r e a was d e c r e a s e d £3K>
J.H, I * SDK
ie:
thereby i n c r e a s i n g engine MR-41 7 ALj-lS' 4(HK
SHOOK
a r e a ratio and thus specific «7i«0K
impulse. Higher mixture I* JW-fcl
»S
ratio (6:1) in upper stages (WT-LTOrT)
<5XM •IB
showed a s m a l l payioad M HW-flPTl
improvement a s indicated. SO BO

3»
•m
These t r a d e study data,
KLL TOROIDAl BfU TOROIDAL
those p r e p a r e d on MLV-SAT-
INT-17 and t h e i r respective
t r a d e study r e s o u r c e analysis
were c o m p a r e d by NASA/MSFC FIGURE 5-4 TRADE STUDY VEHICLE
PAYLOAD COMPARISON

29
 D5-13183

i n o r d e r to r e a c h a c o m p r o m i s e on engine quantity, t h r u s t , a n d t y p e . It
w a s found t h a t t h e I N T - 1 7 v e h i c l e would o p e r a t e m o s t efficiently a t
a p p r o x i m a t e l y 3 . 0 m i l l i o n p o u n d s of t h r u s t . On t h e o t h e r h a n d ,
S A T - V - 3 B n e e d s a s e c o n d s t a g e t h r u s t c l o s e r to 2 . 0 m i l l i o n p o u n d s for
m o s t efficient o p e r a t i o n . F a r t h e r , t h e S A T - V - 3 B t h i r d s t a g e r e q u i r e s
n o t m o r e t h a n 180, 000 p o u n d s of t h r u s t f o r m o s t efficient o p e r a t i o n .
N A S A / M S F C s e l e c t e d a c o m p r o m i s e s e c o n d s t a g e t h r u s t of 2 . 8 m i l l i o n
p o u n d s , s e v e n 400 t h o u s a n d pound e n g i n e s , for f u r t h e r s t u d y . T h e
c o m p r o m i s e d p e r f o r m a n c e by t h i s c h o i c e is i n d i c a t e d on F i g u r e 5 - 5 .
A l s o i n d i c a t e d i s the d e g r a d a t i o n to S A T - V - 3 B which would h a v e r e s u l t e d
had NASA c h o s e n a s t i l l h i g h e r t h r u s t Level {3. 0 m i l l i o n p o u n d s ) . M S F C
s e l e c t e d t h e t o r o i d a l a e r o s p i k e engine r a t h e r t h a n the b e l l nozzle e n g i n e
s i n c e t h e b e l l w a s e x a m i n e d i n d e t a i l in l a s t y e a r ' s s t u d i e s .
-38 SATV

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U l - l t THHUir IVACl • 10* L f l l * BASELINE JW WITH TJW • L Z 5
o o
F I G U R E 5-5 S A T - V - 3 B & INT-17 COST T A B L E 5-1 SIGNIFICANT
EFFICIENCY TRADE LOAD CRITERIA
5.2 DESIGN STUDY V E H I C L E {PHASE II)

D e s i g n and a n a l y s e s w e r e c o n d u c t e d for t w o - a n d t h r e e - s t a g e
S A T - V - 3 B v e h i c l e s u s i n g the p r o p u l s i o n s y s t e m s c h o s e n by M S F C .
C o m p l e t e r e s o u r c e s w e r e p r e p a r e d for t h e t h r e e s t a g e v e h i c l e .

5. 2 . 1 Vehicle Description

The M L V - S A T - V - 3 B b a s e l i n e v e h i c l e i s s h o w n in F i g u r e 5 - 1 . The
M S - I C - 3 B s t a g e u s e s five 1. 8 m i l l i o n pound t h r u s t u p r a t e d F - l e n g i n e s .
F i r s t s t a g e l e n g t h i n c r e a s e i s 20 feet for a p r o p e l l a n t c a p a c i t y of 5. 6
m i l l i o n p o u n d s with a p r o p e l l a n t loading ( T / W o = 1.25) of 4. 99 m i l l i o n
p o u n d s and 4. 8 m i l l i o n p o u n d s f o r the two and t h r e e s t a g e v e h i c l e s ,
r e s p e c t i v e l y . T h e s e c o n d s t a g e h a s s e v e n 400, 000 pound t h r u s t t o r o i d a l
a e r o s p i k e e n g i n e s . It h a s a l e n g t h i n c r e a s e of 15. 5 feet f o r a p r o p e l l a n t
c a p a c i t y of 1.29 m i l l i o n p o u n d s . T h e s h o r t e r t o r o i d a l e n g i n e s a l l o w s a
6 2 - i n c h r e d u c t i o n in i n t e r s t a g e length t h e r e b y p e r m i t t i n g a c o m m e n s u r a t e

30
 D5-13183

t a n k a g e i n c r e a s e . The t h i r d s t a g e (for t h r e e s t a g e a p p l i c a t i o n ) u s e s a
s i n g l e 400, 000 p o u n d t h r u s t t o r o i d a l a e r o s p i k e e n g i n e , a 1 6 . 5 foot l e n g t h
i n c r e a s e f o r a p r o p e l l a n t c a p a c i t y of 350, 000 p o u n d s of p r o p e l l a n t .

5.2.2 D e s i g n Study R e s u l t s

P a y l o a d p e r f o r m a n c e d a t a for the S A T - V - 3 B f o r both n o m i n a l and

a l t e r n a t e m i s s i o n s w e r e d e t e r m i n e d . T h e n o m i n a l m i s s i o n f o r the two
s t a g e v e r s i o n i s d i r e c t a s c e n t to a 100 n a u t i c a l m i l e c i r c u l a r E a r t h o r b i t .
N o m i n a l m i s s i o n for the t h r e e - s t a g e v e h i c l e is d i r e c t a s c e n t to a 100
n a u t i c a l m i l e c i r c u l a r p a r k i n g o r b i t , followed by r e i g n i t i o n of the t h i r d
s t a g e a n d b o o s t i n t o a 72 h o u r l u n a r t r a n s f e r t r a j e c t o r y . Alternate
m i s s i o n s c o n s i d e r i n g a, r a n g e of a l t i t u d e s and l a u n c h a z i m u t h s w e r e a l s o
considered.

F i g u r e 5-6 s u m m a r i z e s the o r b i t / a l t i t u d e c a p a b i l i t y for the two s t a g e

S A T - V - 3 B . Net p a y l o a d f o r the n o m i n a l m i s s i o n is 367, 400 p o u n d s .
H o w e v e r , with t h e high t h r u s t ( 2 . 8 m i l l i o n pounds) and s h o r t b u r n t i m e
of t h e M S - I I - 3 B s t a g e , a s i z a b l e p e r f o r m a n c e l o s s o c c u r s a t the h i g h e r
o r b i t a l t i t u d e s . F o r e x a m p l e , m o r e p a y l o a d is o b t a i n e d a t a 300 n a u t i c a l
m i l e o r b i t with e x i s t i n g two s t a g e S a t u r n V ( I N T - 2 1 ) t h a n i s o b t a i n e d with
a S A T - V - 3 B . If e n g i n e t h r o t t l i n g i s u s e d in t h e M S - I I - 3 B s e c o n d s t a g e ,
t h e p a y l o a d l o s s e s to t h e h i g h e r o r b i t s a r e r e d u c e d c o n s i d e r a b l y a s shown
in F i g u r e 5 - 6 -
High e n e r g y m i s s i o n
(C-a) p e r f o r m a n c e of the
t h r e e s t a g e v e h i c l e is
i l l u s t r a t e d on F i g u r e 5 - 7 .
Net p a y l o a d for t h e
n o m i n a l 72 h o u r l u n a r
injection mission is
160, 000 p o u n d s . P a y l o a d s
for p o l a r a n d s u n s y n c h -
r o n o u s o r b i t s a r e shown
on F i g u r e s 5 - 8 a n d 5 - 9 .
A boost turn is r e q u i r e d
to o b t a i n t h e s e o r b i t s
from Cape Kennedy. This ORBIT AlTITWf - N. MILfS
maneuver requires
energy expenditure which F I G U R E 5-6 ORBIT A L T I T U D E - A Z I M U T H
i s r e f l e c t e d in l e s s p a y l o a d PAYLOAD CAPABILITY
capability.

S i g n i f i c a n t l o a d c r i t e r i a , a n d o t h e r d a t a p e r t i n e n t to v e h i c l e d e s i g n ,
a r e s h o w n on T a b l e 5 - 1 , w i t h c o m p a r a t i v e S a t u r n V v a l u e s . Although
m a x i m u m d y n a m i c p r e s s u r e (q) a n d a c c e l e r a t i o n a r e s l i g h t l y l e s s for the

31
 D5-13183

S A T - V - 3 B the i n c r e a s e i n v e h i c l e h e i g h t , t h e 33-foot d i a m e t e r t w o - s t a g e
payload, and i n c r e a s e d engines t h r u s t s have significantly i n c r e a s e d
s t r u c t u r a l l o a d s o v e r t h e e x i s t i n g S a t u r n V.

C o n t r o l m a x i m u m d e f l e c t i o n a n g l e i n flight h a s i n c r e a s e d f r o m 3 . 5
d e g r e e s (on S a t u r n V) to 4 . 3 d e g r e e s u s i n g the c u r r e n t a t t i t u d e , a t t i t u d e
r a t e c o n t r o l s y s t e m . T h i s i s w e l l within the c u r r e n t 5. 15 d e g r e e g i m -
b a l i n g c a p a b i l i t y of F - l e n g i n e s . A l t e r n a t e c o n t r o l m o d e s t u d i e s s h o w e d
t h a t a p p r o x i m a t e l y 12 p e r c e n t r e d u c t i o n i n m a x i m u m b e n d i n g r e s p o n s e
c o u l d b e e x p e c t e d if an a n g l e of a t t a c k f e e d b a c k loop w e r e a d d e d to t h e
attitude, attitude r a t e control mode.

Both a e r o d y n a m i c a n d b a s e h e a t i n g t e m p e r a t u r e s on the S A T - V - 3 B
v e h i c l e a r e c o m p a r a b l e to S a t u r n V.

The r e l i a b i l i t y of t h e
two and t h r e e stage c o n -
f i g u r a t i o n of S A T - V - 3 B
v e h i c l e i s 0. 975 a n d 0. 9 6 5 ,
respectively, as compared.
to 0. 990 a n d 0. 980 for t h e
baseline AS-516.

The a d d i t i o n a l
p r o p e l l a n t in a l l s t a g e s
i n c r e a s e s the 0. 4 p s i
on-pad explosive o v e r -
p r e s s u r e range 600/feet
c o m p a r e d to S a t u r n V but C3(TWICI SPECIFIC WRCY) - KmhKp
not enough to i m p a c t t h e
adjacent pad at MILA. F I G U R E 5-7 HIGH E N E R G Y P A Y L O A D
CAPABILITY
S a t u r n V flight and c r e w p r o v i s i o n s a r e s a t i s f a c t o r y f o r u s e with t h i s
v e h i c l e . No p r o b l e m s w e r e found w i t h s t r u c t u r a l d y n a m i c s , R F a t t e n u a t i o n
o r a n t e n n a look a n g l e .

S t r u c t u r a l l o a d s a n d a c o u s t i c e n v i r o n m e n t s a r e i l l u s t r a t e d on F i g u r e
5 - 1 0 , T h e a c o u s t i c l o a d s h a v e i n c r e a s e d s l i g h t l y in the f i r s t s t a g e but
a r e w i t h i n the e x i s t i n g s p e c i f i c a t i o n l i m i t . S o m e s e l e c t i v e r e q u a l i f i c a t i o n
of c o m p o n e n t s m a y be r e q u i r e d . T h e s e c o n d s t a g e a c o u s t i c l e v e l h a s
i n c r e a s e d sufficiently f r o m the s t a t i c f i r i n g of s e v e n 4, 000, 000 pound t h r u s t
t o r o i d a l e n g i n e s and i n f l i g h t c o n d i t i o n s to r e q u i r e a n e w s p e c l i m i t for t h i s
s t a g e . No p r o b l e m s e x i s t in t h e t h i r d s t a g e .

As shown in F i g u r e 5 - 1 0 , t h e c o m b i n e d l o a d i n g c o n d i t i o n h a s i n c r e a s e d
s i g n i f i c a n t l y c o m p a r e d to S a t u r n V, r e q u i r i n g a m a j o r s t r u c t u r a l beefup a s

32
 D5-13183

130 !« 150 i« m
LAUNCH AZIMUTH - OtGS
LAUNCKAZIMI/m DECS

FIGURE 5-8 TWO-STAGE POLAR & FIGURE 5-9 THREE-STAGE

SUN SYNCHRONOUS ORBIT P O L A R St SUN SYNCHRONOUS
PAYLOAD CAPABILITY ORBIT P A Y L O A D C A P A B I L I T Y

a s shown in F i g u r e 5 - 1 1 . P e r c e n t a g e i n c r e a s e s in d r y w e i g h t s of e a c h
S A T - V - 3 B s t a g e a r e a l s o t a b u l a t e d in F i g u r e 5 - 1 1 .

5. 3 RESOURCES

I n c r e a s e s in t h e length a n d t h r u s t of t h e S A T - V - 3 B - s t a g e s c o m p a r e d
to S a t u r n V i m p a c t production,- t e s t , t r a n s p o r t a t i o n and l a u n c h f a c i l i t i e s .
U p r a t e d F - 1 e n g i n e and new t o r o i d a l u p p e r s t a g e engine d e v e l o p m e n t s a r e
the m o s t c o s t l y i t e m s r e q u i r e d . E x i s t i n g f a c i l i t i e s w i l l be e m p l o y e d to
m a n u f a c t u r e a n d t e s t t h e M L V - S A T - V - 3 B . T h e s e f a c i l i t i e s a r e to be u s e d
on a n o n - i n t e r f e r e n c e b a s i s with n o r m a l S a t u r n V p r o d u c t i o n s c h e d u l e s ,
T h e p r e s e n t s t a g e a n d I. U. v e n d o r s w e r e a s s u m e d to be c o n t r a c t o r s for
the modified vehicle components.

A d y n a m i c t e s t v e h i c l e , s t r u c t u r a l t e s t c o m p o n e n t s , and two m a n -
r a t i n g R&D flights a r e r e q u i r e d . R e l o c a t i o n of w o r k p l a t f o r m s and i n c r e a s e
in h e i g h t is r e q u i r e d a t the M S F C D y n a m i c T e s t S t a n d to h a n d l e the new
c o n f i g u r a t i o n . T h e f i r s t s t a g e of the d y n a m i c t e s t v e h i c l e will be r e f u r -
b i s h e d a f t e r t e s t a n d u s e d a s a flight s t a g e . The s e c o n d s t a g e of the
d y n a m i c t e s t v e h i c l e will h a v e u n d e r g o n e s t r u c t u r a l s t a t i c t e s t p r i o r to
-D t e s t i n g .

33
 D5-13183

STATIC IN rStATfCFIRING
, INFLIGHT , LAUNCH FIRWCAICHP IB FLIGHT STATIC FIRING. LAUNCH

h H—-h •[• -ir H -h

175 ON nt«M w VUDMU m •MUW, NfWSPFC LIMIT

E
145 SATVSWC
3ATVSWC

J-

u: 155

MLV-SAT-V-3B
l«
-MAX4.K
GROUW r WBOUND

F I G U R E 5-10 ACOUSTIC E N V I R O N M E N T AND S T R U C T U R A L LOADS

A p r o d u c t i o n r a t e of s i x v e h i c l e s p e r y e a r for a p e r i o d of five y e a r s
w a s u s e d to a s s e s s p r o d u c t i o n i m p a c t . A c o m p a n i o n i n t e r m e d i a t e p a y l o a d
v e h i c l e , a l s o p r o d u c e d a t s i x p e r y e a r for five y e a r s , w a s t h e S a t u r n IB,
m a k i n g u s e of t h e M S - I V B - 3 B .

MS-IC-3B

The t h r u s t i n c r e a s e f r o m 7 . 5 to 9- 0 m i l l i o n pounds n e c e s s i t a t e s
i n c r e a s e s in s k i n s t i f f e n e r a n d r i n g f r a m e g a g e t h r o u g h o u t the M S - I C
s t a g e . T h e s e c h a n g e s p l u s t h e i n c r e a s e in s t a g e length r e q u i r e r e q u a l -
ification of t h e e n t i r e s t r u c t u r e .

R e v i s i o n s a r e m a d e t o S-IC t o o l i n g to a c c o u n t for the new m a t e r i a l

t h i c k n e s s and s t i f f e n e r l o c a t i o n s o r for l e n g t h i n c r e a s e s . An a d d i t i o n a l
t a n k a s s e m b l y p o s i t i o n a n d n e w t a n k c l e a n p o s i t i o n a r e a d d e d to avoid
long d o w n t i m e while t o o l i n g up for t h e n e w c o n f i g u r a t i o n . T h e M T F and
M S F C t e s t s t a n d s r e q u i r e m o d i f i c a t i o n to a c c e p t the l o n g e r s t a g e . Both
s t a n d s , h o w e v e r , a r e c a p a b l e of h a n d l i n g t h e g r e a t e r t h r u s t b u t m o r e
h o l e s a r e n e e d e d in the f l a m e d e f l e c t o r s .

34
 FORWARD SKIRT
77% > STRENGTH
AFT SKIRT
86% > STRENGTH
NEW
COMMON BLKD TOROIDAL ENGINE
INCREASED RADIUS FORWARD SKIRT
142% > STRENGTH
THRUST STRUCTURE LH2 TANK
NEW DESIGN 66' 44% > STRENGTH

INTERSTAGE NEW FEED LINES

69% > STRENGTH
NEW THRUST STR

7 NEW TO
LOX TANK
ADDITIONAL FRAMES
NEW FEED LINES

INTERSTAGE 60% > STRENGTH

ONE ADDITIONAL
HELIUM BOTTLE
DRY WEIGHT INCREASE
MS-1C-3B- 14.2% INTERTANK
MS-ll-3B-35.6% 41% > STRENGTH
MS-IVB-3B-22.5%

THRUST S
FIGURE 5-L1 SAT-V-4(S)B VEHICLE IMPACT 35% > ST
 D5-13183

T i m i n g Of the M S - I C - 3 B p r o d u c t i o n i s p a c e d by u p p e r s t a g e r e q u i r e -
m e n t s ; t h e r e f o r e . A u t h o r i t y to P r o c e e d i s not r e q u i r e d u n t i l 26 m o n t h s
a f t e r s t a r t of the u p p e r s t a g e p r o g r a m s . With t h i s t i m i n g , t h e f i r s t flight
a r t i c l e will be d e l i v e r e d t o MI3-.A 3 . 5 y e a r s a f t e r f i r s t s t a g e A T P .

MS-H-3B

The s t r u c t u r e a n d p r o p u l s i o n s y s t e m c h a n g e s t o t h i s s t a g e w i l l
n e c e s s i t a t e s t a t i c and d y n a m i c s t r u c t u r a l t e s t s a n d a " b a t t l e s h i p " t e s t
d e v e l o p m e n t p r o g r a m . T o m e e t t h e r e q u i r e d d e l i v e r y d a t e of t h e d y n a m i c
t e s t s t a g e , p r o d u c t i o n of t h e s t a n d a r d S-II would be a c c e l e r a t e d , s t a r t i n g
with S - I I - 1 8 . Two flight t e s t s t a g e s a r e i n c l u d e d in the d e v e l o p m e n t p h a s e .

S t a n d a r d t r a n s p o r t e q u i p m e n t i s g e n e r a l l y c o m p a t i b l e with t h e
&1S-II-3B, a l t h o u g h l e n g t h e n i n g of s t a g e t r a n s p o r t e r s would b e n e c e s s a r y ,
a s well a s m i n o r m o d i f i c a t i o n s s u c h a s r e l o c a t i o n of tie downs oh t h e
P o i n t B a r r o w , B o t h T y p e I and T y p e II t r a n s p o r t e r s c a n h a n d l e the a d d e d
weight, e x c e p t t h a t t i r e l o a d s m a y be e x c e s s i v e on t h e T y p e I I .

D e l i v e r y of t h e d y n a m i c t e s t s t a g e , n i n e m o n t h s p r i o r to the f i r s t
flight s t a g e , d e t e r m i n e s t h e point a t w h i c h p r o d u c t i o n of the s t a n d a r d S-II
would be p h a s e d out to a l l o w p h a s e - i n of n e w tooling for t h e M S - H - 3 B .
T h e s t r u c t u r e a n d p r o p u l s i o n s y s t e m r e v i s i o n s r e q u i r e m o d i f i c a t i o n of
s t a n d a r d tools o r d e s i g n of n e w t o o l s . T o o l i n g m a i n l y affected i s t h a t for
m a n u f a c t u r e of t h e LH-, t a n k , f o r w a r d a n d aft s k i r t s , i n t e r s t a g e , LOX
tank e x t e n s i o n and new t h r u s t s t r u c t u r e .

The S e a l B e a c h f a c i l i t y r e q u i r e s s o m e m o d i f i c a t i o n s , i n c l u d i n g m i n o r
building e x t e n s i o n s and r e v i s e d a s s e m b l y s e q u e n c e s . New f a c i l i t i e s
a r e n o t n e c e s s a r y , but s t a g e a s s e m b l y and buildup t o o l s will be m o d i f i e d .
Handling e q u i p m e n t a t a l t f a c i l i t i e s w i l l be m o d i f i e d for the i n c r e a s e d s t a g e
weight. M o d i f i c a t i o n a n d c h e c k o u t of the S t a t i c "Test T o w e r would b e
c o m p l e t e d in D e c e m b e r 1 9 7 1 , -the d y n a m i c t e s t s t a g e s h i p p e d to M S F C in
D e c e m b e r 1971, a n d t h e f i r s t o p e r a t i o n a l flight s t a g e c o m p l e t e d in
S e p t e m b e r 1973.

MS-lVBj-_3B

E n g i n e e r i n g d e s i g n o r r e d e s i g n effort i s n e e d e d m a i n l y in the s t r u c t u r e
a n d p r o p u l s i o n s y s t e m a r e a s b e c a u s e of t h e i n c r e a s e d t a n k v o l u m e ,
h i g h e r flight l o a d s a n d t h e i n s t a l l a t i o n of a new t y p e h i g h e r t h r u s t e n g i n e .
D e v e l o p m e n t a n d q u a l i f i c a t i o n e f f o r t i n v o l v e s a m o d e r a t e a m o u n t of w o r k
a s s o c i a t e d with the s a m e v e h i c l e c h a n g e s . A d y n a m i c t e s t s t a g e will be
f u r n i s h e d for t e s t a t N A S A / M S F C to v e r i f y p r e d i c t e d v i b r a t i o n m o d e s
and f r e q u e n c i e s .

36
 D5-13183

To allow for modification to tooling and facilities without interfering

with standard stage d e l i v e r i e s , a t e m p o r a r y speed-up of the standard
stage a s s e m b l y is planned. No new fabrication technology is proposed
nor any new o r unique testing p r o c e d u r e s . Some expansion a n d / o r
modification of facilities is r e q u i r e d , at the Santa Monica and Huntington
Beach plants, and at the S a c r a m e n t o T e s t Center.

The i n c r e a s e d stage size precludes t r a n s p o r t a t i o n by the Super Guppy

and will mean dependence on ocean shipment to the Sacramento test site
and to Kennedy Space C e n t e r . Major modification of the stage t r a n s p o r t e r
is needed because of the added length, and l e s s e r modifications to other
items of handling equipment.

Launch. Facility and Operation Impact

Changes a t MILA for the SAT-V-3B vehicle a r e p r i m a r i l y due to

i n c r e a s e d vehicle length. Mobile launcher swing a r m s as well as VAB
higb and low bays a c c e s s platforms a r e relocated. A new (taller)
mobile s e r v i c e s t r u c t u r e is needed since insufficient time is available
between last S a t u r n V and first MLV-SAT-V-3B to r e w o r k the existing MSS.

No changes a r e r e q u i r e d in the Saturn V operational plan for

SAT-V-3B.

Schedule

An MLV-SAT-V3B vehicle development and delivery schedule is

shown in F i g u r e 5-12. The vehicle timing is based on almost four y e a r s
required for upper stage engine development. Upper stage design is
paced so that battleship stages axe available when P F R T engines a r e
r e a d y . Completion of all c r i t i c a l stage ground development testing is
completed before the f i r s t flight a r t i c l e r e a c h e s MILA in September of
1973.

Cost

A cost s u m m a r y for the SAT-V-3B is shown in Table 5-II*

37
 D5-I3183

I M-KtnuHCflMenmin t mt-tsruaiaMun — cmioLi-imiiuBMnMUM

t ucaUHmicnn c o n s t > im»-t ro« cowvn M M « H . w i u n a umcswr
nsrm«FitfTH.iBir.

F I G U R E 5-12 SAT-V-3B V E H I C L E D E V E L O P M E N T AND D E L I V E R Y P L A N

COST - DOLLARS IN MILLIONS DEVELOPMENT OPERATIONAL TOTAL

STAGE ENGINE STAGE ENGINE

LAUNCH VEHICLE
S-IC 3 t » g e 70.0 123.0 596.3 439.7 1214.0
S-II S t a g e 165.7 336, Z 551.1 686.9 1774.;
S-IVB Stage 97.8 62.9 362.4 114.4 642.4
I n s t r u m e n t Unit 130.7 130.7

LAUNCH VEHICLE TOTAL 333.5 522.1 1640. 5 1241.0 3761. 3

GROUND S U P P O R T E Q U I P M E N T
S-IC Stage 10. Q £1.9 31.9
S-II S t a g e 2B.1 64.8 92.9
S-IVB S t a g e 33.7 48.5 82.2

OSE T O T A L 71.8' 135.2 207.0

FACILITIES
Toroidal Engine a 39,2 39.2
S-IC Stage 13.3 13. 3
S-II S t a g s 21.7 21.7
S-IVB Stage 7.2 5.4 12.6
L a u n c h Vehicle - K5C 81.7 721.8 BG3.5
Launch Vehicle - Other 4.a 4. e
FACILITIES TOTAL 128.7 39.2 727.2 895.1

S Y S T E M S E N G I N E E R I N G AND I N T E G R A T I O N 2.3 425.1 425.1

LAUNCH SYSTEMS T O T A L 536.3 561.3 2928.B 1241.0
1097.6 41 >9.0 5266.6
R&D F L I G H T S U l 3Z5.6

T A B L E 5-II SAT-V-3B COST SUMMARY

33
 0 5 -13183

39
 D 5-13183

STA 4804.5
T
4439
396 DIA PAYLOAi
493,900 LBS
4248
2 6 0 " DIA PAYLOAD

I.U.
(3rd Stage)
i 188,800 LBS
3955 •
3919
J 3797

A L = IG.5 ft.
MS-IVB W P = 3 5 0 K lbs.
I x J-2 3330.5
MR = 5 - 1

LU--1-
(2ndT
i_L [ \f \
3244.5
3144
3017
(Engine Gimbal)

Stage)1 2885.5
410 f t
AL = 0 ft.
MS-II «p5=930 K lbs.
5 x J-2 2346
MR = 5 : I
2258 •

w •v
2162 (Engine Gimbal)
2062
2039
•

r /\ /\ /\ 1899
AL = 41.5 ft.
W P j = 6 . 6 4 M lbs.
SEPARATION
5 x 1522 K F-[

1360
MS-IC
A" 1098.5
998.5 (Fwd Attach)

Four 3 Segment 1 5 6 "

788.5
Solid Racket Motors
Wp s = 4 . 4 5 M lbs.

Web Burning Time

1 0 0 . 6 Seconds 365

116 ( A f t Attach)

Li
100 (Engine Gimbal)

i STA - 115.5

F I G U R E 6-1 MLV-SAT-V-25(S) BASELINE VEHICLE

40
 D5-13183

6. 0 MLV-SAT-V-25(S) LAUNCH VEHICLE

T h e S a t u r n V-25(S) v e h i c l e ( s e e F i g u r e 6-1) i s a S a t u r n V w i t h l e n g t h -
ened f i r s t a n d t h i r d s t a g e s , a d a p t e d for a t t a c h m e n t of four 1 5 6 - i n c h d i a m e t e r
solid p r o p e l l a n t m o t o r s .

T h e v e h i c l e a s defined in the P h a s e I t r a d e study a c t i v i t y a n d s t u d i e d in

d e t a i l in the P h a s . e II a c t i v i t y i s a f e a s i b l e c o n f i g u r a t i o n and a l o g i c a l c a n d i -
d a t e to p r o v i d e p a y l o a d s in e x c e s s of t h o s e c u r r e n t l y a v a i l a b l e with t h e
Saturn V vehicle.

6. 1 C O N F I G U R A T I O N S E L E C T I O N (PHASE I)

By v a r y i n g t h e weight and t h r u s t of t h e 1 5 6 - i n c h s o l i d r o c k e t m o t o r s
and the w e i g h t of p r o p e l l a n t in t h e c o r e s t a g e s , a n u m b e r of r e l a t e d
SAT-V-25(S) v e h i c l e s w e r e e v o l v e d . P a y l o a d c a p a b i l i t y and v e h i c l e c o s t s
w e r e e s t a b l i s h e d for t h e s e v e h i c l e s in o r d e r to c h o o s e one a r r a n g e m e n t for
m o r e detailed analysis.

6. 1.1 Candidate Configurations

F o r the t r a d e study, both t w o - and t h r e e - s t a g e o p e r a t i o n was c o n s i d e r e d -

V e h i c l e h e i g h t w a s fixed a t 410 feet for both t w o - and t h r e e - s t a g e c o n f i g u r a -
t i o n s . P r o p u l s i o n a n d engine type for a l l s t a g e s wag fixed to c o r r e s p o n d to
the b a s e l i n e A S - 5 1 6 v e h i c l e . V a r y i n g w e i g h t s of p r o p e l l a n t a n d c o r r e s p o n d i n g
s t a g e l e n g t h s w e r e studied for a l l s t a g e s . F o u r 1 5 6 - i n c h solid p r o p e l l a n t
r o c k e t m o t o r s w e r e a t t a c h e d to t h e v e h i c l e for t h r u s t a u g m e n t a t i o n . T h e
n u m b e r of s e g m e n t s (and t h u s solid p r o p e l l a n t weight) in t h e solid m o t o r s
w a s v a r i e d b e t w e e n two and four. Solid m o t o r
t h r u s t / t i m e r e s t r a i n t s w e r e s p e c i f i e d by M S F C .
B u r n t i m e s a n d t h r u s t l e v e l s of t h e v a r i o u s
s i z e d solid m o t o r s w e r e v a r i e d a l s o , within
t h e r e s t r a i n t s , to o p t i m i z e v e h i c l e liftoff
thrust-to -weight.

6.1.2 Trade Studies

F i g u r e 6-2 i s t y p i c a l of the p a r a m e t r i c
p e r f o r m a n c e d a t a p r e p a r e d for t h e t r a d e
study. F i g u r e 6-2 i l l u s t r a t e s t h e n e t p a y -
l o a d for the v a r i o u s n u m b e r of s e g m e n t s in
t h e 1 5 6 - i n c h m o t o r s a s a function of liftoff
t h r u s t - t o - w e i g h t f o r the t h r e e - s t a g e v e h i c l e .
T h i s c h a r t s h o w s two c o n d i t i o n s , i. e. ,
(1) o p t i m i z e d f i r s t s t a g e p r o p e l l a n t w e i g h t F I G U R E 6-2 P E R F O R M A N C E
with s t a n d a r d s e c o n d s t a g e p r o p e l l a n t w e i g h t , T R A D E DATA

41
 D5-13183

and (2) optimized propellant weights for the f i r s t and second stages. The
MS-IVB in all c a s e s was sized to maximize payload out of 100 nautical
m i l e E a r t h o r b i t to l u n a r i n j e c t i o n . N o t e t h a t t h e c u r v e s a r e t h e l o c i of
m a x i m u m p a y l o a d r e s u l t i n g , f r o m c o n s i d e r i n g different c o n s t a n t solid m o t o r
web a c t i o n t i m e s c o m b i n e d with v a r i o u s c o r e v e h i c l e l a u n c h w e i g h t s .

The data d e m o n s t r a t e that:

a. P a y l o a d i n c r e a s e s a p p r o x i m a t e l y eight p e r c e n t with e a c h a d d i t i o n a l
solid motor segment.

b. A p a y l o a d i n c r e a s e of m o r e than two p e r c e n t a c c r u e s by o p t i m i z i n g
second s t a g e l e n g t h . T y p i c a l o p t i m i z e d S-H s t a g e length i n c r e a s e s a r e
on the o r d e r of an a d d i t i o n a l t e n f e e t .

c. Significant p a y l o a d i n c r e a s e s a r e a t t r i b u t a b l e to t h e s h o r t e r b u r n t i m e
solid r o c k e t m o t o r s and the r e s u l t i n g h i g h e r v a l u e s for liftoff t h r u s t - t o -
weight r a t i o ,

In d e v e l o p i n g t h e s e d a t a , no s t r u c t u r a l p e n a l t i e s w e r e a s s e s s e d to t h e
c a n d i d a t e v e h i c l e s for t h e liftoff t h r u s t - t o - w e i g h t v a r i a t i o n . When s t r u c -
t u r a l w e i g h t p e n a l t i e s , a r e c o n s i d e r e d , a s they w e r e in o t h e r s i m i l a r s t u d i e s ,
it i s found t h a t beyond 1. 6 t o 1.8 t h r u s t - t o - w e i g h t , p a y l o a d i n c r e a s e s a r e
not a s l a r g e a s i n d i c a t e d on F i g u r e 6 - 2 .

F i g u r e 6 - 3 c o m p a r e s the p a y l o a d c o s t e f f i c i e n c y
OPTIMIZED S-l I of d i f f e r e n t s o l i d m o t o r w e i g h t s for the o p t i m i z e d
S - I I s t a g e and s t a n d a r d l e n g t h S-II s t a g e . T h e
c h a r t i n d i c a t e s t h a t S-II s t a g e o p t i m i z a t i o n i s not
w o r t h w h i l e but t h a t l a r g e r solid m o t o r w e i g h t s
c a n s i g n i f i c a n t l y i m p r o v e v e h i c l e c o s t efficiency,
F r o m t h e s e d a t a , and b e c a u s e m i n i m u m s o l i d
m o t o r b u r n t i m e w a s g r o u n d r u l e d a t 100. 6 s e c o n d s ,
i t w a s r e c o m m e n d e d to M S F C t h a t the v e h i c l e
Z.M i n d i c a t e d a s " b a s e l i n e " on F i g u r e s 6-2 and 6 - 3 be
c h o s e n for t h e n e x t p h a s e of study. M S F C a p p r o v e d
this selection.
ira wo no 200
PAYUM0-IB5*I03

F I G U R E 6 - 3 COST E F F I C I E N C Y
T R A D E DATA

42
 D5-131S3

6. 2 DESIGN STUDY VEHICLE (PHASE II)

The single SAT-V-25(S) vehicle chosen during the P h a s e I activity

was defined in detail, its capabilities and c h a r a c t e r i s t i c s w e r e determined,
and its r e s o u r c e r e q u i r e m e n t s w e r e established.

6.2. 1 Vehicle Description

The MLV-SAT-V-25(S) baseline vehicle is shown in F i g u r e 6 - 1 . It

utilizes four t h r e e - s e g m e n t 156-inch strap-on solid rocket motors each
with 1. 1 million pounds of propellant for t h r u s t augmentation. Each solid
motor has a launch t h r u s t of 4. 0 million pounds. They burn r e g r e s s i v e l y
so that at burnout t h r u s t is reduced to about 65 percent of the liftoff value.
Each of the solid m o t o r s has a liquid injection (N2O4) t h r u s t vector control
system to augment the capability of the gimbaled F - l engines during flight
through the m a x q r e g i m e . The liquid core stages of SAT V-25(S) a r e
equipped with standard F - l and J - 2 engines. F i r s t stage propellant
capacity has been i n c r e a s e d to 6. 64 million pounds by lengthening the stage
41. 5 feet. The second stage is standard S-II length with a propellant
capacity of 930,000 pounds. The third stage (for t h r e e - s t a g e applications)
is i n c r e a s e d in length by 16-1/2 feet and has a propellant capacity of
350,000 pounds.

6. 2. 2 Design Study R e s u l t s

As noted on F i g u r e 6 - 1 , the SAT-V-25(S) two stage payload capability

to 100 nautical mile orbit i s almost 494, 000 pounds and its 72-hour lunar
injection t h r e e - s t a g e capability i s almost 189, 000 pounds.

Use of this vehicle was also considered for applications where the
baseline core vehicle (liquid stages without solids) could be flown by itself
o r with only two s t r a p - o n solid m o t o r s . The payloads identified for these
a l t e r n a t e s a r e shown on Table 6-1.

To further i m p r o v e payload, a special study was conducted to determine

the effect of tailoring the solid motor thrust time t r a c e . For this study, the
t h r u s t was made r e g r e s s i v e until the vehicle h a s passed through the maximum
dynamic p r e s s u r e r e g i m e . The t h r u s t level was then made p r o g r e s s i v e until
solid motor burnout. The payload improvement for the optimum r e g r e s s i v e -
p r o g r e s s i v e t h r u s t t i m e t r a c e over that available witn the baseline vehicle was
approximately one p e r c e n t . This improvement was not considered significant
enough tp w a r r a n t complicating solid motor design for r e g r e s s i v e - p r o g r e s s i v e
burning.

Significant load c r i t e r i a , and oths r data pertinent to vehicle design, a r e

43.
 D5-13183

TABLE 6~I PAYLOAD CAPABILITY

NET PAYLOAD (LB)

TWO-STAGE THREE-STAGE
100 NM Orbit 72-hour Lunar T r a j .
Core Vehicle Without Solid Motors

T 0 / W o = 1.25
231,466 38,475
W p l = 4,343,423 lb

T 0 / W 0 = 1.18
239,558 91, 568
W P 1 = 4,696,492 lb

Core Vehicle With Two Solid Motors

T Q /W Q = 1.40
387,073 147,954
W p i = 6,000,000

Core Vehicle With Four Solid Motors

T 0 / W Q = 1.734
493,900 188,800
W p i = 6,640,000 lb

44
 D5-13183

shown on T a b l e 6-II with c o m p a r a t i v e S a t u r n V v a l u e s . Although m a x

d y n a m i c p r e s s u r e (q) and a c c e l e r a t i o n a r e i n c r e a s e d s l i g h t l y , the 410
foot v e h i c l e h e i g h t c o u p l e d with the 33-foot d i a m e t e r t w o - s t a g e p a y l o a d
c a u s e t h e l a r g e s t i m p a c t on s t r u c t u r a l d e s i g n r e q u i r e m e n t s .
-»S) SATV
Control requirements necessitate LOAD CRITERIA
a d d i t i o n a l c a p a b i l i t y beyond t h e p r e s e n t MAX f HBSIFT2) s» m
fin a n d F - l e n g i n e g i m b a l i n g of t h e f i r s t ,"S AT MAX 4 C L» LW
s t a g e . T h e u s e of t h e liquid i n j e c t i o n WIGHT tfT) no m
t h r u s t v e c t o r c o n t r o l on the solid m o t o r CONTROL
i s r e q u i r e d f o r 26 s e c o n d s n e a r m a x q MODE 5IM6AUD F-1'S GIMBALED F-l'5
t i m e of flight. A l s o , b e c a u s e the f i r s t
LnvCOM SOLIDS
s t a g e i s r o t a t e d 4 5 d e g r e e s c o m p a r e d to
SOLID MAX. L8 0 fTRM(JK)lt N/A
S a t u r n V, t h e flight c o n t r o l s i g n a l m u s t
DEFLECTION ANGLf
be m o d i f i e d to c o m p e n s a t e for the r o t a -
SOLID TVC OPERATING 46-71 SEC N/A
tion. I
BATING
TYPABRMWUIIIC
A e r o d y n a m i c heating i s significantly I S - K F W SOI MAX TEMP

l o w e r thari t h e S a t u r n V- T h e shock (MAX TEMP 8ASFI ZorfF wnrV

wave from the solid motor nose cap may MS-IC-B IS)
flft€B
i m p i n g e on t h e f i r s t s t a g e LOX t a n k a n d ROTATED 45*

l o c a l i n s u l a t i o n m a y be r e q u i r e d . No M 5 E . I K Sit WITH T * L25

0 Q
problems a r e anticipated as a result
of a e r o d y n a m i c h e a t i n g . T A B L E 6-II SIGNIFICANT
LOAD CRITERIA
The base heating environment is
m o r e s e v e r e for t h e M L V - S A T - V - 2 5(S)
t h a n f o r the S a t u r n V d u e to t h e solid m o t o r e x h a u s t p l u m e s . Heat shield
m a t e r i a l s can withstand the anticipated 2080°F t e m p e r a t u r e s successfully.
T h e aft s o l i d m o t o r a t t a c h m e n t s k i r t w i l l r e a c h 195Q°F. I n s u l a t i o n p r o -
t e c t i o n h e r e w i l l be r e q u i r e d .

T h e r e l i a b i l i t y of the t w o - and t h r e e - s t a g e c o n f i g u r a t i o n s of
S a t u r n V-25(S) a r e 0. 986 and 0. 964, r e s p e c t i v e l y , a s c o m p a r e d to
0. 990 and 0. 980 for t h e b a s e l i n e A S - 5 1 6 . T h e l o w e r v a l u e s for r e l i -
a b i l i t y c a n b e a t t r i b u t e d to t h e a d d i t i o n of t h e s t r a p - o n solid m o t o r s and
to l o n g e r f i r s t and t h i r d s t a g e b u r n t i m e s .

S e p a r a t i o n of the 1 5 6 - i n c h S R M ' s f r o m the v e h i c l e c a n be a c c o m p l i s h e d

s a t i s f a c t o r i l y u s i n g e x p l o s i v e s e p a r a t i o n d e v i c e s and s m a l l solid r o c k e t s
for separation force.

T h e a d d i t i o n of m o r e fuel in the f i r s t s t a g e and the four s o l i d m o t o r s

i n c r e a s e s t h e 0. 4 p s i o v e r - p r e s s u r e d i s t a n c e to a v a l u e g r e a t e r than t h e
d i s t a n c e b e t w e e n P a d A and P a d B on L a u n c h C o m p l e x 39- W a i v e r s for

45
 D5-13183

t h i s d i s t a n c e w i l l b e r e q u i r e d for j o i n t u s a g e o£ t h e s e p a d s when e i t h e r
pad c o n t a i n s a fueled c o r e v e h i c l e with t h e solid m o t o r s a t t a c h e d .

S a t u r n V flight and c r e w s a f e t y p r o v i s i o n s a r e s a t i s f a c t o r y for u s e

with t h i s v e h i c l e . C o m m u n i c a t i o n s for s o m e s t a t i o n s w i l l be " b l a c k e d out"
due to t h e e x h a u s t p l u m e i n t e r f e r e n c e , O t h e r s t a t i o n s , h o w e v e r , w i l l h a v e
c l e a r a n t e n n a a c c e s s d u r i n g t h e s e p e r i o d s and c o n t i n u o u s c o m m u n i c a t i o n s
c a n be m a i n t a i n e d

S t r u c t u r a l l o a d s a n d a c o u s t i c e n v i r o n m e n t a r e i l l u s t r a t e d in F i g u r e 6 - 4 .
The d e s i g n l o a d s a r e h i g h e r t h a n t h o s e for the s t a n d a r d S a t u r n V r e q u i r i n g
an i n c r e a s e in v e h i c l e s t r u c t u r a l w e i g h t . T h e p r e s e n t a c o u s t i c s p e c i f i c a t i o n
l i m i t s a r e e x c e e d e d a t s e v e r a l l o c a t i o n s on t h e f i r s t s t a g e . R e q u a l i f i c a t i o n
of a c o u s t i c a l l y s e n s i t i v e c o m p o n e n t s on t h i s s t a g e w i l l be r e q u i r e d .

M a j o r c o r e v e h i c l e c h a n g e s i n c l u d i n g the i m p a c t of s t r u c t u r a l load
i n c r e a s e s i s s u m m a r i z e d in F i g u r e 6 - 5 . D r y w e i g h t i n c r e a s e s a r e a l s o
tabulated.

FIGURE 6 - 4 ACOUSTIC E N V I R O N M E N T AND S T R U C T U R A L LOADS

46
 MM MM taatf titf M mJ Unl L-J L-J L-J U-J

58% > STRENGTH INCREASE

FORWARD SKIRT
177% > STRENGTH
PROPELLANT TANKS
COMMON BLKD
INCREASED RADIUS FORWARD SKIRT
AFT SKIRT 195%) STRENGTH
116% > STRENGTH LH2 TANK
574% > STRENGTH
INTERSTAGE-
87% > STRENGTH

-FORWA
LOX TANK 89% >
ADDITIONAL FRAMES
502% > STRENGTH
INTERSTAGE -
86% > STRENGTH

DRY WEIGHT INCREASE TWO ADDITIONAL — ^

MS-IC-25(S) 31.5% HELIUM BOTTLES
MS-1I-25(S) 8.6% INTERTANK
MS-IVB-25(S) 27.4% 115% > STRENGTH

THRUST STRUCTURE
33% > STRENGTH

FIGURE 6 - 5 SAT-V-25(S) VEHICLE IMPACT

 D5-13183

6. 3 RESOURCES

T h e p r e s e n t s t a g e , e n g i n e , a n d I . U. m a n u f a c t u r e r s w e r e a s s u m e d to
be c o n t r a c t o r s for the m o d i f i e d v e h i c l e . A d y n a m i c t e s t v e h i c l e , s t r u c t u r a l
t e s t c o m p o n e n t s , and two R&D flights for m a n - r a t i n g a r e r e q u i r e d . A new
d y n a m i c t e s t stand will be r e q u i r e d for t e s t of t h i s v e h i c l e s i n c e i t s launch
w e i g h t e x c e e d s p r e s e n t S a t u r n V stand c a p a b i l i t y . T h e S-IC s t a g e of the
d y n a m i c t e s t v e h i c l e w i l l b e r e f u r b i s h e d a f t e r t e s t and u s e d a s a flight
a r t i c l e . T h e 1 5 6 - i n c h s o l i d r o c k e t m o t o r s with t h e i r t h r u s t v e c t o r c o n t r o l
s y s t e m m u s t be d e v e l o p e d and qualified for t h i s a p p l i c a t i o n

A p r o d u c t i o n r a t e of s i x v e h i c l e s p e r y e a r for a p e r i o d of five y e a r s
w a s u t i l i z e d to a s s e s s the p r o d u c t i o n i m p a c t .

MS-IC-25(S.)

F i r s t s t a g e length i n c r e a s e c o u p l e d with the m o r e s e v e r e s t r u c t u r a l

l o a d s r e q u i r e c h a n g e s in s k i n g a g e , stiffener s p a c i n g , and f r a m e c h o r d
a r e a . T h e s e c h a n g e s n e c e s s i t a t e r e v i s i o n s in m a n u f a c t u r i n g t o o l s , New
t o o l s a r e r e q u i r e d for s o l i d m o t o r a t t a c h m e n t s t r u c t u r e m a n u f a c t u r e . T h e
a d d i t i o n of solid m o t o r f u n c t i o n s (ignition, s e p a r a t i o n , i n s t r u m e n t a t i o n )
n e c e s s i t a t e s c h a n g e s and a d d i t i o n s to f i r s t s t a g e e l e c t r i c a l c a b l e m a n u -
facturing boards.

T h e l o n g e r , h e a v i e r t a n k s of t h e M S - I C - 2 5 ( S ) c a n n o t be h y d r o s t a t i c
t e s t e d in the p r e s e n t M i c h o u d VAB p o s i t i o n . A new stand w i l l be n e e d e d
and c a n be l o c a t e d in a p r e s e n t l y u n u s e d p o s i t i o n in that building. T h e
final a s s e m b l y and tank a s s e m b l y s t a t i o n s a l s o m u s t be modified for i n c r e a s -
ed s t a g e length

To i n t r o d u c e the new c o n f i g u r a t i o n , without f a c t o r y m o d i f i c a t i o n d o w n -

t i m e , an a d d i t i o n a l t a n k a s s e m b l y s t a t i o n and m o r e s t o r a g e s p a c e m u s t be
added in the Michoud f a c t o r y .

T h e two p r e s e n t l y u n u s e d s t a g e t e s t p o s i t i o n s m u s t be m o d i f i e d to
a c c e p t t h e l o n g e r S-IC s t a g e s . C a b l e s will b e i n s t a l l e d to t h e p r e s e n t
t e s t c o n t r o l s t a t i o n s a n d c o m p u t e r s . S o m e new t e s t e q u i p m e n t (solid m o t o r
s i m u l a t o r s ) and m i n o r m o d i f i c a t i o n of e x i s t i n g e q u i p m e n t i s r e q u i r e d .

Modification of the S - I C t e s t f i r i n g s t a n d s a t M T F and M S F C a r e r e -

q u i r e d only b e c a u s e of t h e i n c r e a s e d s t a g e length and a s s o c i a t e d p r o p e l l a n t
capacity.

A m i n o r m o d i f i c a t i o n to the s t a g e t r a n s p o r t e r c a b l e s and s t e e r i n g
p o t e n t i o m e t e r w i l l a d a p t i t f o r t h e new s t a g e l e n g t h . H o w e v e r , the

48
 D5-13183

additional stage weight exceeds the forward (thrust structure) c a r r i a g e

capability. Two new wheel dollies must be added to the forward c a r r i a g e .

Both shuttle and sea going barges must have their decks strengthened
and supports and tie downs relocated for the longer heavier stage.

For the solid rocket m o t o r s , a development p r o g r a m of ten firings is

assumed. Minor facilities a r e required but new tools, jigs and fixtures
a r e a major i t e m . New t e s t and checkout and t r a n s p o r t a t i o n equipment i s
also included- R a i l transportation from manufacturer to KSC is assumed.

MS-II-2 5 (S)

Manufacturing r e q u i r e m e n t s for the MS-II-25(S) stage a r e defined

by the schedule d e l i v e r y dates and the stage s t r u c t u r a l modifications. A
separate stage will be manufactured to be utilized for both static s t r u c t u r e s
test and for stage dynamic test. Delivery of this static/dynamic (S/D)
stage r e q u i r e s that the standard S-II production be a c c e l e r a t e d to accumulate
sufficient stages to maintain a constant delivery r a t e at one stage every two
months.

The revised s t r u c t u r a l design will r e q u i r e modification of the f a b r i -

cation and a s s e m b l y tools for the forward and aft s k i r t s , LH2 tank walls,
i n t e r s t a g e and a e r o - f a i r i n g s . The Seal Beach facilities r e q u i r e a minimum
of modifications; t h e major work required is modification to the structural
test tower for the i n c r e a s e d test loads. Some handling equipment at Tulsa
and Seal Beach will r e q u i r e modification a s a r e s u l t of the increased stage
weight.

The c u r r e n t S-H p r o g r a m t r a n s p o r t equipment and vehicles a r e c o m -

patible with the MS-II-25{S) stage design; no modifications would be required
to handle the additional stage weight.

MS-IVB-25(5)

The elongated tank of the MS-IVB required by this vehicle has a signifi-
cant impact on r e s o u r c e s . The standard S-IVB facilities for manufacturing,
assembly, test and checkout will need modification to accommodate this
l a r g e r , heavier stage. Additional machine tools and space a r e required for
the detail p a r t manufacturing. The m o s t significant a r e a i s the skin m i l l s
for machining the tanks. The 24 to 36 month delivery time for these machines
make early delivery of modified stages difficult. The a s s e m b l y and checkout
towers must be reworked to i n c r e a s e their v e r t i c a l capacity. Welding torches,
platforms, and stage interfaces must be relocated and adapted to the new
vehicle. A complicated scheduling problem exists to provide time to modify

49
 D5-13183

the f a c i l i t i e s with m i n i m u m i n t e r f e r e n c e w i t h d e l i v e r y of s t a n d a r d s t a g e s .
T h i s r e q u i r e s a c c e l e r a t i n g t h e p r o d u c t i o n r a t e of the s t a n d a r d s t a g e s and
s t o r i n g t h e m for d e l i v e r y On t h e i r n o r m a l shipping d a t e . T h i s could o v e r -
l o a d s o m e of t h e c h e c k o u t t o w e r s a n d r e q u i r e e i t h e r e x t e n s i v e o v e r t i m e o r
a d d i t i o n a l f a c i l i t i e s and GSE. T h e s t a t i c f i r i n g a t S a c r a m e n t o r e q u i r e s
modifying t h e t e s t s t a n d . A s t r e a m l i n i n g of the t e s t p r o c e d u r e i s r e c o m m e n d -
ed a s a m e a n s of s i g n i f i c a n t l y r e d u c i n g t h e c o s t of t h e s e m o d i f i c a t i o n s . The
s t r e a m l i n i n g w o u l d p e r m i t m a k i n g t h e p o s t - f i r i n g c h e c k o u t in t h e t e s t stand
and e l i m i n a t e modifying t h e v e r t i c a l c h e c k o u t l a b o r a t o r y cells.-

T h e t r a n s p o r t i n g e q u i p m e n t will r e q u i r e s o m e r e d e s i g n a n d a l l s h i p -
m e n t s w i l l be by w a t e r s i n c e t h e p r e s e n t S u p e r Guppy a i r c r a f t c a n n o t c a r r y
the e l o n g a t e d s t a g e .

L a u n c h F a c i l i t y and .Launch O p e r a t i o n s I m p a c t

T h e i m p a c t of t h i s v e h i c l e on t h e l a u n c h f a c i l i t y and O p e r a t i o n s w a s
studied by T h e M a r t i n C o m p a n y u n d e r s e p a r a t e c o n t r a c t to K e n n e d y S p a c e
C e n t e r . T h i s study a c t i v i t y d e s c r i b e d the m i n i m u m i m p a c t l a u n c h s e q u e n c e s
for t h i s v e h i c l e a s shown below.

T h e m o d i f i e d c o r e v e h i c l e w i l l be a s s e m b l e d a c c o r d i n g to s t a n d a r d
p r o c e d u r e s in t h e VAB on a m o d i f i e d m o b i l e l a u n c h e r (ML) a n d w i l l
s u b s e q u e n t l y b e t r a n s p o r t e d to t h e p a d for a t t a c h m e n t of the solid r-ocket
m o t o r s . C o n c u r r e n t w i t h t h e c o r e v e h i c l e a s s e m b l y and c h e c k o u t , t h e
solid r o c k e t m o t o r s (SRM) s e g m e n t s and c l o s u r e a s s e m b l i e s w i l l u n d e r g o
r e c e i v i n g i n s p e c t i o n , c o m p o n e n t i n s t a l l a t i o n and i n d i v i d u a l c h e c k o u t in a
new m o b i l e e r e c t i o n and p r o c e s s i n g s t r u c t u r e (MEPS) at a r e m o t e s i t e .
After the liquid c o r e v e h i c l e on the m o b i l e l a u n c h e r h a s been s e c u r e d to
the l a u n c h p a d , t h e M E P S w i t h i n s p e c t e d s e g m e n t s and p r e - a s s e m b l y
c l o s u r e s for a l l four of t h e solid r o c k e t m o t o r s w i l l m o v e to t h e l a u n c h
pad and w i l l be m a t e d w i t h t h e m o b i l e l a u n c h e r and g r o u n d s t r u c t u r e f o r
t r a n s f e r o p e r a t i o n s of the s o l i d r o c k e t m o t o r s e g m e n t s ( s e e F i g u r e 6 - 6 ) .
Two c r a n e s m o u n t e d on t h e M E P S w i l l be u s e d to lift and a t t a c h the. aft
solid r o c k e t m o t o r c l o s u r e (with the p r e - a s s e m b l e d aft a t t a c h m e n t s k i r t )
to the liquid c o r e . A s s e m b l y of two S R M s w i l l b e a c c o m p l i s h e d c o n c u r r e n t l y .
T h e t h r e e c e n t e r s e g m e n t s and the f o r w a r d c l o s u r e w i l l then be s t a c k e d on
top of e a c h of t h e aft c l o s u r e s . T h i s p r o c e d u r e w i l l be d u p l i c a t e d for
a s s e m b l y and m a t i n g of t h e r e m a i n i n g two solid r o c k e t m o t o r s . After
a s s e m b l y i s m a d e and a l i g n m e n t of all four S R M s i s c o m p l e t e d , t h e M E P S
w i l l then be t r a n s p o r t e d b a c k to i t s p a r k i n g p o s i t i o n . F r o m t h i s point on,
the l a u n c h o p e r a t i o n s p r o c e e d in a m a n n e r s i m i l a r to t h o s e for t h e S a t u r n V
v e h i c l e wit,h t h e e x c e p t i o n of t h e a d d e d o p e r a t i o n s for i n t e g r a t e d s o l i d r o c k e t
m o t o r c h e c k o u t and f o r s o l i d r o c k e t m o t o r a r m i n g .

50
 D5-13183

i / - sim ABOUT t

-«*-s I I
ELEWIQH

F I G U R E 6-6 M O B I L E E R E C T I O N AND
PROCESSING STRUCTURE

I n t r o d u c t i o n of t h e 1 5 6 - i n c h solid r o c k e t m o t o r s i n c r e a s e s p a d
o c c u p a n c y t i m e f r o m 58 to 70 d a y s . H o w e v e r , e m e r g e n c y t a k e - d o w n
c a n b e a c c o m p l i s h e d in 39 h o u r s , w e l l w i t h i n t h e 7 2 - h o u r h u r r i c a n e
warning time.

T h e e x i s t i n g v e r t i c a l a s s e m b l y building with the w o r k p l a t f o r m l o -

cations altered can be utilized.

M o d i f i c a t i o n s a t the l a u n c h p a d i n c l u d e r e i n f o r c e m e n t of t h e m o b i l e
l a u n c h e r s u p p o r t p i e r s and pad s t r u c t u r e a n d t h e p r o v i s i o n of h e a t s h i e l d s
for pad m o u n t e d e q u i p m e n t a n d ' s t r u c t u r e , new f l a m e d e f l e c t o r s and i m -
p r o v e d f l a m e d e f l e c t o r a n c h o r a g e , f l a m e p r o t e c t i o n for f l a m e t r e n c h
w a l l s , a u x i l i a r y e x h a u s t d e f l e c t o r s h i e l d s and i n c r e a s e d high p r e s s u r e
g a s a n d p r o p e l l a n t s t o r a g e c a p a b i l i t i e s . A d d i t i o n a l q u a n t i t y and flow
r a t e s of i n d u s t r i a l w a t e r w i l l be r e q u i r e d with i n c r e a s e d p u m p i n g c a p a c i t y
and u p g r a d i n g of t h e h y d r o m a t i c s y s t e m s . T h e w a t e r m a i n s s e r v i n g the
pad a r e a a r e a d e q u a t e without m o d i f i c a t i o n . E x i s t i n g e l e c t r i c a l power
and c o m m u n i c a t i o n s a r e s a t i s f a c t o r y .

A solid rocket motor i n e r t components building m u s t be provided.

A m o b i l e e r e c t i o n a n d p r o c e s s i n g s t r u c t u r e (MEPS) m u s t be p r o v i d e d with
p a r k i n g p o s i t i o n a n d a d d i t i o n a l c r a w l e r t r a n s p o r t e r r o a d w a y for a c c e s s .

T h e "mobile s e r v i c e s t r u c t u r e (MSS) w i l l r e q u i r e a h e i g h t e x t e n s i o n to a

51
 D5-13183

l e v e l of 396 feet to p e r m i t w o r k p l a t f o r m s to be r a i s e d to the r e q u i r e d

service levels. This will r e q u i r e i n c r e a s e d structural reinforcement
and i n c r e a s e d elevator r u n s , The cantilever framing which supports
the p l a t f o r m s in t h e v i c i n i t y of t h e s o l i d s m u s t be r e w o r k e d to i n c r e a s e
the l a t e r a l c l e a r a n c e - It i s not p o s s i b l e to a c c o m p l i s h t h e s e r e q u i r e d
m o d i f i c a t i o n s in t h e f i v e - m o n t h t i m e s p a n b e t w e e n t h e l a s t S a t u r n V
l a u n c h and the f i r s t M L V - S A T - V - Z 5 ( S ) R&D l a u n c h ; t h e r e f o r e , a new
MSS i n c o r p o r a t i n g t h e a b o v e c h a n g e s m u s t be built.

O n e new and one m o d i f i e d m o b i l e l a u n c h e r (ML) a r e r e q u i r e d to

s a t i s f y t h e l a u n c h r a t e and. p r o g r a m p h a s e - i n r e q u i r e m e n t s for t h i s
v e h i c l e . T h e p r i n c i p a l m o d i f i c a t i o n s i n v o l v e r e l o c a t i o n to h i g h e r l e v e l s
of a l l u m b i l i c a l a r m s , s h i e l d i n g of t h e front u m b i l i c a l f a c e , i n c r e a s e d
e l e v a t o r r u n s , an e n l a r g e m e n t of t h e a s p i r a t o r h o l e , f r o m 4 5 f e e t to
55 feet, s t r e n g t h e n i n g of t h e M L p l a t f o r m s t r u c t u r e , r e p l a c e m e n t of the
e x i s t i n g v e h i c l e s u p p o r t a r m s and r e l o c a t i o n of e q u i p m e n t in t h e u m b i l i c a l
t o w e r and m o b i l e l a u n c h e r p l a t f o r m . P r o t e c t i o n f r o m e x h a u s t i m p i n g e -
m e n t on t h e b o t t o m of the M L will be r e q u i r e d b e c a u s e of t h e e x h a u s t
plume spillover from the flame trench.

T h e c r a w l e r t r a n s p o r t e r w h i c h w i l l be u s e d to t r a n s p o r t t h e m o b i l e
l a u n c h e r and M E P S w i l l r e q u i r e u p r a t i n g by a p p r o x i m a t e l y 11 p e r c e n t
to h a n d l e the i n c r e a s e d l o a d s c a u s e d by t h e h e a v i e r MSS. T h e s e m o d i f i -
c a t i o n s w i l l i n c l u d e s t r u c t u r a l beefup and a n e w , m o r e p o w e r f u l s t e e r i n g
system.

Schedules

Within t h e Study g r o u n d r u l e s and a f t e r an a n a l y s i s of the r e q u i r e d

d e s i g n and d e v e l o p m e n t p l a n s and m a n u f a c t u r i n g i m p a c t , a s c h e d u l e for
d e v e l o p m e n t and p r o d u c t i o n of t h i s v e h i c l e w a s p r e p a r e d . S e e F i g u r e 6 - 7 .
T h i s s c h e d u l e s h o w s t h a t t h e M L V - S A T - V - 2 5 ( S ) f i r s t flight v e h i c l e c a n be
a v a i l a b l e 42 m o n t h s a f t e r h a r d w a r e a u t h o r i t y t o p r o c e e d ( A T P ) .

Costs

A v e h i c l e c o s t s u m m a r y i s shown in T a b l e 6-III-

52
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D5-13183

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DESIGN a FACILITIES SPttCOM-

-- niwn
DYNAMIC TEST OMCUttS COW
l .T
mrrnr

1
•IGMMH
L C - » MOO
STAGE DCVELOPMEHT
MMC'BIS)
I II

1 MS-ll-aS)

MS-IVB-ast
iimcr

tn
nwtiuit j

1
IBMI-D
JW'DIA SOLID S
t UNITS

VEHICLE DaiVERIES t is wiuir ifouo siniBi

I MIV-SAT V-SISI 4 0 »tON

a
IW

L •MkUUemMcoMun cime*«TH
t MFHSHMCOBUTI Wccotim

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OCJK*. «K»mi
i sur-unflDititttMe * n-goc< »IL* SOtlSTttMCS
* mac s-ic STITIC r u n o IHMTRJOfl
tnocnvuiE

FIGURE 6-7 SAT-V-25(S) LAUNCH VEHICLE DEVELOPMENT

I AND D E L I V E R Y P L A N
COST - D O L L A R S I N MILLIONS DEVELOPMENT
STAGE ENGINE
OPERATIONAL
STAGE ENGINE
TOTAL

I LAUNCH VEHICLE
fiooit A s s i s t
5-lC Stage
5-11 S t a g e
77-1
58.7
96.7
640.1
513.8
440.5
273.8
IBS. 5
537.2
991.0
761.0
S-IVB S t a g e

1 I n s t r u m e n t Unit

LAUNCH V E H I C L E T O T A L
72.0

Z07.8 96.7
359. 1
136.1
1649. 3
37.7

940. 5
469.0
136.1
2894, 3
GROUND S U P P O R T E Q U I P M E N T

1 Boovt A s s i s t
S-IC S t a g e
S-II S t a g e
S-IVB S t a g e
17.0
11.5
5.5
26.4
57.6
5. 5
43.4
69.1
33.7 48. 5 S2.2
GSE T O T A L 62. Z 5. 5 132. 5 200.2
! FACILITIES
S-IC Stage 19.6 19-6
S-II S t a g e .7 .7

I S-IVB S t a g e
L a u n c h V e h i c l e - KSC
Launch Vehicle - Other
5.4
192.5
10.0
5.7
727.2
U.l
919-7
10.0
FACILITIES TOTAL ZZi.l 732.9 9*1.1
S Y S T E M S E N O I N E E R I N O fc I N T E G R A T I O N z.y 475.8 478.5
! LAUNCH SYSTEMS T O T A L 500.9 102.2 2990.5 940.5
60 3 39 31.0 4534.1
1
1
R i D F L I G H T S (2) 324.2

T A B L E 6-III S A T - V - 2 5 ( S ) COST SUMMARY

I
53
I
 D5 -13183

STA 4804,5

4473.5

3 9 6 " D1A PAYLOAD 4282.5

379,300 LBS

260 DIA PAYLOAD

139,300 LBS

I.U. 3595
( 3 r d Stage] 3559
3437

3165
3082.5 •
2 9 8 2 (Engine Qimbal)
2891 •
2855 •
2723

MS-M flL = 0
Wp = 9 3 0 K lbs.
2184
5 x J-2 N 2096 •
MR = 5 = 1 2 0 0 0 (Engine Gitnba!)
1900 •
1877
1737

fiU = 28 ft.
MS-IC Wp = S M lbs. • SEPARATION
5 1 1522 K F-l

1196

T
Four 7 Segment (20
Solid Rochet Motors
1052

8 7 4 (Fwd A t t a c h )

732
WD '- 2 . 2 8 M lbs.

Web Burning Time

110.7 Seconds 365

116 (Aft Attach)

100 (Engine Qimbsl]

i i i STA - [15.5

FIGURE 7-1 MLV-SAT>V-4{S)B BASELINE VEHICLE

54
 D5-13183

7.0 MLV-SAT-V-4(S)B

The S A T - V - 4 ( S ) B (See F i g u r e 7-1) i s a S a t u r n V v e h i c l e with l e n g t h e n e d

f i r s t s t a g e , a d a p t e d to a c c e p t a t t a c h m e n t of four 120-inch d i a m e t e r solid
motors.

T h e v e h i c l e a s defined in the t r a d e study a c t i v i t y and s t u d i e d in d e t a i l

in t h e P h a s e II a c t i v i t y i s a f e a s i b l e and c o s t e f f e c t i v e c o n f i g u r a t i o n and
i s , t h e r e f o r e , a l o g i c a l c a n d i d a t e to p r o v i d e p a y l o a d s in e x c e s s of t h o s e
c u r r e n t l y a v a i l a b l e with the S a t u r n V v e h i c l e . Mo m a j o r p r o b l e m a r e a s
w e r e i d e n t i f i e d for. e i t h e r d e v e l o p m e n t o r p r o d u c t i o n of t h i s v e h i c l e .

7. 1 C O N F I G U R A T I O N S E L E C T I O N ( P H A S E I)

By v a r y i n g t h e n u m b e r of s o l i d r o c k e t m o t o r s e g m e n t s (and thus solid

p r o p e l l a n t w e i g h t ) , and c o n s i d e r i n g both o p t i m i z e d l e n g t h and fixed length
c o r e s t a g e s , a n u m b e r of r e l a t e d S A T - V - 4 ( S ) B v e h i c l e s w e r e evolved.
P a y l o a d c a p a b i l i t y and c o s t s w e r e e s t a b l i s h e d for t h e s e v e h i c l e s in o r d e r
to choose one a r r a n g e m e n t for m o r e detailed a n a l y s i s .

7. 1. 1 Candidate Configurations

F o r t h e t r a d e study both two and t h r e e s t a g e o p e r a t i o n was c o n s i d e r e d .

T h e v e h i c l e h e i g h t w a s fixed a t 410 feet for both the two and t h r e e s t a g e
c o n f i g u r a t i o n s . P r o p u l s i o n and e n g i n e type for a l l s t a g e s w a s fixed to
c o r r e s p o n d to t h e b a s e l i n e A S - 5 l 6 v e h i c l e . V a r y i n g w e i g h t s of p r o p e l l a n t
and c o r r e s p o n d i n g s t a g e l e n g t h s w e r e s t u d i e d for all s t a g e s . F o u r 120-inch
s o l i d p r o p e l l a n t r o c k e t m o t o r s w e r e a t t a c h e d to t h e v e h i c l e for t h r u s t
a u g m e n t a t i o n . T h e n u m b e r of s e g m e n t s in the IN
s o l i d m o t o r s was v a r i e d b e t w e e n five and s e v e n . HMD SOLID MOTORS
BO
T h e c h a r a c t e r i s t i c s of e a c h s o l i d m o t o r w e r e OPTIMIZED-
s p e c i f i e d by M S F C . S i g n i f i c a n t s o l i d m o t o r 14
p a r a m e t e r s a r e s h o w n in T a b l e 7 - 1 . T h e v e -
h i c l e liftoff w e i g h t w a s v a r i e d to m a i n t a i n a -5*
liftoff t h r u s t - t o - w e i g h t of a p p r o x i m a t e l y 1.25.

7.1.2 Trade Studies | ltd

F i g u r e 7-2 i s t y p i c a l of the p a r a m e t r i c SJWQ

p e r f o r m a n c e d a t a p r e p a r e d for the t r a d e s t u d y . ZERO MOTORS

* - li
F i g u r e 7-2 i l l u s t r a t e s the net p a y l o a d v e r s u s
the n u m b e r of s e g m e n t s in the 120-inch m o t o r s SO
5 <
f o r t h e t h r e e - s t a g e v e h i c l e . T h i s c u r v e shows NO, OF SEGMWTS
two c o n d i t i o n s , o p t i m i z e d f i r s t - s t a g e p r o -
pellant weight with the upper s t a g e p r o p e l l a n t F I G U R E 7 - 2 T R A D E STUDY
P E R F O R M A N C E DATA

55
 T A B L E 7-1 SOLID MOTOR CHARACTERISTICS

UA -1205 UA -120
15-Segment) (6-Segm

Motor diameter 120 in 120 in

Average sea level I S p (approximately) 230 s e c 234 s e c

Sea level action time total impulse 9 7 , 132, 000 l b - s e c 116, 0 8 0 ,

Total propellent weight 421, 480 lb 495.01

Total motor weight . 4 8 9 , 519 lb 570, 69

Characteristic velocity 5,170 f t / s e c 5,170 f

Overall m o t o r length 1, 015. 8 in 1, 127 i

Maximum chamber pressure 690 p s i a 680 ps

Initial nozale throat a r e a 1, 116. 3 sq in 1, 301 s

I n i t i a l n o z z l e exit a r e a 8, 930 sq in. 8, 922

Initial expansion ratio 8. 0 6. 86

Nozzle length 114, 0 in 111. 6 i

Nozzle weight 7 , 7 0 5 1b 7,705

Burn action time 112. 0 s e c 107. 8

•Mr-Ma p i • . I. I ,~---9« pfwt |~"-(-H P~ i >*

 D5-13183

w e i g h t s fixed, a n d p r o p e l l a n t w e i g h t s f o r a l l s t a g e s o p t i m i z e d . F o r t h e
o p t i m i z e d v e h i c l e s , t h e S-IYB s t a g e would h a v e to be l e n g t h e n e d a p r o x i -
m a t e l y 14 f e e t w h i l e t h e S-II s t a g e r e m a i n s at i t s s t a n d a r d l e n g t h and t h e
S-IC s t a g e i s i n c r e a s e d in l e n g t h by a b o u t 28 feet. A s i m i l a r study of
t w o - s t a g e v e h i c l e s s h o w s the o p t i m u m c o r e v e h i c l e to b e b a s i c a l l y a
s t a n d a r d S-II s t a g e and a 2 8 - f o o t l o n g e r M S - I C s t a g e .

The F i g u r e 7-2 d a t a d e m o n s t r a t e s t h a t :

a. P a y l o a d i n c r e a s e s a p p r o x i m a t e l y 4 . 5 p e r c e n t with e a c h a d d i t i o n a l
solid motor s e g m e n t (increased solid propellant weight).

b. P a y l o a d gains of a p p r o x i m a t e l y 3 p e r c e n t a c c r u e by o p t i m i z i n g
p r o p e l l a n t w e i g h t s in a l l s t a g e s .

HOD F i g u r e 7-3 c o m p a r e s the payload cost

efficiency of u s i n g v a r i o u s s o l i d m o t o r
w e i g h t s ( n u m b e r s of s e g m e n t s ) with e i t h e r
fixed o r o p t i m i z e d c o r e s t a g e s . It s h o u l d
be noted t h a t the m a j o r d i f f e r e n c e b e t w e e n
&MD o p t i m i z e d v e h i c l e s and fixed u p p e r s t a g e
v e h i c l e s i s the t r a n s f e r of 100, 000 p o u n d s
of p r o p e l l a n t f r o m t h e S - I C t o t h e S - I V B
I s t a g e . T h e r e s u l t a n t i n c r e a s e in S - I V B
c o s t only a l l o w s a 1. 5 p e r c e n t i m p r o v e m e n t
no in c o s t efficiency even though p a y l o a d i s
improved 3 percent.
I'HSaiH

S i n c e study g r o u n d r u l e s s p e c i f i e d that
NO0F5FGMENTS
u p p e r s t a g e m o d i f i c a t i o n s be m i n i m i z e d ,
a fixed length u p p e r s t a g e v e h i c l e was
FIGURE 7-3 T R A D E STUDY
c h o s e n for the n e x t p h a s e of s t u d y . T h e
COST DATA
s e l e c t e d v e h i c l e i s i n d i c a t e d on F i g u r e s
7-2 and 7 - 3 a s " B a s e l i n e . "

7.2 DESIGN S T U D Y V E H I C L E ( P H A S E H)

The s i n g l e S A T - V - 4 ( S ) B s e l e c t e d d u r i n g the P h a s e I a c t i v i t y w a s
defined in d e t a i l , i t s c a p a b i l i t i e s and c h a r a c t e r i s t i c s w e r e d e t e r m i n e d
and i t s r e s o u r c e r e q u i r e m e n t s e s t a b l i s h e d .

57
 D5-13183

7.2.1 Vehicle Description

T h e b a s e l i n e S A T - V - 4 ( S ) B v e h i c l e i s s h o w n i n F i g u r e 7 - 1 . It i n -
c o r p o r a t e s s t a n d a r d l e n g t h u p p e r s t a g e s and a 28-foot l o n g e r f i r s t - s t a g e
a u g m e n t e d by four s e v e n - s e g m e n t 120-inch r o c k e t m o t o r s . The solid
m o t o r s , a s d e s i g n a t e d by M S F C , c o n f o r m t o p r e l i m i n a r y d e s i g n s d e v e l o p e d
by U n i t e d T e c h n o l o g y C e n t e r for T i t a n H I - C a p p l i c a t i o n s . E a c h m o t o r
h a s an i n i t i a l s e a l e v e l t h r u s t of 1. 4 m i l l i o n p o u n d s a n d a p r o p e l l a n t
weight of 579, 000 p o u n d s . E a c h m o t o r h a s a l i q u i d i n j e c t i o n (NpO'j)
t h r u s t v e c t o r c o n t r o l s y s t e m to a u g m e n t the c o n t r o l c a p a b i l i t i e s of the
g i m b a l e d F - i e n g i n e s d u r i n g flight t h r o u g h the m a x q r e g i m e . The liquid
c o r e s t a g e s of S A T - V - 4 ( S ) B a r e e q u i p p e d with s t a n d a r d F - 1 and J - 2
e n g i n e s . T h e f i r s t s t a g e of the v e h i c l e i s r o t a t e d 45 d e g r e e s f r o m i t s
p o s i t i o n in the s t a n d a r d S a t u r n V c o n f i g u r a t i o n to m i n i m i z e t h e i m p a c t
on l a u n c h f a c i l i t i e s and o p e r a t i o n s . T h e s e c o n d s t a g e is s t a n d a r d
S-II l e n g t h with a p r o p e l l a n t c a p a c i t y of 930, 000 p o u n d s . The t h i r d
s t a g e (for t h r e e - s t a g e a p p l i c a t i o n s ) is s t a n d a r d S - I V B l e n g t h with 230, 000
p o u n d s p r o p e l l a n t c a p a c i t y . S i n c e study funds a n d t i m i n g w e r e l i m i t e d ,
the d e s i r a b l e i n c r e a s e d l e n g t h S - I V B w a s not s t u d i e d a n d the S-II s t a g e
for M L V - S A T - V - 2 5 ( S ) w a s u s e d d i r e c t l y on S A T - V - 4 ( S ) B .

1
7.2.2 D e s i g n Study R e s u l t s m LAWH AirMiJ™
1
'
iS-
-?^"^.
*v
The S A T - V - 4 { S ) B t w o - s t a g e BIHtCTASCENT

p a y l o a d c a p a b i l i t y to 100 n a u - i%?*:
180°
t i c a l m i l e s o r b i t i s 379 t h o u -
^
s a n d pounds and i t s 72 h o u r
lunar injection t h r e e - s t a g e
5
"fa
300
1
S*^ fs

^
a v **3$
N V_
c a p a b i l i t y is 139 t h o u s a n d V -s
,
pounds.
4 m
U s e of t h i s v e h i c l e w a s CUU

a l s o c o n s i d e r e d for a p p l i c a t i o n
w h e r e t h e c o r e v e h i c l e {liquid 1 V

s t a g e s without s o l i d s ) c o u l d 100 so 300

ORBIT. ALTITUDf-NM
be flown by i t s e l f o r with only
two s t r a p - o n s o l i d m o t o r s . F I G U R E 7 - 4 ORBIT A L T I T U D E -
The payloads identified for AZIMUTH PAYLOAD CAPABILITY
t h e s e a l t e r n a t e s a r e as shown
in T a b l e 7-H.

A d d i t i o n a l s t u d i e s i d e n t i f i e d i n f o r m a t i o n u s e f u l for m i s s i o n p l a n n i n g .
P a y l o a d s a v a i l a b l e for v a r i o u s o r b i t a l a l t i t u d e s b e t w e e n 30 and 300
n a u t i c a l m i l e s a n d l a u n c h a z i m u t h s b e t w e e n 45 d e g r e e s a n d 180 d e g r e e s
a r e s h o w n in F i g u r e 7 - 4 . P o l a r a n d n e a r p o l a r qrb.it p a y l o a d s a r e shown

53
 D5-13183

TABLE 7-II PAYLOAD CAPABILITY

NET PAYLOAD (LB)

TWO-STAGE THREE-STAGE
100 NM Orbit 72-hour Lunar
C o r e Vehicle Without Solid Motors Injection

T 0 / W 0 =1.25
243,512 89,444
W„, = 7,387,368 lb

T /W Q = 1.18
° 251,683 92,445
W D 1 = 4,740,350 lb

Core Vehicle With Two Solid Motors

T 0 / W 0 = 1.25
320,725 117,805
Wts, - 5,358,842 lb

T o / W 0 = 1.18
330,920 121,549
W D 1 = 5,855,789 lb

Core Vehicle with Four Solid Motors

T 0 / W 0 = 1.25
379,300 139,300
W™ * 6,000,000 lb

59
 D5-13183

?STAavrHICLESIN™lHAl«.S5IONPL-3mi i n F i g u r e 7 _ 5 _ T h r e e . s t a g e mission

payload capability far a 24-hour sun

s y n c h r o n o u s o r b i t , and m o r e g e n e r a l l y ,
p a y l o a d a s a function of t h e s p e c i f i c
e n e r g y p a r a m e t e r a r e s h o w n on F i g u r e
7-6.

Significant load c r i t e r i a a n d o t h e r d a t a
p e r t i n e n t to v e h i c l e d e s i g n a r e shown
on T a b l e 7-III with c o m p a r a t i v e S a t u r n
V v a l u e s . Although m a x dynamic p r e s s u r e
(q) and a c c e l e r a t i o n a r e r e d u c e d , c o m p a r e d
to SAT V, t h e 410-foot v e h i c l e h e i g h t
c o u p l e d with the 33-foot d i a m e t e r t w o -
stage payload shape has a l a r g e impact
on s t r u c t u r a l d e s i g n r e q u i r e m e n t s .

iw l« 150 T h e f i r s t s t a g e c o n t r o l r e q u i r e m e n t s of
UUNCHAZIMfTH- DFG the SAT-V-4{S)B n e c e s s i t a t e additional
F I G U R E 7 - 5 P O L A R & SUN c o n t r o l beyond t h e p r e s e n t fins and g i m b a l
SYNCHRONOUS ORBIT c a p a b i l i t y of the F - l ' s u s i n g the c u r r e n t
PAYLOAD CAPABILITY attitude, attitude rate control system.
A l t e r n a t e c o n t r o l mode s t u d i e s s h o w e d
t h a t a p p r o x i m a t e l y a 5 p e r c e n t r e d u c t i o n in m a x i m u m b e n d i n g r e s p o n s e
could be e x p e c t e d if an a n g l e of a t t a c k f e e d b a c k c o n t r o l m o d e w e r e e m -
p l o y e d . T h e u s e of t h e l i q u i d i n j e c t i o n t h r u s t v e c t o r c o n t r o l on t h e s o l i d
m o t o r is r e q u i r e d for
-HIGHFMESGV 21 HOUR SYNCHRONOUS ORBIT
30 s e c o n d s n e a r m a x i -
m u m q t i m e of flight,
a s shown i n T a b l e 7-111.
S i n c e the s o l i d m o t o r
TVC r e q u i r e m e n t s a r e
l e s s t h a n the T i t a n I I I - C ,
the liquid i n j e c t a n t t a n k s
w i l l be o f f - l o a d e d to c a r r y
only t h e r e q u i r e d fluid.
The u s e of e n l a r g e d fins
in lieu of s o l i d m o t o r
T V C was a l s o c o n s i d e r e d .
This analysis indicated
t h a t the fin s i z e for the
30
2
C , (TWICE SPECIFIC ENERGY) M K M J 5 K ) baseline SAT-V-4(S)B
v e h i c l e would have to be
F I G U R E 7-6 THREE-STAGE
double t h a t r e q u i r e d for
HIGH E N E R G Y MISSION
AS-5L6 {150 s q u a r e f e e t
CAPABILITY

60
 D5-13183

p e r fin v e r s u s 7 5 s q u a r e f e e t p e r fin). -*S)B MTV

Wind t u n n e l t e s t s will be r e q u i r e d to s u b - LOAD CHITfHIA

s t a n t i a t e t h i s a n a l y s i s . B e c a u s e of the M A X ^ tLBSTT2! t£H m

r o t a t i o n of the f i r s t s t a g e 45 d e g r e e s , t h e g ' l A T M A X ^ tc L13 L«*
flight c o n t r o l s i g n a l m u s t be modified to WIGHT (FTI 'ID »3
CONTROL
c o m p e n s a t e for t h e r o t a t i o n .
MODE GIMBALEDF-rs GIMBALEDF-1'S
PlUSN^LITVC
C o n t r o l s t u d i e s of v e h i c l e s defined ON SOLIDS
in t h e s p e c i a l s t u d y on p a y l o a d s e n s i t i v i t i e s SOLID MAX. Z. 3° PER MOTOR NU
below indicated that for reduced payload DEFLECTION ANGLE
l e n g t h s f o r t h e t w o - s t a g e v e h i c l e {payload SOLID TVCOFf RATINC 70-100 SEC NU
d e n s i t i e s of 5 pounds/feet-* and g r e a t e r )
HFATINO
a n d f o r n o m i n a l p a y l o a d l e n g t h s for t h e AERODYNAMIC M H I I 653,000 Won
t h r e e - s t a g e v e h i c l e , t h a t no a d d i t i o n a l FT-UffT
BASE MAX, TEMP.
c o n t r o l c a p a b i l i t y beyond n o m i n a l for AS-516
coA waft
i s r e q u i r e d for t h e S A T - V - 4 ( S ) B .
OTHERS MS-|C-*S»

S t u d i e s w e r e c o n d u c t e d to d e t e r m i n e ROTATED « "

the payload envelope and corresponding

wind l i m i t a t i o n s for the v e h i c l e with: (1) BA5ELINE516WITHTIW - L S
no o r m i n i m u m u p p e r s t a g e m o d i f i c a t i o n s ; 0 0

a n d (2) the full s t r u c t u r a l m o d i f i c a t i o n s a s T A B L E 7-III SIGNIFICANT

i n d i c a t e d for t h e M L V - S A T - V - 4 ( S ) A v e h i c l e LOAD C R I T E R I A
in t h e p r e v i o u s f i s c a l y e a r 1964 c o n t r a c t e d
study effort. T y p i c a l r e s u l t s a r e s u m m a r i z e d on F i g u r e s 7-7 a n d 7 - 8 .
T h i s d a t a s h o w s t h a t for t h e n o m i n a l p a y l o a d l e n g t h s (i. e . , 159 feet for
the t w o - s t a g e p a y l o a d and 101 feet for the t h r e e - s t a g e p a y l o a d ) t h a t t h e r e
i s b a s i c a l l y no p o s s i b i l i t y of flying e i t h e r the t w o - o r t h r e e - s t a g e v e h i c l e
f r o m D e c e m b e r t h r o u g h M a r c h u n l e s s m o d i f i c a t i o n s a r e m a d e to the
u p p e r s t a g e s . With m i n i m a l m o d i f i c a t i o n s , t h e a v a i l a b i l i t y for l a u n c h
d u r i n g t h e s e m o n t h s i s a p p r o x i m a t e l y 20 p e r c e n t . T h i s d a t a f u r t h e r
s h o w s t h a t , with no m o d i f i c a t i b n s to t h e u p p e r s t a g e s , a 95 p e r c e n t o r
b e t t e r l a u n c h a v a i l a b i l i t y c a n be o b t a i n e d for e v e r y m o n t h of the y e a r by
r e d u c i n g the t w o - s t a g e p a y l o a d length to a p p r o x i m a t e l y 70 feet (payload
density equals 12.5 pounds/foot3). The data shows, however, that t h r e e -
s t a g e a p p l i c a t i o n s w i l l not h a v e 95 p e r c e n t a v a i l a b i l i t y with any l e n g t h
p a y l o a d d u r i n g F e b r u a r y and M a r c h u n l e s s the u p p e r s t a g e s a r e modified-
A 50 p e r c e n t o r b e t t e r a v a i l a b i l i t y for a t h r e e - s t a g e p a y l o a d length of
50 f e e t i s p o s s i b l e f o r e v e r y month of the y e a r with no u p p e r s t a g e m o d i -
fications.

The a d d i t i o n of m o r e fuel in the f i r s t s t a g e and the f o u r s.olid m o t o r s

i n c r e a s e s t h e 0..4 p s i o v e r p r e s s u r e d i s t a n c e to a v a l u e g r e a t e r t h a n the
d i s t a n c e s b e t w e e n P a d A and P a d B on L a u n c h C o m p l e x 39. W a i v e r s for
t h i s d i s t a n c e w i l l be r e q u i r e d f o r j o i n t u s a g e of t h e s e p a d s when e i t h e r

61
 D5-13183

l» FACTOR OF SAFETY • U

! STAGES - NO UPPER STAGE MODIFICATIONS

120

MONTH OF YEAR

F I G U R E 7-7 T W O - S T A G E W I N D / P A Y L O A D SENSITIVITY

FACTORV0F SAFETY-L*
STRUCTURAL MODIFICATIONS NOMINA! PAYLQAD LENGTH - W FT.

MODIFICATION STEPS
L NO MODIFICATION
t MODIFY I.U
100 \ MODIFY S-l I FWO.
SKIRT I TANK SHELL
* N D O i r r S - l l AFT SKIRT

. IS-IWS-ll IKIERSTACE
n M M COMPLETES
PER COT FULL STRUCTURAL
LAUNCH MODS.)
AVAILABILITY
»

JAN FEB MAR APR MAY JUN JUL AUG OCT NOV DtC
MONTH OF YEAR

FIGURE 7-8 T H R E E - S T A G E W I N D / F A YLOAD SENSITIVITY

62
 D5-13183

p a d c o n t a i n s a fueled c o r e v e h i c l e with the s o l i d m o t o r s a t t a c h e d . The

a c o u s t i c l e v e l w i l l r e q u i r e p r o t e c t i o n of p e r s o n n e l d u r i n g l a u n c h .

F l i g h t a n d c r e w s a f e t y a r e s a t i s f a c t o r y for t h i s v e h i c l e . C o m m u n i -
c a t i o n s for s o m e s t a t i o n s m a y p o s s i b l y be " b l a c k e d o u t " due to t h e e x h a u s t
plume i n t e r f e r e n c e . Other s t a t i o n s , however, will have c l e a r c o m m u n i -
cations during these periods a n d can provide continuous communications.

A s s u m i n g an Apollo p a y l o a d and l a u n c h e s c a p e s y s t e m , t h e a b o r t
l e a d t i m e f o r t h i s v e h i c l e Was d e v e l o p e d for c o m p a r i s o n with that of t h e
S a t u r n V. U s i n g a s o l i d m o t o r T N T e q u i v a l e n c y of 100 p e r c e n t , a n a b o r t
l e a d t i m e of 2 . 76 s e c o n d s is r e q u i r e d for t h i s v e h i c l e v e r s u s 2. 19 s e c o n d s
for t h e S a t u r n V. A b o r t l e a d t i m e i s t h a t t i m e p r i o r to e x p l o s i o n of t h e
v e h i c l e t h a t t h e l a u n c h e s c a p e s y s t e m f i r i n g p u l s e m u s t be i n i t i a t e d .
O t h e r s t u d i e s s h o w e d t h a t no p r o b l e m s for a b o r t a r e a n t i c i p a t e d b e c a u s e
of s e p a r a t i o n d y n a m i c s .

A e r o d y n a m i c h e a t i n g for t h e M X J V - S A T - V - 4 ( S ) E i s s i g n i f i c a n t l y
l o w e r t h a n the S a t u r n V. T h e a e r o d y n a m i c h e a t i n g i n d i c a t o r (AHI) at
6 5 3 , 000 f o o t - p o u n d s p e r s q u a r e foot f o r t h e S A T - V - 4 ( 5 ) B i s 18 p e r c e n t
l o w e r t h a n t h e n o m i n a l SAT V A H I v a l u e of 7 9 2 , 000 f o o t - p o u n d s p e r
s q u a r e foot a n d 30 p e r c e n t b e l o w t h e m a x i m u m AHI v a l u e for the S a t u r n
V of 924, 000 f o o t - p o u n d s p e r s q u a r e foot. T h e s h o c k wave f r o m the
s o l i d m o t o r n o s e c a p m a y i m p i n g e on the f i r s t s t a g e n e a r t h e i n t e r t a n k
and local insulation may be r e q u i r e d .

The b a s e h e a t i n g e n v i r o n m e n t is m o r e s e v e r e for the M L . V - S A T - V -

4{S)B than for t h e S a t u r n V due t o the s o l i d m o t o r e x h a u s t p l u m e s . How-
e v e r , h e a t s h i e l d m a t e r i a l s can w i t h s t a n d t h e 2200 d e g r e e F t e m p e r a t u r e s
a n t i c i p a t e d s u c c e s s f u l l y . T h e aft s o l i d m o t o r a t t a c h m e n t s k i r t w i l l r e a c h
2480 d e g r e e s F . I n s u l a t i o n p r o t e c t i o n on the aft s k i r t w i l l be r e q u i r e d .
A b a s e h e a t s h i e l d will a l s o be r e q u i r e d for e a c h of the s o l i d m o t o r s .

The r e l i a b i l i t y of t h e t w o - and t h r e e - s t a g e M L V - S A T ~ V - 4 ( S ) B v e h i c l e
i s 0. 984 a n d 0 . 9 6 7 , r e s p e c t i v e l y , a s c o m p a r e d to . 990 a n d . 980 for t h e
baseline AS-516. The l o w e r r e l i a b i l i t y c a n be a t t r i b u t e d to the m o d i -
fications to t h e s t a g e s and the a d d i t i o n of the s t r a p - o n s o l i d m o t o r s .

S e p a r a t i o n of t h e s o l i d m o t o r s f r o m the c o r e v e h i c l e c a n be a c c o m -
p l i s h e d s a t i s f a c t o r i l y u s i n g e x p l o s i v e s e p a r a t i o n d e v i c e s a n d the p r e s e n t
T i t a n HIC s e p a r a t i o n r o c k e t m o t o r s .

63
 D5-13183

Vehicle combined loads and acoustics a r e illustrated in F i g u r e 7-9-

The design loads a r e approximately 60 p e r c e n t higher than those for the
standard Saturn V. The acoustic specification limits a r e exceeded at
s e v e r a l locations on the f i r s t stage. Acoustic requalification of approxi-
mately. 70 p e r c e n t of the acoustically sensitive components on this stage
will be r e q u i r e d .
rLAUNCH
1 STATIC
IN RIGHT LAUNCH INaiCHT \ \ | HHIHC| LAUNCH

. MI v ueumi if (tun
175

US

. 1»
l*V-SAT-B-«SIB
« US
. MAX**
r-
D
J|f-REBOUH0
MWXi^ff

FIGURE 7-9 ACOUSTIC ENVIRONMENT AND STRUCTURAL LOADS

Major vehicle changes including the impact of s t r u c t u r a l load i n c r e a s e s

a r e s u m m a r i z e d on F i g u r e 7-10. Dry weight i n c r e a s e s a r e also tabulated.

4.3 RESOURCES

The p r e s e n t stage and I. U. vendors were assumed to be c o n t r a c t o r s

for the modified vehicle components. A dynamic test vehicle, s t r u c t u r a l
test components and two R&D man-rating flight vehicles a r e required.

The existing Dynamic T e s t facility will be employed to test the

MLV-SAT-V-4(S)B-D. N e c e s s a r y modifications include relocation of
platforms for i n c r e a s e d vehicle length and an additional hydrbdynarnic
support.

64
 IU
2B5% > STRENGTH
FORWARD SKIRT
217% > STRENGTH
PROPELLANT TANKS
78%>STRENGTH

COMMON BLKD FORWARD SKIRT

INCREASED RADIUS 215% > STRENGTH

LH2 TANK 502% > STRENGTH

INTERSTAGE
103% > STRENGTH

INTERSTAGE'
66% > STRENGTH

DRY WEIGHT INCREASE

WS-IC 13.9%
MS-II K.M. ONE ADDITIONAL
MS-1VS ||.f» HELIUM BOTTLE
INTERTANK
56% > STRENGTH

FIGURE 7-10 SAT-V-4{S)B VEHICLE IMPACT THRUST STRUC

28% > 5TREN
 D5 -13183

T h e S - I C s t a g e of t h e d y n a m i c t e s t v e h i c l e w i l l b e r e f u r b i s h e d a f t e r
t e s t and u s e d a s a flight a r t i c l e .

The 120-inch solid r o c k e t m o t o r s w i t h t h e i r t h r u s t v e c t o r c o n t r o l

s y s t e m a r e a s s u m e d to be f l i g h t qualified in t h e T i t a n III-C v e h i c l e
systems.
A p r o d u c t i o n r a t e of s i x v e h i c l e s p e r y e a r for a p e r i o d of five y e a r s
was utilized to a s s e s s production impact.
MS-IC-4(5)B
The m a j o r i m p a c t of t h e f i r s t s t a g e c h a n g e s on M i c h o u d f a c i l i t i e s
w i l l b e due to the a d d e d S R M functions a n d m a n u f a c t u r e of the S R M aft
S k i r t s t r u c t u r e . A d d i t i o n a l a s s e m b l y e q u i p m e n t , c h e c k o u t and h a n d l i n g ,
a n d t r a n s p o r t a t i o n e q u i p m e n t w i l l be r e q u i r e d . T h e aft a t t a c h m e n t
s t r u c t u r e is a m a r a g i n g s t e e l s t r u c t u r e r e q u i r i n g boring m a c h i n e s , welding
f i x t u r e s , a n d a d d i t i o n a l w e l d i n g f a c i l i t y a r e a . T h e h e a v i e r and l o n g e r
f i r s t s t a g e w i l l r e q u i r e r e w o r k of m u c h of t h e e x i s t i n g e q u i p m e n t .

M a j o r t o o l i n g a n d a s s e m b l y r e q u i r e m e n t s a t M i c h o u d i n c l u d e an
a d d i t i o n a l tank a s s e m b l y s t a t i o n , an a d d i t i o n a l t a n k c l e a n i n g p o s i t i o n ,
and some additional and modified tooling. Additional warehousing,
q u a l i t y a s s u r a n c e , and r e c e i v i n g i n s p e c t i o n a r e a s w i l l be r e q u i r e d .
T h e s e a d d i t i o n s p r o v i d e t h e c a p a b i l i t y of i n t r o d u c i n g t h e n e w c o n f i g u -
ration with m i n i m u m downtime.

M o d i f i c a t i o n of the S - I C t e s t f i r i n g s t a n d s a t M T F and M S F C a r e
r e q u i r e d only due to i n c r e a s e d s t a g e l e n g t h a n d p r o p e l l a n t c a p a c i t y .
Solid m o t o r s w i l l not b e f i r e d in c o n j u n c t i o n w i t h t h e s t a g e s t a t i c t e s t .

The s t a g e t r a n s p o r t e r a n d the b a r g e s m u s t b e m o d i f i e d t o a c c o m m o d a t e
the i n c r e a s e d stage length. Additional solid motor handling and t r a n s -
portation equipment will b e r e q u i r e d .

MS-II-4(S)B

M a n u f a c t u r i n g r e q u i r e m e n t s f o r the MS-II-4{S)B s t a g e a r e defined

by the s c h e d u l e d e l i v e r y d a t e s a n d the s t a g e S t r u c t u r a l m o d i f i c a t i o n s .
A s e p a r a t e s t a g e w i l l b e m a n u f a c t u r e d to b e u t i l i z e d for both s t a t i c
s t r u c t u r e s t e s t a n d for s t a g e d y n a m i c t e s t . D e l i v e r y of t h i s s t a t i c / d y n a m i c
(S/D) s t a g e r e q u i r e s t h a t t h e s t a n d a r d S - n p r o d u c t i o n be a c c e l e r a t e d t o
a c c u m u l a t e sufficient s t a g e s to m a i n t a i n a c o n s t a n t d e l i v e r y r a t e at one
Stage e v e r y two m o n t h s .

T h e r e v i s e d s t r u c t u r a l d e s i g n w i l l r e q u i r e m o d i f i c a t i o n of t h e f a b -
r i c a t i o n a n d a s s e m b l y t o o l s for the f o r w a r d a n d aft s k i r t s , LH? t a n k

66
 D5-13183

w a l l s , i n t e r s t a g e and a e r o - f a i r i n g s . T h e S e a l B e a c h f a c i l i t i e s r e q u i r e
a m i n i m u m of m o d i f i c a t i o n ; the m a j o r w o r k r e q u i r e d i s m o d i f i c a t i o n to
t h e s t r u c t u r a l t e s t t o w e r for the i n c r e a s e d t e s t l o a d s . S o m e h a n d l i n g
e q u i p m e n t a t T u l s a and S e a l B e a c h w i l l r e q u i r e m o d i f i c a t i o n a s a r e s u l t
of t h e i n c r e a s e d s t a g e w e i g h t .

T h e c u r r e n t S-II p r o g r a m t r a n s p o r t e q u i p m e n t a n d v e h i c l e s a r e
c o m p a t i b l e with t h e MS-II-4{S)B s t a g e d e s i g n ; no m o d i f i c a t i o n s would
be r e q u i r e d to h a n d l e t h e a d d i t i o n a l s t a g e w e i g h t .

Due to s t u d y funding l i m i t a t i o n s , a s e p a r a t e M S - I I - 4 ( S ) B r e s o u r c e s
study w a s not m a d e . T h e M S - I I - 2 5 ( S ) s t a g e r e s o u r c e d a t a w a s u s e d
without m o d i f i c a t i o n f o r S A T - V - 4 ( S ) B .

MS-IVB-4{S)B

The e n g i n e e r i n g r e d e s i g n of t h e s t a n d a r d S-IVB to c o n v e r t i t to the

M S - I V B - 4 ( S ) B p r e s e n t s no s c h e d u l e o r t e c h n i c a l p r o b l e m s . S t r e n g t h e n i n g
t h e b a s i c s t r u c t u r e of the s t a g e w i l l r e q u i r e a few d e v e l o p m e n t a n d
q u a l i f i c a t i o n t e s t s . T h e t e c h n i q u e s and p r o c e d u r e s r e q u i r e d for t h e s e
t e s t s a r e s i m i l a r to m a n y t e s t s c o n d u c t e d on t h e S - l V B s t a g e . T o o l s
and facilities for performing the tests a r e r e a d i l y available and will
not p r e s e n t any p r o b l e m . The fabrication, a s s e m b l y , checkout, and
f i r i n g t e s t f a c i l i t i e s u s e d for the s t a n d a r d S - I V B c a n be a d a p t e d to the
M S - I V B - 4 ( S ) B . T h e m a c h i n e t o o l c a p a c i t y r e q u i r e d to p r o d u c e t h e
s t a n d a r d S-IVB i s a d e q u a t e to p r o d u c e the s a m e r a t e of M S - I V B - 4 ( S ) B
s t a g e s . T h e d e t a i l t o o l i n g w i l l r e q u i r e n u m e r o u s m i n o r c h a n g e s but
t h e s e p r e s e n t no s c h e d u l e p r o b l e m s . T h e a s s e m b l y a n d c h e c k o u t t o w e r s
c a n b e m o d i f i e d to a c c o m m o d a t e t h e M S - I V B - 4 ( S ) B w i t h o u t any s c h e d u l e
c o m p l i c a t i o n s . H o w e v e r , t h e 12 p e r y e a r p r o d u c t i o n r a t e ( s i x for M L V -
S A T - V - 4 ( S ) B a n d s i x for S a t u r n IB) t a x e s the c a p a b i l i t y of T o w e r s 5 and
6. T h e S a c r a m e n t o T e s t C e n t e r f a c i l i t i e s a r e a d e q u a t e a n d c a n be a d a p t e d
to t h e M S - I V B - 4 ( S ) B without i n t e r f e r e n c e with the s t a n d a r d s t a g e d e l i v e r y
r a t e s . T h e p r e s e n t t r a n s p o r t a t i o n e q u i p m e n t i s a d e q u a t e for the m o d i f i e d
s t a g e though s o m e s t r e n g t h e n i n g w i l l be r e q u i r e d on s e l e c t e d p i e c e s of
equipment*

Launch Facility and Operations Impact

The m o d i f i e d c o r e v e h i c l e w i l l be a s s e m b l e d a c c o r d i n g to s t a n d a r d
p r o c e d u r e s in t h e VAB on t h e M o b i l e L a u n c h e r a n d w i l l s u b s e q u e n t l y be
t r a n s p o r t e d to t h e p a d w h e r e t h e solid r o c k e t m o t o r s will be a t t a c h e d .
T h e Solid m o t o r s e g m e n t s w i l l be a s s e m b l e d in a M o b i l e A s s e m b l y and
Handling S t r u c t u r e (MAHS), at a s i t e t o be p r o v i d e d , a n d t r a n s p o r t e d by
t h i s MAHS to the l a u n c h p a d f o r s u b s e q u e n t a s s e m b l y of the s o l i d s to the

67
 D5-13183

ELEVATION

F I G U R E 7-11 M O B I L E A S S E M B L Y AND HANDLING S T R U C T U R E

c o r e v e h i c l e . T h e MAHS w i l l m a t e with the m o b i l e l a u n c h e r f o r t h i s

a s s e m b l y o p e r a t i o n a n d h a n d l i n g e q u i p m e n t within the MAHS will be
u t i l i z e d f o r p l a c e m e n t of t h e s o l i d m o t o r s a g a i n s t the c o r e v e h i c l e {s«e
F i g u r e 7-11). After a s s e m b l y of t h e s o l i d m o t o r s , t h e MAHS will be
r e m o v e d a n d r e p l a c e d by t h e s e r v i c e t o w e r . N o r m a l o p e r a t i o n s for t h e
c o r e v e h i c l e will be r e s u m e d a n d a d d i t i o n a l o p e r a t i o n s a s r e q u i r e d for
solid m o t o r final c h e c k o u t a n d a r m i n g will be a c c o m p l i s h e d .

The e x i s t i n g VAB w i t h w o r k p l a t f o r m l o c a t i o n s a l t e r e d a n d the

e x i s t i n g l a u n c h p a d a n d i t s existing, f l a m e t r a n c h c a n be u t i l i z e d . T h e
c r a w l e r t r a n s p o r t e r r o a d w a y s a r e sufficient f o r t h i s v e h i c l e with the
e x c e p t i o n of t h e r e q u i r e m e n t for s o m e a d d i t i o n a l c r a w l e r t r a n s p o r t e r
roadways a s r e q u i r e d for a c c e s s to the solid m o t o r a s s e m b l y site. Major
i m p a c t a r e a s i n c l u d e t h e d e v e l o p m e n t and c o n s t r u c t i o n of the MAHS and
m o d i f i c a t i o n s to t h e m o b i l e l a u n c h e r (ML) to i n c r e a s e i t s d e c k load
c a p a c i t y , t o r e l o c a t e the s w i n g a r m s , to r e l o c a t e the t a i l s e r v i c e m a s t s
and hblddown s t r u c t u r e , a n d to e n l a r g e t h e a s p i r a t o r hole to a l l o w a d d i t i o n a l

68
 D5-13183

s p a c e f o r t h e s o l i d r o c k e t m o t o r n o z z l e s . I n s u l a t i o n in s e l e c t e d a r e a s
w i l l h e r e q u i r e d tQ p r o t e c t t h e M L d u r i n g l a u n c h .

T h e t o t a l c o s t f o r t h e m o d i f i c a t i o n a n d a d d i t i o n s d e s c r i b e d i s 177. 3
m i l l i o n d o l l a r s . Of s i g n i f i c a n c e i s t h e f a c t t h a t a m a j o r p o r t i o n of t h i s
c o s t i s due to the r e q u i r e m e n t s for a new a s w e l l a s a m o d i f i e d m o b i l e
l a u n c h e r (ML) a n d a new a s w e l l a s a modified m o b i l e s e r v i c e s t r u c t u r e
(MSS). T h e s e n e w i t e m s a r e f o r c e d b e c a u s e of the g r o u n d r u l e which
l i m i t s t h e t i m e b e t w e e n t h e l a s t s t a n d a r d SAT V l a u n c h and the f i r s t
M L V - S A T - V - 4 ( S ) B l a u n c h to f i r e m o n t h s . If t h i s t i m e could b e e x t e n d e d
to p r e c l u d e t h e s e n e w i t e m s , t h e a b o v e c o s t could be r e d u c e d by a p p r o x i -
m a t e l y 80 m i l l i o n d o l l a r s .

Schedule

Within the s t u d y g r o u n d r u l e s and a f t e r an a n a l y s i s of the r e q u i r e d

d e s i g n and d e v e l o p m e n t p l a n s and m a n u f a c t u r i n g i m p a c t , a s c h e d u l e
f o r d e v e l o p m e n t and p r o d u c t i o n of t h i s v e h i c l e w a s p r e p a r e d ( s e e F i g u r e
7-12). T h i s s c h e d u l e s h o w s t h a t the M L V - S A T - V - 4 ( S ) B . f i r s t flight
v e h i c l e for m i s s i o n a p p l i c a t i o n s c a n b e a v a i l a b l e 41 m o n t h s a f t e r h a r d -
w a r e A u t h o r i t y to P r o c e e d ( A T P ) .

t tHI mt
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F I G U R E 7-12 S A T - V - 4 ( S ) B V E H I C L E D E V E L O P M E N T AND D E L I V E R Y P L A N

69
 DS-13183

Costs

A vehicle cost s u m m a r y is shown in Table 7-IV.

TABLE 7-IV SAT-V-4(S)B COST SUMMARY

COST - D O L L A R S IN M I L L I O N S DEVELOPMENT OPERATIONAL TOTAL
STA^E ENGINE STAGE ENGINE
L A J N C H VEHICLE
5ot-*t A s s i s t 1.0 319.4 III. 4
S-iC S t j 4 e 74.0 Bl4. T 2T3. -1 H,!. i
S-tl S t a g e =S.7 H*. i "*.t.O
5-iVB SUge 47- i iW. 2 17. i* !'"•.
' . n a t r ' i m e a t Unit 136,1 •i&. i

LAUNCH VEHICLE T O T A L 1^,1 -q". - i6QI.li

GHOUND S U P P O R T E Q U I P M E N T
3 o o s t A151 st •*. i
S-IC S t a e e LS.5 26-4 4 . i
S-H S t » ; e II. 5 =.7.6 6-.1
5 - i V ? Stage Ifc.8 43. i hi), i
GSE T O T A L 43.3 j . W. 5 r.6. •
FACILITIES
S-IC Slage 18.1) .S.n
S-n 5ta»e
S-1V2 S t a g e 2-0 4."
L a u n c h V e h i c l e - KSC 177.3 7; 3.!i
Launch Vehicle - Other l.l
FACILITIES TOTAL [•?<*.! 7.J2.9 ••ii.o
S Y S T E M S E N G I N E E R I N G AND I N T E G R A T I O N 2-7 475.R *:"..
l ^ U N C H SYTTEMS T O T A L 429.1 3'. T» ii.M-B 81'J. =
43 : '44 1178. T i
u
R I D FLIGHT n
II) 507, S

A comparison of the r e l a -
tive values of cost effective-
ness for the MLV-SAT-V-4
(S)B; -22(S) and -25(S), shows
that the most cost effective
method for further improvement
of performance is through the
use of l a r g e r solid m o t o r s
r a t h e r than through the use of
uprated upper stage engines.
This comparison is shown in
F i g u r e 7-13.

FAYIOAD FOR 72 HOUR LUNAR INJECT JON

IN THOUSANDS OF POUNDS

FIGURE 7-13 COST EFFICIENCY COMPARISON

70
D5-L3183

71
 STA 4 804.5

44395
4248.5

2 6 0 " DIA PAYLGAD

220,200 lbs.

3697
3661
3539

3002.5
2986; 5 •
2893 (Engine Gimbol)
2795 •
£759 •
2627

2088
2000 •
1904 {Engine Gimbol)
1804 •
1781
1699 (Fwd Attach) p
164!
1448 p
1356 p

• SEPARATION

1005

821 p
729 p
699 p
695
607 p

365
317 p
225 p
116 (Aft Attach)
100 (Engine Gimbgl)

STA -115.5

FIGURE 8-1 SAT-V-23(L) BASELINE VEHICLE

72
 D5-13,183

3. 0 MLV-SAT -V-23(L) LAUNCH V E H I C L E

T h e S a t u r n V-23(L) v e h i c l e ( s e e F i g u r e 8-1) i s a m o d i f i e d S a t u r n V
w i t h l e n g t h e n e d f i r s t and t h i r d s t a g e s , and a d a p t e d for a t t a c h m e n t of four
2 6 0 - i n c h d i a m e t e r liquid p r o p e l l a n t p o d s . T h e modified S a t u r n V c o r e
and liquid p r o p e l l a n t p o d s u s e s s t a n d a r d F - l and J - 2 e n g i n e s .

T h e S A T - V ~ 2 3 ( L ) v e h i c l e a s d e f i n e d i n t h e t r a d e s t u d y a c t i v i t y and
s t u d i e d in d e t a i l in P h a s e II a c t i v i t y i s a f e a s i b l e c o n f i g u r a t i o n and a
l o g i c a l c a n d i d a t e t o p r o v i d e p a y l o a d s . i n e x c e s s of t h o s e c u r r e n t l y a v a i l a b l e
with t h e S a t u r n V v e h i c l e .

T h e S a t u r n V - 2 4 ( L ) v e h i c l e ( s e e F i g u r e 1-1) i s s i m i l a r to S A T - V - 2 3 ( L )
e x c e p t that f i r s t s t a g e a n d liquid p r o p e l l a n t p o d s u s e d u p r a t e d 1. 8 m i l l i o n
pound t h r u s t F - l e n g i n e s and t h e u p p e r s t a g e s u s e d v a r i o u s n u m b e r s and
t h r u s t l e v e l s of u p r a t e d e n g i n e s a s defined f o r t h e S A T - V - 3 B v e h i c l e .

T h e S A T - V - 2 4 { L ) v e h i c l e w a s only s t u d i e d d u r i n g t h e P h a s e I study
a c t i v i t y . A v e h i c l e c o n f i g u r a t i o n c o u l d n o t b e defined t h a t fell within t h e
410 foot study g r o u n d r u l e h e i g h t l i m i t a t i o n a s defined in S e c t i o n 3. 0.

8. 1 C O N F I G U R A T I O N S E L E C T I O N ( P H A S E I)

B y v a r y i n g t h e p r o p e l l a n t w e i g h t b e t w e e n t h e c o r e s t a g e s and p o d s , a
n u m b e r of r e l a t e d S A T - V - 2 3 ( L ) and S A T - V - 2 4 ( L ) v e h i c l e s r e s u l t e d . Pay-
load c a p a b i l i t y a n d v e h i c l e c o s t s w e r e e s t a b l i s h e d for t h e s e two f a m i l i e s
Of v e h i c l e s in o r d e r to c h o o s e a s i n g l e b a s e l i n e v e h i c l e for m o r e d e t a i l e d
analysis.

8. 1. 1 Candidate Configurations

D u r i n g the t r a d e study both' two a n d t h r e e s t a g e v e h i c l e s w e r e c o n s i d e r e d .

P r o p u l s i o n and e n g i n e t y p e for a l l s t a g e s and t h e l i q u i d p r o p e l l a n t pods for
the S A T - V - 2 3 ( L ) v e h i c l e w a s fixed to c o r r e s p o n d to s t a n d a r d S a t u r n V
e n g i n e s a s defined for t h e b a s e l i n e A S - 5 1 6 v e h i c l e . E a c h of t h e four liquid
p r o p e l l a n t p o d s u s e d two s t a n d a r d F - I e n g i n e s .

On t h e S A T - V - 2 4 ( L ) v e h i c l e , five 1.8 m i l l i o n pound t h r u s t u p r a t e d F—1

e n g i n e s w e r e u s e d in the M S - I C - 2 4 ( L ) s t a g e and two in e a c h of t h e liquid
p r o p e l l a n t p o d s . M S - I I - 2 4 ( L ) s t a g e u s e d v a r i o u s n u m b e r s and t h r u s t l e v e l s
of u p r a t e d e n g i n e s a s defined in t h e M L V - S A T - V - 3 B s e c t i o n . T h e M S - I V B -
24(L) s t a g e u s e d a s i n g l e u p r a t e d e n g i n e of the s a m e t y p e and t h r u s t l e v e l
a s defined in the M S - H - 2 4 ( L ) s t a g e .

P o d p r o p e l l a n t c a p a c i t y w a s d e t e r m i n e d by t r a d i n g p r o p e l l a n t b e t w e e n

73
 D5-13183

liquid c o r e s t a g e s and the p o d s . Pod d i a m e t e r s r a n g i n g b e t w e e n 156

and 396 i n c h e s w e r e c o n s i d e r e d .

8. 1.2 T r a d e Studies

F i g u r e 8-2 r e p r e s e n t s t h e p r o p e l l a n t t r a d e b e t w e e n t h e M S - I C - 2 3 ( L )
c o r e s t a g e and t h e liquid p r o p e l l a n t p o d s for the SAT-V-23(L.) v e h i c l e .
T h e l o w e r s e t of c u r v e s i s f o r t h e t h r e e s t a g e 72-ho.ur l u n a r i n j e c t i o n
m i s s i o n a n d t h e u p p e r s e t of c u r v e s f o r t h e t w o - s t a g e 100 n a u t i c a l m i l e e a r t h
o r b i t m i s s i o n . A s shown, t h e v a r i a t i o n of p e r f o r m a n c e a s a function of
p o d - t o - M S - I C b u r n t i m e a n d p r o p e l l a n t l o a d i n g i s not e x t r e m e l y s e n s i t i v e
fcr e i t h e r two o r t h r e e s t a g e v e h i c l e s . T h e b a s e l i n e SAT-V-23(1_) w a s
s e l e c t e d , t h e r e f o r e , , to s a t i s f y the 410 foot v e h i c l e h e i g h t l i m i t .

T
W p l 4W p z 0PnMIZfD •HO" I0PTI
41?
SO Wp? - BOOK FIXED
1
3 Wpj-WKFItfO «r
3
i 3»

30 60 70
8URNTIW/5-IC BURN TIM -PERCENT

F I G U R E 8-2 SAT-V-23(L) T R A D E STUDY P E R F O R M A N C E DATA

T h e S A T - V - 2 3 ( L ) f i r s t s t a g e w a s l e n g t h e n e d 20 feet and the t h i r d

s t a g e l e n g t h e n e d I D . 5 f e e t w h i c h w a s e q u i v a l e n t to the l e n g t h a n d p r o p e l l a n t
c a p a c i t y of t h e M L V - S A T - V - 3 B b a s e l i n e v e h i c l e .

F i g u r e 8 - 3 s h o w s net p a y l o a d v e r s u s t h e n u m b e r of e n g i n e s ( d a s h e d
l i n g s ) and t h r u s t p e r engine ( s o l i d l i n e s ) on t h e M S - I I - 2 4 ( L ) s t a g e for
v e h i c l e s w i t h p r o p e l l a n t o p t i m i z e d s t a g e s and v e h i c l e s w i t h s e c o n d s t a g e
l i m i t e d t o 15. 5 feet l e n g t h i n c r e a s e and t h i r d s t a g e l i m i t e d to 16- 5 feet length
i n c r e a s e . A s shown on F i g u r e 8 - 3 , with fixed u p p e r s t a g e s a n d a M S - I I - 2 4 ( L )

74
 D5-13183

t h r u s t of 1.6 m i l l i o n p o u n d s (lower f a m i l y of c u r v e s ) , t h e m i n i m u m v e h i c l e
h e i g h t for t h e S A T - V - 2 4 ( L ) w a s 507 f e e t a t a p a y l o a d of 3 4 8 , 000 p o u n d s .
O p t i m i z i n g t h e p r o p e l l a n t l o a d i n g in t h e u p p e r s t a g e s a t a M S - I I - 2 4 ( L )
t h r u s t l e v e l of 1. 6 m i l l i o n p o u n d s w o u l d r e s u l t in a p a y l o a d of 369, 000
p o u n d s to 7 2 - h o u r l u n a r i n j e c t i o n and 860, 000 p o u n d s to 100 n a u t i c a l
m i l e o r b i t w i t h a v e h i c l e h e i g h t of 536 feet. A l s o , a t M S - I I - 2 4 ( L ) t h r u s t
l e v e l of b e t w e e n 2. 8 a n d 3. 0 m i l l i o n p o u n d s a p a y l o a d of 410, 000 p o u n d s
t o LOR and 9&0 t 000 p o u n d s to 100 n a u t i c a l m i l e o r b i t c a n b e o b t a i n e d
w i t h a v e h i c l e h e i g h t of 600 feet. S i n c e no v e h i c l e fell w i t h i n t h e 410 foot
height l i m i t , S A T - V - 2 4 ( L ) w a s not c o n s i d e r e d f u r t h e r .

(tart

i»n

S-l I THRUST (VAC) - HTLB5

F I G U R E 8-3 SAT-V-24(L) T R A D E STUDY P E R F O R M A N C E DATA

T r a d e s t u d i e s of liquid p r o p e l l a n t p o d d i a m e t e r s i z e r a n g i n g b e t w e e n
156 to 396 i n c h e s show that v e h i c l e a n d p r o g r a m c o s t a r e r e l a t i v e l y i n -
s e n s i t i v e to pod d i a m e t e r s b e t w e e n ZOO to 300 i n c h e s . A 2 6 0 - i n c h d i a m e t e r
pod w a s s e l e c t e d for b e s t o v e r a l l v e h i c l e g e o m e t r y .

8.2 DESIGN STUDY V E H I C L E (PHASE II)

The baseline SAT-V-23(L) vehicle chosen during the P h a s e I activity

w a s d e f i n e d in d e t a i l , i t s c a p a b i l i t i e s a n d c h a r a c t e r i s t i c s w e r e d e t e r m i n e d
and i t s r e s o u r c e r e q u i r e m e n t s e s t a b l i s h e d .

75
 D5-13183

8.2.1 Vehicle Description

The .selected baseline vehicle incorporates a 16. 5-foot longer third

stage, standard length second stage, and 20-foot longer f i r s t stage t h r u s t
augmented by four 260-inch d i a m e t e r liquid propellant pods.

The 131-foot long pods (as shown in F i g u r e 8-4) attach to the MS-IC-
Z3(L) stage at the outboard engine locations, use S-IC technology, s t r u c t u r a l
concepts, and s y s t e m s . Each pod has two standard F - l engines which
gimbal to supplement the control capabilities of the core vehicle Each pod
i s an independent stage which can be checked out and test fired as a unit.

FIGURE 8-4 LIQUID PROPELLANT POD DESIGN

8.2.Z Design Study Results

The SAT-V-23(L) two-stage payload capability to 100 nautical mile

orbit is 579, 300 pounds and its 72-hour lunar injection payload is 220,200
pound s,

Use of this vehicle was also considered for application where the
baseline core vehicle (without the liquid pods) could fly alone or with
two strap-on liquid pods. The payloads identified for these alternates
a r e shown on Table 8 - 1 .

76
 T A B L E 8-1 T H R E E - S T A G E 72-HOUR LUNAR
INJECTION PAYLOAD CAPABILITY

No. of P o d s p£, - 1 0 J L b s .

0 80

155

220

Significant l o a d c r i t e r i a a n d o t h e r d a t a p e r t i n e n t to v e h i c l e d e s i g n
a r e shown on T a b l e 8-H w i t h c o m p a r a t i v e S a t u r n V v a l u e s .

T h e c o n t r o l r e q u i r e m e n t of t h e S A T - V - -mi MTV

23{L) r e q u i r e s t h a t t h e four o u t b o a r d e n g i n e s LQADCRITIRIA

on t h e c o r e v e h i c l e a n d a l l eight e n g i n e s on MAX^ OS/FT2) 792
m
t h e p o d s g i m b a l . T h e m a x i m u m gxmbal r e - g'sATMAX HjC L90
q u i r e m e n t s d u r i n g m a x q flight i s 4. 1 d e - WIGHT (FTI 410
£0NTHCH
g r e e s of t h e 5. 15 d e g r e e s m a x i m u m a v a i l -
a b l e . A e r o d y n a m i c fins a r e n o t u s e d . MOW 12GIMBALED G1MBALE0 F-l'S
F-1'S

T h e a e r o d y n a m i c h e a t i n g of t h e M S -
MAX. QEFUTTIQN 41 KG J.5M6.
IC-23(L) forward skirt has i n c r e a s e d from ANGU1NFLIGH1
1 6 7 ° F {Saturn V) to 2 1 5 ° F due to t h e shock
p a t t e r n s from t h e pod nose cones. This i n - WATINC
c r e a s e d t e m p e r a t u r e i s not a p r o b l e m . TYP. AERODYNAMIC
IS-iCRM). SXT.I
MAX TEMP Z15°f 1«°F
B a s e h e a t i n g of t h e M S - I C - 2 3 ( L ) i n -
BASE IMAXTW.J Waft
c r e a s e s f r o m 1 9 0 0 ° F (Saturn V) to 2 2 0 0 ° F .
The heat shield can withstand the increased
base temperature.

C o m m u n i c a t i o n s for s o m e s t a t i o n s w i l l *BAStLIWS16WITHT.yw
•0 o
-LZ5

b e " b l a c k e d o u t " due to t h e e x h a u s t p l u m e

T A B L E 8-II SIGNIFICANT
interference. Other stations, however, will
LOAD C R I T E R I A
have c l e a r communications during these
p e r i o d s a n d c a n p r o v i d e c o n t i n u o u s c o m m u n i c a t i o n s . C r e w safety s t u d i e s
show t h e a b o r t l e a d t i m e to be 15 to 20 p e r c e n t g r e a t e r than for t h e S a t u r n V.
T h e s e a b o r t l e a d t i m e s c a n b e r e d u c e d by i n c r e a s i n g t h e e s c a p e s y s t e m
rocket motor capability.

77
 D5-U1B3

D i g i t a l s i m u l a t i o n of s e p a r a t i o n d y n a m i c s for t h e e x p e n d e d p o d s
d e m o n s t r a t e s that a positive c o r e / p o d separation c l e a r a n c e i s obtained
a n d t h a t a x i a l c l e a r a n c e o c c u r s a t 1. 83 s e c o n d s a f t e r s e p a r a t i o n .

T h e a d d i t i o n a l p r o p e l l a n t in the f i r s t a n d t h i r d s t a g e s a n d t h e four
liquid p r o p e l l a n t p o d s i n c r e a s e s t h e 0. 4 p s i on-p.ad o v e r - p r e s s u r e
d i s t a n c e t o a v a l u e 28 p e r c e n t g r e a t e r than t h e d i s t a n c e b e t w e e n P a d A
and P a d B on L a u n c h C o m p l e x 39. W a i v e r s for t h i s d i s t a n c e m i l b e
r e q u i r e d for j o i n t u s a g e of t h e s e p a d s when e i t h e r pad c o n t a i n s a fueled
c o r e w i t h fueled p o d s . T h e a c o u s t i c l e v e l w i l l r e q u i r e p r o t e c t i o n of
p e r s o n n e l during launch o p e r a t i o n s .

C o m b i n e d s t r u c t u r a l l o a d s and a c o u s t i c e n v i r o n m e n t s a r e i l l u s t r a t e d
in F i g u r e 8 - 5 . T h e d e s i g n l o a d s h a v e i n c r e a s e d s u b s t a n t i a l l y and r e s u l t
in v e h i c l e d r y w e i g h t s w h i c h a r e a p p r o x i m a t e l y 25 p e r c e n t h i g h e r than
t h o s e f o r t h e A S - 5 1 6 . T h e a c o u s t i c a l e n v i r o n m e n t i s h i g h e r than S a t u r n V
s p e c i f i c a t i o n s f o r s o m e v e h i c l e a r e a s on t h e f i r s t s t a g e . A c o u s t i c r e -
q u a l i f i c a t i o n of a p p r o x i m a t e l y 70 p e r c e n t of t h e a c o u s t i c a l l y s e n s i t i v e
c o m p o n e n t s on t h i s s t a g e w i l l b e r e q u i r e d .

r LAUNCH
JHFLICttT^ UUHCH INFLIGHT
A J,r.fl A T I C F""NC mam
THIS TUMSIEH UMM1HM EliSIl ON P « SKI
MVM»WIUftKSU». NEWSPECLIMIT r—
5ATVSPEC

FIGURE 8-5 ACOUSTIC E N V I R O N M E N T AND STRUCTURAL. LOADS

73
 D5-13I83

T h e i m p a c t of s t r u c t u r a l load i n c r e a s e on t h e c o r e v e h i c l e i s shown
in F i g u r e 8 - 6 .

8. 3 R e s o u r c e g_

E x i s t i n g a n d new f a c i l i t i e s w i l l be e m p l o y e d to m a n u f a c t u r e and t e s t
t h e M L V - S A T - V - 2 3 ( L ) . T h e s e f a c i l i t i e s a r e to be u s e d on a n o n - i n t e r f e r e n c e
b a s i s w i t h the S a t u r n V p r o d u c t i o n s c h e d u l e s . T h e p r e s e n t s t a g e and I U
m a n u f a c t u r e r s w e r e a s s u m e d to be c o n t r a c t o r s for the MLV-SAT-V-23(L)
components.

A d y n a m i c t e s t v e h i c l e , s t r u c t u r a l t e s t c o m p o n e n t s , and two R&D

v e h i c l e s a r e r e q u i r e d - T h e MS-IC-Z3(L.) s t a g e and the four liquid p o d s
of t h e d y n a m i c t e s t vehicle w i l l b e r e f u r b i s h e d a f t e r t e s t and u s e d a s flight
articles.

T h i r t y M L V - S A T - V - 2 3 ( L ) o p e r a t i o n a l v e h i c l e s at a r a t e of s i x p e r
y e a r for five y e a r s f o r m t h e b a s i s for t h e p r o d u c t i o n c o s t

A new d y n a m i c t e s t s t a n d i s r e q u i r e d b e c a u s e t h e S A T - V - 2 3 ( L )
l a u n c h w e i g h t e x c e e d s S a t u r n V d y n a m i c t e s t s t a n d foundation c a p a b i l i t y
by 30 p e r c e n t .

MS-IC-23(L)

T h e i m p a c t of the f i r s t s t a g e c h a n g e s on m a n u f a c t u r i n g and t e s t
f a c i l i t i e s i s c r e a t e d p r i m a r i l y by the i n c r e a s e d s t a g e length and m a t e r i a l
thickness T h e r e v i s i o n to t o o l i n g for M S - I C - 2 3 ( L ) i s the s a m e a s m a d e
for the M S - I C - 3 B s i n c e the s t a g e l e n g t h s a r e i d e n t i c a l a n d m a t e r i a l
t h i c k n e s s is s i m i l a r .

Liquid P r o p e l l a n t P o d s - M S - I C - 2 3 ( L )

P o d r e q u i r e m e n t s a r e s i m i l a r to t h o s e of a n y new s t a g e . New
s t r u c t u r e w i l l b e q u a l i f i e d a n d i t s u l t i m a t e load c a r r y i n g c a p a b i l i t y d e -
t e r m i n e d . A full pod s t r u c t u r e i s c o n s t r u c t e d for t h i s p u r p o s e . O p e r a t i n g
components (propulsion, mechanical, electrical/electronic) presently
u s e d on S-IC a n d in an u n c h a n g e d o r l e s s s e v e r e e m d r o n m e n t on the pod
do not r e q u i r e f u r t h e r t e s t i n g . T h e bulk pf pod c o r n p o n e n t s fall in t h i s c a t e g o r

P o d p o s t - m a n u f a c t u r i n g t e s t i n g c a n b e a c c o m p l i s h e d in the e x i s t i n g
S - I C t e s t c e l l s a t Michoud.

A s t a t i c f i r i n g t e s t s t a g e ( b a t t l e s h i p w e i g h t ) i s p r o v i d e d to qualify
t h e two engine c l u s t e r .

79
 2 1 3 * > STRENGTH
FORWARD SKIRT
177% > STRENGTH
PROPELLANT TANKS
76% UPPER
U % LOWER > STRENGTH

FORWARD SKIRT
C O M M O N BLKD 210% > STRENGTH
INCREASED RADIUS
AFT SKIRT LH2 TANK 626% > STRENGTH
116% > STRENGTH,
INTERSTAGE'
87% > STRENGTH

INTERSTAGE
83% > STRENGTH

DRY WEIGHT INCRMSE

*5-IC-»l) »•»
MS-II-2XU 9.9* ONEADDITIONAL
MS-IV1-SIL) 27.7* HELIUM BOTTLE

INTERTANK
80% •) STRENGTH

FIGURE 8-6 SAT-V-Z3(L) VEHICLE IMPACT

THRUST ST
162% > ST

I 1 r—i r -i
 D5-13183

T h e m a n u f a c t u r i n g plan for t h e S A T - V - 2 3 { L ) l i q u i d p o d s i s s i m i l a r
to t h e S-IC e x c e p t for w e l d i n g s k i n s l o n g i t u d i n a l l y r a t h e r than c y l i n d r i c a l l y
and r e d u c i n g b u l k h e a d g o r e s f r o m s i x t e e n to s i x .

A new m a n u f a c t u r i n g f a c i l i t y w i t h a p p r o x i m a t e l y two m i l l i o n s q u a r e
feet of a r e a i s n e e d e d t o p r o d u c e 24 p o d s p e r y e a r . T h e f a c i l i t y c o u l d b e
located at Michoud,

A s c a l e d - d o w n S-IC d u a l p o s i t i o n t e s t s t a n d a n d s t o r a g e f a c i l i t i e s
m u s t be p r o v i d e d at M T F for pod a c c e p t a n c e f i r i n g .

MS-n-Z3(L)

T h e M S - I I - 2 3 ( L ) s t a g e R D T & E p r o g r a m w a s i n f l u e n c e d by two f a c t o r s -
s t a g e d e s i g n m o d i f i c a t i o n s and s c h e d u l e d e l i v e r y d a t e s for t e s t h a r d w a r e .
T h e s t a g e d e s i g n i n c l u d e s a s t r e n g t h e n e d s t r u c t u r e ; t h e r e f o r e , a new
s t r u c t u r a l s t a t i c t e s t w i l l be r e q u i r e d . D e l i v e r y of t h e d y n a m i c t e s t s t a g e
n i n e m o n t h s b e f o r e t h e flight t e s t of the new s t a g e r e q u i r e s a c c e l e r a t i o n of
p r o d u c t i o n to t w e l v e s t a g e s p e r y e a r for the s t a n d a r d S-II s t a g e p r o g r a m .
S t o r a g e h a s b e e n a s s u m e d a v a i l a b l e for t h e s e s t a g e s a t no a d d i t i o n a l c o s t .
Two flight t e s t s t a g e s a r e a l s o i n c l u d e d in t h e d e v e l o p m e n t p r o g r a m -

The c u r r e n t . S - I I p r o g r a m t r a n s p o r t equipment and vehicles a r e

c o m p a t i b l e w i t h t h e M S - n - 2 3 ( L ) . No m o d i f i c a t i o n w i l l b e r e q u i r e d to
h a n d l e t h e a d d i t i o n a l s t a g e weight.

T h e m a n u f a c t u r i n g r e q u i r e m e n t s a r e a l s o defined by s c h e d u l e d e l i v e r y
d a t e s and s t a g e s t r u c t u r a l d e s i g n . S c h e d u l i n g of t h e M S - I I - 2 3 ( L ) s t a t i c /
d y n a m i c (S/D) t e s t s t a g e n e c e s s i t a t e s a c c e l e r a t i o n of the s t a n d a r d S-II
p r o d u c t i o n to a c c u m u l a t e sufficient s t a g e s to m a i n t a i n d e l i v e r y to KSC
a t t w o - m o n t h i n t e r v a l s . M a n u f a c t u r e of the f i r s t flight t e s t s t a g e i s
s t a r t e d four m o n t h s a f t e r t h e S / D s t a g e . T h e r e v i s e d s t r u c t u r a l d e s i g n
r e q u i r e s m o d i f i c a t i o n of t o o l s for f a b r i c a t i o n and a s s e m b l y of t h e f o r w a r d
and aft s k i r t s , Lrlg t a n k w a l l s , i n t e r s t a g e , aft LOX b u l k h e a d a n d a e r o d y -
namic fairings.

T h e Seal B e a c h f a c i l i t y r e q u i r e s o n l y m i n o r c h a n g e s , p r i n c i p a l l y
m o d i f i c a t i o n to t h e s t r u c t u r a l t e s t t o w e r to t a k e t h e i n c r e a s e d t e s t l o a d s .
S o m e h a n d l i n g e q u i p m e n t a t T u l s a and S e a l B e a c h w i l l r e q u i r e m o d i f i c a t i o n .
T h e S t a t i c T e s t T o w e r m o d i f i c a t i o n m u s t be c o m p l e t e d by S e p t e m b e r 1 9 7 1 .
for t e s t of t h e M S - I I - 2 3 ( L ) . A f t e r s t a t i c t e s t , t h e s t a g e i s m o d i f i e d for t h e
d y n a m i c t e s t a n d s h i p p e d to M S F C in A u g u s t 1972. B i - m o n t h l y d e l i v e r y of
t h e 30 flight s t a g e s o c c u r s a f t e r c o m p l e t i o n of t h e s e c o n d flight t e s t s t a g e
M S - I I - 3 6 {October 1973).

31
 D5-13183

MS-IVB-23(L)

T h e g r e a t e r l e n g t h a n d w e i g h t n e c e s s i t a t e m a j o r m o d i f i c a t i o n to the
S t a g e T r a n s p o r t e r and c e r t a i n i t e m s of h a n d l i n g e q u i p m e n t , a n d m i n o r
c h a n g e s to o t h e r i t e m s . M i n o r m o d i f i c a t i o n s of p r o p u l s i o n and e l e c t r i c a l
GSE a r e a l s o r e q u i r e d .

C o m p l e x a r r a n g e m e n t s a r e r e q u i r e d to p r o v i d e t i m e for m o d i f i c a t i o n
of t o o l i n g and f a c i l i t i e s w i t h o u t affecting d e l i v e r y of s t a n d a r d s t a g e s -
T h e t i m e for m o d i f i c a t i o n a n d e x p a n s i o n of t h e t o o l i n g and f a b r i c a t i o n
f a c i l i t i e s i s p r o v i d e d by a t e m p o r a r y a c c e l e r a t i o n of t h e a s s e m b l y of t h e
standard stage and then s t o r a g e p r i o r to delivery.

T h e r e a r e no m a j o r p r o b l e m s in t h e o t h e r r e s o u r c e a r e a s . T h e d e s i g n
i s w i t b i n p r e s e n t f a b r i c a t i o n t e c h n o l o g y . No new o r u n i q u e t e s t i n g p r o c e d u r e
i s r e q u i r e d . M o d i f i c a t i o n s w i l l be r e q u i r e d to t r a n s p o r t a t i o n a n d h a n d l i n g
e q u i p m e n t , T h e i n c r e a s e d s t a g e s i z e p r e c l u d e s u s e of the Super Guppy and
necessitates ocean shipment.

L a u n c h F a c i l i t y and O p e r a t i o n a l I m p a c t

T h e m o d i f i e d c o r e v e h i c l e w i l l be a s s e m b l e d a c c o r d i n g to s t a n d a r d
p r o c e d u r e s in t h e VAB o n t h e M o b i l e L a u n c h e r . The pods a s s e m b l e d at
M i c h o u d w i l l be s h i p p e d to M I L A w h e r e t h e y w i l l b e a t t a c h e d to t h e c o r e
v e h i c l e in t h e VAB. A f t e r t e s t a n d c h e c k o u t , t h e v e h i c l e w i l l be m o v e d
to t h e l a u n c h p a d .

N o r m a l o p e r a t i o n s for t h e v e h i c l e w i l l b e r e s u m e d and a d d i t i o n a l
o p e r a t i o n s a s r e q u i r e d for t h e p o d final c h e c k o u t and a r m i n g w i l l be
accomplished.

T h e e x i s t i n g VAB w i t h worjs p l a t f o r m s r e l o c a t e d and m o d i f i e d c a n b e

u s e d . T h e l a u n c h pad and f l a m e t r e n c h n e e d m o d i f i c a t i o n to a d a p t to t h e
MLV-SAT-V-23{L) configuration. The existing c r a w l e r t r a n s p o r t s will
be r e p l a c e d . One S a t u r n V m o b i l e l a u n c h e r w i l l b e m o d i f i e d to h a n d l e
S A T - V - 2 3 ( L ) . A new m o b i l e l a u n c h e r and m o b i l e s e r v i c e s t r u c t u r e a r e
p r o v i d e d b e c a u s e of p r o g r a m t i m i n g .

Schedules

Within t h e study g r o u n d r u l e s and a f t e r an a n a l y s i s of the r e q u i r e d

d e s i g n a n d d e v e l o p m e n t p l a n s and m a n u f a c t u r i n g i m p a c t , a s c h e d u l e for
d e v e l o p m e n t and p r o d u c t i o n of t h i s v e h i c l e w a s p r e p a r e d . S e e F i g u r e 8-7.

T h e v e h i c l e t i m i n g i s b a s e d on new m a n u f a c t u r i n g and t e s t f a c i l i t i e s
for t h e p o d s , g r o u n d t e s t p o d m a n u f a c t u r e and t e s t b e f o r e t h e f i r s t flight
a r t i c l e r e a c h e s MILA in t h e s e c o n d q u a r t e r of 1 9 7 3 .

82
 D5-13183

Costs
T h e v e h i c l e c o s t s u m m a r y i s shown on T a b l e 8-II1.
1OT

DESIGN * FACILITIES

DYNAMIC TEST

LC3SM0D
STACE DEVaoPMENT
MS-IC-2UC0RE

MS-IC-a POO

Ms-u-a

MS-tVS-HL

VEHICLE DB.IVESIE5

mv-SATV-a.
4 * » ft t n w i

l MFntlMMMjiicawuii
\ arnmamniwiiii
* •Ti-isuvcanwtm
*ssa«iiiiTicn
CMTICM.MIM
UVM
mil
"»*UltJf>CT«K
SUIUINtCdKST MOUW
ira mp tuimrtniKu
i n s r jfrturamm nicm
F I G U R E 8-7 SAT-V-23{L) V E H I C L E D E V E L O P M E N T AND D E L I V E R Y P L A N

COST - D O L L A R S I N M I L L I O N S DEVELOPMENT OPERATIONAL TOTAL

STAGE ENGINE STAGE ENGINE

LAUNCH VEHICLE
B o p s t ASSiat - Pod 132. T 1023. 8 398.4 1554.9
5-lC Stage 67.6 595.7 249.0 912.3
S-II S t a g e 52. 7 .517.6 161.3 757.6
S-IVB S t a g e 72. 1 5 59.3 36.4 467.8
Instrument Unit 131.5 131.5
LAUNCH V E H I d L E T O T A L 331.1 2627.9 865.1 3824. L
GROUND S U P P O R T E Q U I P M E N T
Boost A s s i s t - Pod
33.4 43.2 76.6
5-IC Stags
16. 2 27.0 43,2
S-II Staga 11. 5 57.6 69.1
S-IVB S t a g e S3. 7 48. 5 82.2
GSE T O T A L 94. 8 176.3 371.1
FACILITIES
Boost Assist - Pod 229.9 229.9
S-IC Stags 54. 3 56. 5
5-II Stage .7 .7
S-IVB Stage 6.0 5.4 11.4
I n s t r u m e n t Unit
L a u n c h V e h i c l e - KSC 213.2 764.6 977.8
Launch Vehicle - Other 10.0 10.0
FACILITIES TOTAL 770.0 1276.3
SYSTEMS ENGINEERING 1 INTEGRATION 2.7 475.8 507.5

LAUNCH SYSTEMS T O T A L 944,9 4O5Q.0 9i,iA

944.9 4915.1 SS6Q.0
R ( . D F L I G H T S (2) 413.0

T A B L E 8-III SAT-V-23{L) COST SUMMARY

33
 D5-13183

9- 0 CONCLUSIONS AND R E C O M M E N D A T I O N S

A l l t h e l a u n c h v e h i c l e s s t u d i e d u n d e r the NAS8 -20266 study c o n t r a c t

a r e f e a s i b l e c o n f i g u r a t i o n s a n d c a n d i d a t e s for p a y l o a d s r a n g i n g f r o m
7 8 , 000 p o u n d s t o 9 6 0 , 0 0 0 p o u n d s to a 100 n a u t i c a l m i l e E a r t h o r b i t .

Specific b a s e l i n e v e h i c l e s studied w i t h i n f a c i l i t y l i m i t a t i o n g r o u n d
r u l e s w e r e l i m i t e d to a m a x i m u m p a y l o a d of 579, 000 p o u n d s to a 100
nautical mile E a r t h orbit.

9.1 INTERMEDIATE PAYLOAD LAUNCH VEHICLES

F r o m t h e s e s t u d i e s , it was concluded that all the i n t e r m e d i a t e launch

v e h i c l e s w e r e f e a s i b l e u s i n g e x i s t i n g S a t u r n V S t a g e s with m i n i m u m
m o d i f i c a t i o n s . T h e s e eight l a u n c h v e h i c l e s w i l l c o v e r an i n c r e m e n t a l
p a y l o a d r a n g e f r o m 78, 000 p o u n d s to 255, 000 p o u n d s in low E a r t h o r b i t .
No m a j o r s t r u c t u r a l o r o t h e r s y s t e m c h a n g e s a r e r e q u i r e d to the e x i s t i n g
S a t u r n V s t a g e s t o obtain t h i s f a m i l y of flexible l a u n c h v e h i c l e s .

T h e r e f o r e , it i s r e c o m m e n d e d that in t h e s e l e c t i o n of t h e i n t e r m e d i a t e
p a y l o a d Vehicles t h a t both c o s t e f f e c t i v e n e s s and f l e x i b i l i t y be c o n s i d e r e d -
In the u t i l i z a t i o n of e x i s t i n g S a t u r n V s t a g e s for i n t e r m e d i a t e p a y l o a d
application, a l l p o s s i b l e a r r a n g e m e n t s should be i m p l e m e n t e d s i m u l -
t a n e o u s l y to o b t a i n t h i s f l e x i b i l i t y . It i s f u r t h e r c o n c l u d e d t h a t a l l
Uprated S a t u r n V v e h i c l e s a l s o have i n t e r m e d i a t e d e r i v a t i v e s . In o t h e r
w o r d s , w h e n a n u p r a t e d v e h i c l e i s c h o s e n for d e v e l o p m e n t , c o n s i d e r a t i o n
s h o u l d b e g i v e n to d e v e l o p i n g s i m u l t a n e o u s l y i t s i n t e r m e d i a t e p a y l o a d
capabilities.

9-2 U P R A T E D SATURN V LAUNCH V E H I C L E S

T h e u p r a t e d v e h i c l e s defined i n t h e t r a d e s t u d y and s t u d i e d in d e t a i l
in P h a s e II a r e f e a s i b l e c o n f i g u r a t i o n s and l o g i c a l c a n d i d a t e s for p a y l o a d s
in e x c e s s of the c u r r e n t S a t u r n V c a p a b i l i t y . No m a j o r p r o b l e m a r e a s
w e r e i d e n t i f i e d for e i t h e r d e v e l o p m e n t or p r o d u c t i o n . No s i g n i f i c a n t
a d v e r s e flight e n v i r o n m e n t a l c h a r a c t e r i s t i c s w e r e i d e n t i f i e d .

M a j o r v e h i c l e m o d i f i c a t i o n s to adapt t h e S a t u r n V v e h i c l e to t h e s e
new u p r a t e d c o n f i g u r a t i o n s w e r e defined a s f o l l o w s .

a. S t r u c t u r a l m o d i f i c a t i o n of a l l s t a g e s to e n a b l e the v e h i c l e to
w i t h s t a n d the h i g h e r l o a d s i m p o s e d due to the l a r g e r p a y l o a d c a p a b i l i t y
a n d i n c r e a s e d p a y l o a d e n v e l o p e ( i n c r e a s e d p a y l o a d d i a m e t e r and 410 foot
vehicle height).

35
 D5-13183

b. S t r u c t u r a l m o d i f i c a t i o n of s o m e s t a g e s for i n c r e a s e d t a n k l e n g t h s
and i n c r e a s e d e n g i n e t h r u s t .

c. S e l e c t i v e r e q u a l i f i c a t i o n of t h e a c o u s t i c a l l y s e n s i t i v e c o m p o n e n t s
to qualify t h e s e c o m p o n e n t s for t h e i n c r e a s e d a c o u s t i c a l e n v i r o n m e n t -

G e n e r a l c o m p a r a t i v e c o n c l u s i o n s a r r i v e d at f r o m t h e NAS8-20266
studies a r e a s follows.

T h e S A T - V - 3 B l a u n c h v e h i c l e h a s t h e b e s t p a y l o a d to l a u n c h w e i g h t
of a l l t h e u p r a t e d v e h i c l e s s t u d i e d . T h e S A T - V - 3 B h a s the m i n i m u m
l a u n c h i m p a c t of a l l t h e u p r a t e d l a u n c h v e h i c l e s s t u d i e d . On t h e o t h e r
h a n d , t h i s v e h i c l e r e q u i r e s the m o s t r e s e a r c h and d e v e l o p m e n t c o s t
p e r pound of p a y l o a d , and r e q u i r e s the m o s t l e a d t i m e of a l l u p r a t e d
launch vehicles studied-

The SAT-V-4(S)B launch vehicle has the best payload per r e s e a r c h

and d e v e l o p m e n t d o l l a r w i t h a n o m i n a l l a u n c h i m p a c t . H o w e v e r , a s
shown on F i g u r e s 2 - 3 and 2 - 4 , when o p e r a t i o n c o s t s a r e i n c l u d e d , the
S A T - V - 4 ( S ) B d o e s not b e c o m e the m o s t c o s t effective l a u n c h v e h i c l e .
It r e q u i r e s t h e l e a s t l e a d t i m e a n d d e v e l o p m e n t c o s t of a l l the u p r a t e d
launch vehicles.

Of a l l the u p r a t e d l a u n c h v e h i c l e s s t u d i e d u n d e r the NAS8-20266

c o n t r a c t , t h e S A T - V - 2 5 ( S ) l a u n c h v e h i c l e i s t h e m o s t c o s t effective
( s l i g h t l y a h e a d of SAT -V-23(Iv)). T h e S A T - V - 2 5 ( S ) v e h i c l e , w h e n
c o m p a r e d t o the S A T - V - 4 ( S ) B v e h i c l e , d o e s c o s t m o r e to d e v e l o p and
has a g r e a t e r impact at the launch facility.

The SAT-V-23(L) launch vehicle has the g r e a t e s t payload capability

of a l l the l a u n c h v e h i c l e s s t u d i e d and i s a l m o s t a s c o s t effective a s the
S A T - V - 2 5 ( S ) . It a l s o h a s t h e a d v a n t a g e of u s i n g e x i s t i n g s t a n d a r d
S a t u r n V e n g i n e s , p r o p e l l a n t s , and s y s t e m s , t t d o e s , h o w e v e r , h a v e the
g r e a t e s t i m p a c t on the l a u n c h f a c i l i t y .

A s shown in F i g u r e s 2 - 3 and 2 - 4 , the c o s t e f f i c i e n c y of the SAT - V - 2 3 ( L )

l a u n c h v e h i c l e i s d i r e c t l y c o m p e t i t i v e with the m o d i f i e d S a t u r n Vs with
s t r a p - o n s o l i d m o t o r s { S A T - V - 4 ( S ) B and SAT - V - 2 5 ( S ) ) . T h e d e v e l o p m e n t
of a low c o s t liquid s t a g e f o r s t r a p - o n b o o s t - a s s i s t p u r p o s e s would
f u r t h e r r e d u c e t h e c o s t e f f i c i e n c y of the S A T - V - 2 3 ( L ) l a u n c h v e h i c l e .
A n o t h e r f a c t o r r e s t r a i n i n g t h e p o t e n t i a l p a y l o a d c a p a b i l i t y of the
S A T - V - 2 3 ( L ) v e h i c l e i s the 410-foot h e i g h t l i m i t a t i o n e s t a b l i s h e d a s a
g r o u n d r u l e for t h e N A S 8 - 2 0 2 6 6 s t u d y . F u r t h e r w o r k should be done
t o c o n s i d e r o v e r c o m i n g t h e 410-foot height l i m i t a t i o n s u c h a s i n s t a l l i n g
the payload outside VAB, modification to VAB, e t c .

36
 D5-13183

F u r t h e r studies should be directed toward future refinements of

the vehicle designs and specifically toward possible future applica-
tions. The i n c r e a s e d payload capability and improved cost effective-
ness over that of the existing Saturn V could be u s e d to reduce s i g -
nificantly o v e r a l l m i s s i o n costs by allowing the payloads for these
missions to i n c r e a s e in weight to provide payload design simplifica-
tion. Fox example, a direct lunar shot for Apollo-type missions
could g r e a t l y r e d u c e the cost of the payload package from those r e -
quired for the c u r r e n t LOR h a r d w a r e .

Assuming, manned interplanetary exploration i s an ultimate NASA

goal, it is further recommended that:

a. A study be conducted on a modified u p r a t e d Saturn V

c o r e with 260-inch d i a m e t e r solid m o t o r s t r a p - o n s a s
an " u l t i m a t e " Saturn V uprating step, which, e. g. ,
could eliminate rendezvous a s a r e q u i r e m e n t for manned
fly-by m i s s i o n s and minimize rendezvous f o r m o r e a m -
bitious m i s s i o n s . This method of uprating should be
c o m p a r e d both with the SAT-V-23(L) and -24(L) vehicles
d e s c r i b e d in this study and "low-cost" p r e s s u r e - f e d
s t o r a b l e liquid pod strap-on alternatives; and

b. The feasibility of a stepped uprating p r o g r a m utilizing

a common c o r e be explored which would minimize facili-
ties impact. In other w o r d s , size a modified Saturn V
liquid c o r e that could efficiently accept a s s t r a p - o n
b o o s t - a s s i s t components s e v e r a l different sizes of solid
rocket m o t o r s a n d / o r s e v e r a l different sizes of liquid
pods. Also develop a complementary flexible launch
support equipment concept.

87
 D5-13183-6

Final Report - Studies of Improved Saturn V

Vehicles and Intermediate Payload Vehicles
(P-115)

RESEARCH & TECHNOLOGY

IMPLICATIONS REPORT

Prepared for
NASA - George C. Marshall Space Flight
Center under Contract NAS8-20266

October 7, 1966
INDEXING DATA
DATE OPR T PGM SUBJECT

z-s-cv-4 ':;i..y

•1GNAT0R LOC
Sac - ,

THE ^ / U 7 A ^ COMPANY - SPACE DIVISION

 S T U D I E S O F I M P R O V E D SATURN V E H I C L E S
AND I N T E R M E D I A T E P A Y L O A D SATURN V E H I C L E S (P-115)

RESEARCH & TECHNOLOGY

IMPLICATIONS REPORT
D5-13183-6

FINAL REPORT
P R E P A R E D UNDER CONTRACT N U M B E R N A S 8 - 2 0 2 6 6

SUBMITTED TO
G E O R G E C. M A R S H A L L S P A C E F L I G H T C E N T E R
N A T I O N A L A E R O N A U T I C S AND S P A C E ADMINISTRATION
O C T O B E R 7, 1966

S U B M I T T E D BY
S Y S T E M S ANALYSIS C O N T R A C T O R
T H E BOEING COMPANY
S P A C E DIVISION
LAUNCH SYSTEMS BRANCH
H U N T S V I L L E , ALABAMA
 D5-13183-6

ABSTRACT

T h i s d o c u m e n t r e p o r t s t h e r e s e a r c h and t e c h n o l o g y i m p l i c a t i o n s
involving the S a t u r n vehicles studied u n d e r NASA/MSFC Contract
N A S 8 - 2 0 2 6 6 , " S t u d i e s of I m p r o v e d S a t u r n V V e h i c l e s a n d I n t e r m e d i a t e
P a y l o a d S a t u r n V e h i c l e s fF-115)," f r o m D e c e m b e r 6, 1965, to
O c t o b e r 7, 1966- P h a s e I of t h e study w a s a p a r a m e t r i c p e r f o r m -
a n c e a n d r e s o u r c e s a n a l y s i s to s e l e c t o n e b a s e l i n e c o n f i g u r a t i o n for
e a c h of t h e s i x v e h i c l e s . P h a s e II of the s t u d y i n c l u d e d a fluid and
flight m e c h a n i c s s t u d y , d e s i g n i m p a c t on s y s t e m s , a n d a r e s o u r c e s
a n a l y s i s for e a c h b a s e l i n e v e h i c l e . The intermediate payload vehicle
d e r i v a t i v e s of S a t u r n V a r e a l o g i c a l m e a n s of p r o v i d i n g o r b i t a l p a y -
l o a d c a p a b i l i t y b e t w e e n that of t h e S a t u r n IB and t h e t w o - s t a g e
S a t u r n V. T h e u p r a t e d v e h i c l e s a r e f e a s i b l e c o n f i g u r a t i o n s and
l o g i c a l c a n d i d a t e s for pay-loads in e x c e s s of t h e c u r r e n t S a t u r n V
capability. No m a j o r p r o b l e m a r e a s w e r e i d e n t i f i e d f o r e i t h e r
development or production.

KEY WORDS

Contract NAS8-20266
D5-13183-6
Intermediate Saturn Vehicles
Saturn V
Research Implications
Technology Implications
Problem Areas
Uprated Saturn Vehicles

l
 r
D5-13183-6
££^
FOREWORD

T h i s v o l u m e c o n t a i n s t h e r e s e a r c h and t e c h n o l o g y i m p l i c a t i o n s
r e s u l t i n g f r o m a t e n - m o n t h s t u d y to p r e p a r e t e c h n i c a l a n d r e s o u r c e
d a t a on u p r a t e d p a y l o a d S a t u r n V and i n t e r m e d i a t e p a y l o a d S a t u r n
vehicles. T h i s s t u d y w a s p a r t of a c o n t i n u i n g effort by the N a t i o n a l
A e r o n a u t i c s and S p a c e A d m i n i s t r a t i o n (NASA) to i n v e s t i g a t e t h e c a p a -
b i l i t y and f l e x i b i l i t y of t h e S a t u r n V l a u n c h v e h i c l e a n d to identify
p r a c t i c a l m e t h o d s for d i v e r s i f i e d u t i l i z a t i o n of i t s p a y l o a d c a p a b i l i t y .
NASA C o n t r a c t NAS8-20266 a u t h o r i z e s t h e w o r k r e p o r t e d h e r e i n and
w a s s u p e r v i s e d a n d a d m i n i s t e r e d by t h e M a r s h a l l S p a c e F l i g h t C e n t e r
(MSFC). S-II d a t a w e r e s u p p l i e d by t h e S p a c e & I n f o r m a t i o n D i v i s i o n
of N o r t h A m e r i c a n A v i a t i o n . S - I V B d a t a w e r e s u p p l i e d by t h e M i s s i l e
& S p a c e S y s t e m s D i v i s i o n of D o u g l a s A i r c r a f t C o m p a n y . Launch s y s -
t e m d a t a w e r e s u p p l i e d by t h e D e n v e r D i v i s i o n of T h e M a r t i n C o m p a n y .
Solid m o t o r d a t a w e r e s u p p l i e d by United T e c h n o l o g y C o r p o r a t i o n .
T h e L a u n c h S y s t e m s B r a n c h , A e r o s p a c e G r o u p , S p a c e D i v i s i o n of
T h e B o e i n g C o m p a n y , w a s t h e S y s t e m s A n a l y s i s c o n t r a c t o r for t h i s
study.

P r o g r a m d o c u m e n t a t i o n i n c l u d e s a s u m m a r y v o l u m e , five v o l u m e s
c o v e r i n g v e h i c l e d e s c r i p t i o n s , r e s e a r c h and t e c h n o l o g y i m p l i c a t i o n s
r e p o r t (this d o c u m e n t ) , and a c o s t d o c u m e n t . Individual designations
a r e a s follows:

D5-13183 Summary Document

D5-13183-1 V e h i c l e D e s c r i p t i o n M L V - S A T - I N T - 2 0 , -21
D5-13183-2 Vehicle Description M L V - S A T - V - 3 B
D5-13183-3 Vehicle Description MLV-SAT-V-25(S)
D5-13183-4 Vehicle Description MLV-SAT-V-4(S)B
D5-13183-5 Vehicle Description MLV-SAT-V-23(L)
D5-13I83-6 R e s e a r c h & Technology Implications Report
D5-13183-7 F i r s t Stage Cost Plan

il
 D5-13183-6

TABLE O F CONTENTS

PAGE
A B S T R A C T AND KEY WORDS i
FOREWORD ii
TABLE OF CONTENTS iii
ILLUSTRATIONS iv

1- 0 INTRODUCTION 1

2.0 STUDY R E S U L T S 6

3. 0 AERONAUTICS TECHNOLOGICAL IMPLICATIONS 7

3 . 1 AERODYNAMIC S T A T I C S T A B I L I T Y 7
3. 2 WIND S P E E D E N V E L O P E F O R LAUNCH T O W E R 7
C L E A R A N C E STUDIES

4. 0 E L E C T R O N I C S AND C O N T R O L T E C H N O L O G I C A L 10
IMPLICATIONS
4. 1 L A U N C H TOWER C L E A R A N C E 10
4 , 2 E F F E C T O F C O N T R O L MODES ON V E H I C L E 10
LOADS
4. 3 R A N G E / V E H I C L E COMMUNICATION 11
INTERFERENCE
4 . 3, I R F I n t e r f e r e n c e F r o m A d d e d S t r a p - O n 11
Structure
4. 3. 2 R F I n t e r f e r e n c e F r o m Modified E x h a u s t 12
Plume
4 . 3 . 3 Modified A n t e n n a S y s t e m 12

5. 0 M A T E R I A L S AND S T R U C T U R E S T E C H N O L O G I C A L 14
IMPLICATIONS
5.1 S T A B I L I T Y C R I T I C A L S T I F F E N E D C Y L I N D R I C A L 24
S H E L L DESIGN
5. 2 P A Y L O A D E N V E L O P E WIND S E N S I T I V I T Y 14
5. 3 F L I G H T LOADS P R O B A B I L I T Y 15
5. 4 GROUND WIND LOADS 16

6. 0 LOW COST LIQUID F R O P E L L A N T P O D 18

ill
 D5-I3183-6

ILLUSTRATIONS

P H A S E I LAUNCH V E H I C L E CANDIDATES

S E L E C T E D B A S E L I N E LAUNCH V E H I C L E S
FOR P H A S E n STUDY E F F O R T

T Y P I C A L AERODYNAMIC DATA

T Y P I C A L GROUND WIND S P E E D E N V E L O P E

IV
 1. 0 INTRODUCTION

This r e p o r t s u m m a r i z e s the technological p r o b l e m s involved when

u p r a t i n g the S a t u r n V payload capability o r when using Saturn V stages
f o r m i s s i o n s in t h e p a y l o a d r a n g e b e t w e e n t h e c u r r e n t S a t u r n IB a n d
Saturn V capability.

T h e s t u d y i s p a r t of a c o n t i n u i n g effort by NASA to identify a

s p e c t r u m of p r a c t i c a l l a u n c h v e h i c l e s to m e e t f u t u r e p a y l o a d and
m i s s i o n r e q u i r e m e n t s a s t h e y b e c o m e defined.

The vehicles s t u d i e d w e r e c o m b i n a t i o n s of e x i s t i n g o r m o d i f i e d
Saturn V stages; some vehicles also included b o o s t - a s s i s t components.
A p r i m a r y study r e q u i r e m e n t w a s to m a k e m a x i m u m u s e of e x i s t i n g
Saturn technology and s u p p o r t e q u i p m e n t .

In g e n e r a l , t h e NAS8-20266 study p r o g r a m o b j e c t i v e s w e r e t o :

a. S e l e c t f e a s i b l e and c o s t effective b a s e l i n e v e h i c l e s from.

e a c h of s e v e r a l c a t e g o r i e s ;

b. P r e p a r e sufficient t e c h n i c a l d a t a to define v e h i c l e e n -
v i r o n m e n t s , d e s i g n , c a p a b i l i t i e s , and c h a r a c t e r i s t i c s ;

c. Define s u p p o r t s y s t e m requirements;

d. D e t e r m i n e t h e d a t e that t h e f i r s t flight a r t i c l e could b e

a v a i l a b l e w i t h i n study g r o u n d r u l e s ; and

e. E s t i m a t e c o s t r e q u i r e d for i m p l e m e n t a t i o n of the s y s t e m
p l u s p r o d u c t i o n of t h i r t y flight a r t i c l e s in five y e a r s .

T h e r e w e r e two p h a s e s of study w o r k . Phase I was a twelve-

w e e k effort in w h i c h v e h i c l e p e r f o r m a n c e a n d p r e l i m i n a r y c o s t t r a d e
s t u d i e s w e r e c o n d u c t e d to s e l e c t a f e a s i b l e a n d c o s t effective b a s e -
l i n e v e h i c l e f r o m e a c h of five c a t e g o r i e s (shown in F i g u r e 1-1). An
additional baseline vehicle was later added from Category 4.

F o r e a c h of t h e s i x b a s e l i n e v e h i c l e s s e l e c t e d ( s e e F i g u r e 1-2),
P h a s e II d i r e c t e d t h e effort to defining g r o u n d and flight e n v i r o n -
m e n t s , defining s y s t e m d e s i g n and r e s o u r c e i m p a c t for e a c h s t a g e
and the total vehicle, and determining vehicle mission capabilities
and c h a r a c t e r i s t i c s .

1
GROUND RULES
MAX VEHICLE A A A
S I Z E - 4 1 0 FT
MAX M S - H
SIZE 1160 IN M5-IVB MS-IVB MS
MAX M S - I V B MS-IVB
SIZE 3SOK
PROPELLANT ^
AT MR 5 :i MS-II MS-H MS-II MS
MAX PAYLOAC
5 LB/FT-3 S-ll
(2 STG) tf
I I LB/FT3 MS-IC MS-IC MS-IC MS
(3 STG) 9-1C + SRM
STD:STANDARD
+ SRM +
flL=CHANGE IN
STAGE LENGTH •m w
LAUNCH INT-21 S A T - V - 3 B S A T - V - 4 ( S ) B SAT-V-22(S) S A T - V -
VEHICUE I NT-20

CATEGORY

ADVANCED STD J-2 ADVANCED STD J-

THIRD ENGINE ENGINE
STAGE
0, L VARIABLE A L VARIABLE A L VARIABLE A L VAR

ADVANCED ADVANCED
STD J - 2 S STD J - 2 3 STO J - 2 S STD J
SECOND ENGINES ENGINES

STAGE i L - D i j L - 0 A L VARIABLE flL VARIABLE A L VARIABLE A L VAR

STD F - l s STD F - l S 5 XI.6M STD F - l 5 STD F - l ' a STD F

FIRST
F-t ENGINES
STAGE A L - O
AL - 0 A L VARIABLE A L VARIABLE A L VARIABLE 6 L VAR

A X 120 I N 4 X 120 IN 4 X 15
STRAP-ON DIA SOLID DIA SOLID DIA S
COMPONENTS MOTORS MOTOR S MOTO

F I G U R E [-1 P H A S E I LAUNCH VEHICLE CANDIDATES

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FIGURE l-^ SELECTED BASELINE LAUNCH VEHICLES FOR PHASE II S
 D5-13183-6 ^WBOKgy,

The launch vehicles in Categories 1 and 2 are Saturn V stage

combinations for missions in the payload range between the current
Saturn IB and Saturn V payload capability. The launch vehicles in
Categories 3, 4, and 5 are advanced Saturn V configurations with
payload capabilities beyond that of the existing Saturn V.

The five categories of vehicles are as follows:

Category 1 (MLV-SAT-INT-20) during Phase I was a family of

two-stage launch vehicle candidates with standard size S-IC and S-IVB
stages using standard F-l engines (three, four, and five) and a stand-
ard J-2 engine. A single baseline launch vehicle (Figure 1-2) was se-
lected for the Phase II study effort.

Category 2 (MLV-SAT-INT-21) during Phase I was a family of

two-stage launch vehicle candidates with standard size S-IC and S-II
stages using standard F-l engines (three, four, and five) and J-2
engines (three, four, and five). A single baseline launch vehicle
(Figure 1-2) was selected for the Phase n study effort.

Category 3 (MLV-SAT-V-3B) during Phase I was a family of

two- and three-stage launch vehicle candidates with modified Saturn V
stages using various types, numbers, and thrust levels of advanced
engines in the upper stages and uprated F-l engines in the modified
S-IC stage. A single baseline launch vehicle (Figure 1-2) was selected
for the Phase II study effort.

Category 4 included modified Saturn V launch vehicles with strap-on

solid motor boost-assist components. Three families of vehicles were
studies as follows:

a. M-LV-SAT-V-4{S)B during Phase I was a family of two- and

three-stage launch vehicles with modified Saturn V stages, standard
F-l and J-2 engines with strap-on 120-inch diameter (five, six, and
seven segmented) solid motors. A single baseline launch vehicle
(Figure 1-2) was selected for the Phase II study effort.

b. MLV-SAT-V-22(S) during Phase I was a family of two- and

three-stage launch vehicles with modified Saturn V stages using various
types, numbers, and thrust levels of advanced engines in the upper
stages, a modified S-IC stage with standard F-l engines in the first-
stage, and strap-on 120-inch diameter (five, six, and seven segmented)
solid motors. No launch vehicle in this family was studied beyond
Phase I.

4
 D5-13183-6 &CFMW4
3^
c. MI/V~-SAT-V-25{S) during P h a s e I was a family of two- and
t h r e e - s t a g e launch vehicles with modified Saturn V s t a g e s , standard
F - l and J - 2 engines, and strap-on 156-inch d i a m e t e r (two, t h r e e ,
and four segmented) solid m o t o r s . A single b a s e l i n e launch vehicle
(Figure 1-2) was selected for the P h a s e II study effort.

Category 5 included modified Saturn V launch vehicles with strap-on

b o o s t - a s s i s t liquid propellant pods. Two families of vehicles w e r e
studied a s follows:

a. MLV-SAT-V-23(J_) during P h a s e I was a family of two- and

t h r e e - s t a g e launch vehicles with modified Saturn V stages, standard
F - l and J - 2 engines, and four strap-on liquid propellant pods, each
using two standard F - l engines. A single baseline launch vehicle
{Figure 1-2) was selected for the P h a s e II study effort..

b. MLV-SAT-V-24(L,) during P h a s e I was a family of two- and

t h r e e - s t a g e launch vehicles with modified Saturn V stages using various
types, n u m b e r s , and t h r u s t levels of advanced engines in the upper
stages, a modified S-IC stage with uprated F - l engines, and four
liquid propellant pods each containing two uprated F - l engines. No
launch vehicles in this family w e r e studied beyond P h a s e I.

5
 D5-13183-6 •«OM5»V4gVv

2.0 STUDY RESULTS

The six b a s e l i n e vehicles studied under the contract a r e logical

configurations and candidates for payloads ranging from 78,000 pounds
to 579,000 pounds to a 100 N. M. E a r t h orbit.

All eight configurations of the i n t e r m e d i a t e launch vehicles studied

during the t r a d e study phase a r e feasible using existing Saturn V stages
with minimum modification. These vehicles have payload capabilities
ranging from 73,000 pounds to 255,000 pounds and provide a family
of flexible and c o s t effective launch vehicles which a r e available within
the n o r m a l lead time required for the stage elements (2 y e a r s } .

The four u p r a t e d baseline vehicles a r e feasible configurations and

logical candidates for payloads in excess of the c u r r e n t Saturn V c a p a -
bility. No m a j o r problem a r e a s for development, production, o r
flight environmental c h a r a c t e r i s t i c s w e r e identified. The i n c r e a s e d
payload capability and improved Cost effectiveness over that of the
existing Saturn V could be u s e d to reduce o v e r a l l m i s s i o n c o s t s . For
some m i s s i o n s , i n c r e a s e d payload capability can be used to simplify
the mission m o d e and thus r e s u l t in l e s s complex payload designs
and fewer components. F o r example, a d i r e c t lunar shot for Apollo-
type m i s s i o n s could g r e a t l y r e d u c e the c o s t s of the payload package
from those c o s t s required for the c u r r e n t LOR h a r d w a r e by the
elimination of the lunar rendezvous.

Explanation of the technical and r e s o u r c e data on this contract

is s u m m a r i z e d and reported in detail in the following documentation:

D5-13183 Summary Document

D5-13183-1 Vehicle Description MLV-SAT-INT-20, -21
D5-13183-2 Vehicle Description MLV-SAT-V-3B
D5-13183-3 Vehicle Description MLV-SAT-V-25(S)
D5-13183-4 Vehicle Description MLV-SAT-V-4(S)B
D5-13183-5 Vehicle Description MLV-SAT-V-23(L)
D5-13183-6 R e s e a r c h & Technology Implications Report
D5-13183-7 F i r s t Stage Cost Flan

6
 D5-13183-6

3. 0 AERONAUTICS TECHNOLOGICAL IMPLICATIONS

3.1 AERODYNAMIC STATIC STABILITY

3,1.1 P r o b l e m Definition

The uprated Saturn V launch vehicles a r e aerodynamically unstable

during boost flight. The amount of aerodynamic instability is one of
the major factors that d e t e r m i n e s the thrust vector control r e q u i r e -
ment. The uprated launch vehicles that use boost a s s i s t components
a r e difficult to analyze because of the complex flow fields about the
core vehicle and the strap-on solid m o t o r s o r liquid propellant pods.
E s t i m a t e s of the total n o r m a l force contribution to the core vehicle
a r e difficult to make because of the c a r r y o v e r from the strap-on to
the core vehicle and the c a r r y o v e r from the core vehicle to the
strap-on s. The effect of the gap between the c o r e vehicle and the
s t r a p - o n and t h e effect of the s t r a p - o n on fin o r engine shroud effec-
tiveness a r e also difficult to determine. The lack of experimental
data and the inability of the various theoretical methods to analyze
these complex vehicles add to the difficulties.

3.1. Z Solution Approach

It i s r e c o m m e n d e d that wind tunnel t e s t s be conducted on a Saturn

V uprated configuration that u s e s solid s t r a p - o n m o t o r s for boost
a s s i s t to d e t e r m i n e the effect of the s t r a p - o n m o t o r s on the vehicle
aerodynamic coefficients. The t e s t s should determine the i n c r e m e n t
in the aerodynamic coefficients so that the r e s u l t s can be applied to
other vehicles with a minimum of effort,

Typical wind tunnel data would have a variety of u s e s if it

followed the form shown on F i g u r e 3-1.

3. 2 WIND SPEED ENVELOPE FOR LAUNCH TOWER CLEARANCE

STUDIES
3.2.1 P r o b l e m Definition

In the definition of launch tower c l e a r a n c e , the 99 percentile

ground wind speed envelope i s used. This wind speed envelope is
the r e s u l t of a statistical analysis of ground windB m e a s u r e d over
a number of y e a r s in a clear field at P a t r i c k Air F o r c e B a s e at
various altitudes and c o r r e l a t e d with the power law U = Ui (Z/Z^J
A wind speed envelope determine in this m a n n e r could be different
from what a Saturn V type launch vehicle experiences because of
l a r g e p r o t u b e r a n c e s around the launch vehicle. The schematic in
F i g u r e 3-2 i l l u s t r a t e s the problem.
7
 D5-13183-6 Fjm

C O R E ONLY

S T R A P - O N MOTOR S
STRAP-ON MOTORS, RAP-ON MOTORS,
F I N S & SHROUDS u
& SHROUDS
N STRAP-ON MOTORS
O U

/V, CORE ONLY

MACH NO. MACH NO.

(0
C O R E ONLY
M
O
H GAP/DS.0. =0
0 C O R E WITH
STRAP-ON
MOTORS
0
i
P.
<

en

MACH NO.

F I G U R E 3-1 T Y P I C A L AERODYNAMIC DATA

8
 D5-13183-6

-ESTIMATED WIND SPEED

99 P E R C E N T I L E ENVELOPE OVER LUT DECK
PATRICK A . F . B.
(NO PROTUBERANCES)

\ h

a
i-j

H MOBILE
LAUNCHER

HARDSTAND
s. L. WIND SPEED
FIGURE 3-2 TYPICAL GROUND WIND SPEED ENVELOPE

Differences between a wind speed envelope determined in a clear field and

that experienced by a Saturn V launch vehicle will r e s u l t in differences in the
aerodynamic disturbing moment on the vehicle which would affect the liftoff
trajectory .

3 2 2 Solution Approach

T h e o r e t i c a l e s t i m a t e s of the induced wind velocity should be made

using the Schwarz Chrigtoffei t h e o r m o r other complex transformations
to update the wind speed envelope. T h e s e theoretical e s t i m a t e s of
the induced velocity over the hardstand and the mobile launcher can be
u s e d to d e t e r m i n e , m o r e a c c u r a t e l y , the wind speed envelope that
the launch vehicle will experience and to c o r r e l a t e the experimental
wind speed data that is now being obtained on the mobile launcher.

9
 4 . 0 ELECTRONICS AND CONTROL, TECHNOLOGICAL. IMPLICATIONS

4.1 LAUNCH TOWER CLEARANCE

4. 1.1 P r o b l e m Definition

L a r g e launch vehicles of the nature of those considered in this study e x -

perience high horizontal translations during lift-off when subjected to design
winds and biased with off nominal design and construction p a r a m e t e r s .
L a r g e drift distances and the resulting probability of tower collision can
r e q u i r e extensive modification to existing launch pad facilities,

4. 1. 2 Solution Approach

Investigate the effect of distributed aerodynamics on vehicle lift-off

t r a j e c t o r y and extend the study of lift-off dynamics to include r e p r e s e n t a -
tion of r e s t r a i n e d r e l e a s e and malfunction conditions (engine loss). P a r a -
m e t e r i z e rigid body control s y s t e m feedback loops to minimize drift d i s -
tance while remaining within attitude (guidance) c o n s t r a i n t s , A six degree
of freedom digital simulation should be used tb conduct these studies.

4. 2 E F F E C T OF CONTROL MODES ON VEHICLE LOADS

4.2.1 P r o b l e m Definition

The effect of a l t e r n a t e control modes on gimbal r e q u i r e m e n t s was examined

during the course of these studies. These r e s u l t s showed that the effect of
varying control modes on gimbal displacement was negligible, and that one
control system could not be recommended over another on the basis of r e -
duced TVC r e q u i r e m e n t s . This result does not p r e c l u d e , however, the
possible advantage of one control system over another in the a r e a of reducing
bending loads. Limited studies showed differences in m a x i m u m bending
responses of 12 p e r c e n t and 5 percent r-espectively for the MLV-Saturn V-3B
and the MLV-Saturn V-4(S)B vehicles when comparing an attitude-attitude
r a t e control s y s t e m to attitude -attitude r a t e with angle of attack feedback.
These r e s u l t s w e r e obtained without optimizing control gains for load relief
and using synthetic wind r e p r e s e n t a t i o n s .

The amount of load reduction available by control s y s t e m s optimisation

is a function of c o n t r o l mode, vehicle configuration, and the nature of the
wind forcing input. T h e s e effects should be a s s e s s e d to provide information
upon which selections of optimum control s y s t e m s for the uprated Saturn
family of vehicles may be based.

10
 D5-13183-6
^

4. 2. Z Solution Approach

A comprehensive study is indicated uaing candidate control s y s t e m s with

gains optimized for load relief. In o r d e r to d e t e r m i n e the relative effect of
varying vehicle configuration, it is suggested that the family of u p r a t e d and
intermediate Saturn V vehicles in its entirety be examined. Selected vehicles
among t h e s e should be examined using both synthetic and r e a l wind r e p r e s e n t a -
tions which a r e consistent with each other. A number of m e a s u r e d (Jimsphere)
profiles of varying severity would be selected and consistent synthetic profiles
having the s a m e peak wind magnitude at the s a m e altitude would be constructed.
Wind s h e a r of the synthetic profiles would be adjusted to give the s a m e peak
bending r e s p o n s e using nominal attitude-attitude r a t e control before control
systems optimizations for load relief a r e begun. Stability analyses using the
elastic p r o p e r t i e s of the vehicles and varying s e n s o r placement to a s s u r e
practicability of the control gains selections and optimizations would be
required,

The feasibility of employing multiple s e n s o r s and weighted control s y s t e m s

feedbacks to limit vehicle elastic bending r e s p o n s e should be examined,

4. 3 RANGE/VEHICLE COMMUNICATION INTERFERENCE

4.3.1 - R F Interference F r o m Added Strap-On Structure

4. 3.1.1 P r o b l e m Definition

The addition of s t r a p - o n boosters, either liquid or solid, may place

the s t r u c t u r e of the booster in a position that i n t e r f e r e s with antenna
look angles from the vehicle to the ground station. Each antenna on the
Saturn V stages should be considered to determine if s t r u c t u r e o b s c u r e s
line of sight to any ground station.

The s t r u c t u r e of the s t r a p - o n booster also may modify the antenna

radiation p a t t e r n s . The booster structure acts as reflectors which will
modify the radiation c h a r a c t e r i s t i c s of each antenna.

4, 3.1. 2 Solution Approach

Antenna radiation p a t t e r n tests should be conducted on an antenna

range using models of the vehicles with s t r a p - o n b o o s t e r s . These t e s t s
should be p e r f o r m e d for all of the antenna s y s t e m s on every stage. A
complete description of an antenna's radiation field a s it exists in space
about the vehicle should be plotted. The t e s t s and plotting of data should
be conducted to the s a m e groundrules as the data p r e s e n t e d in Boeing
Document D5-155a6-l, May 16, 1966, title: "Saturn V Antenna Systems
AS-501, " conducted for contract NAS8-5608.

11
 D5-13183-6

4. 3.1. 2 Solution Approach (Continued)

It m a y be n e c e s s a r y t o r e l o c a t e t h e a n t e n n a s by m o v i n g t h e m o u t w a r d
f o r w a r d , o r t o a d i f f e r e n t a n g u l a r p o s i t i o n to i m p r o v e t h e r a d i a t i o n
p a t t e r n a n d / o r l o o k a n g l e . It m a y a l s o be n e c e s s a r y to c h a n g e t h e d e s i g n
of the a n t e n n a s y s t e m s t o i m p r o v e the r a d i a t i o n p a t t e r n .

4. 3 . 2 R F I n t e r f e r e n c e F r o m Modified E x h a u s t F l u m e

4. 3 . 2 . 1 P r o b l e m Definition

The u p r a t e d v e h i c l e s h a v e e n l a r g e d e x h a u s t p l u m e s due to i n c r e a s e d
m a s s flow. The s o l i d s t f a p - o n m o t o r s a l s o add d i f f e r e n t e x h a u s t p r o -
d u c t s , i n c l u d i n g m e t a l p a r t i c l e s , w h i c h i n c r e a s e the d e g r a d a t i o n of t h e
RF system.

4. 3 . 2. 2 Solution Approach

The c o m m u n i c a t i o n d a t a r e c o r d e d f r o m T i t a n III flights s h o u l d be

e v a l u a t e d t o d e t e r m i n e R F i n t e r f e r e n c e t h r o u g h t h e e x h a u s t p l u m e of
c o m b i n e d l i q u i d e n g i n e s a n d s o l i d r o c k e t m o t o r s . T h i s d a t a s h o u l d be
c o r r e l a t e d to d a t a f r o m S a t u r n I flights a n d o t h e r s o u r c e s of R F i n t e r -
ference data through exhaust p l u m e s . This evaluation should consider
t h e R F i n t e r f e r e n c e a s a function of a n t e n n a look a n g l e , ' u s i n g t h e look
a n g l e c u r v e s in S e c t i o n 5. 2 . 7 of d o c u m e n t s D5-13183-3, - 4 , a n d - 5 .

4. 3 , 3 Modified Antenna System

4.3.3.1 Problem Definition

The i m p r o v e m e n t s t u d y i n d i c a t e d a r e q u i r e m e n t to p l a c e a r e d u n d a n t
s e t of M 3 - I C a n t e n n a s on t h e s t r a p - o n b o o s t e r s which w o u l d be u s e d
p r i o r to s t a g i n g of t h e s t r a p - o n b o o s t e r s . The s t r a p - o n b o o s t e r s h a v e R F
s y s t e m s i n d e p e n d e n t of t h e S a t u r n V, but r e q u i r e c o m b i n a t i o n of the
f o u r b o o s t e r R F c i r c u i t s on t h e M S - I C a n d r e d i s t r i b u t i o n t o a n t e n n a s on t h e
s t r a p - o n s . The l o n g e r c i r c u i t p a t h s a n d a d d e d s w i t c h i n g f r o m the t r a n s -
m i t t e r s t o the a n t e n n a s m a y p r o d u c e i n c r e a s e d R F d e g r a d a t i o n a s w e l l
as presenting h a r d w a r e p r o b l e m s for the proposed s y s t e m .

4. 3. 3 . 2 Solution A p p r o a c h

The m o d i f i e d a n t e n n a s y s t e m s p r o p o s e d (in S e c t i o n s 6. 1. 4 of d o c u m e n t s
D5-13183-3, - 4 , a n d -5) f o r u s e w i t h the s t r a p - o n b o o s t e r s s h o u l d be
e v a l u a t e d a n a l y t i c a l l y , a n d t h e n t e s t e d with a s y s t e m s b r e a d b o a r d u s i n g
S-IC components.

12
 D5-13183-6 ^MKggi

4. 3. 3. 2 Solution Approach (Continued)

The r e s u l t s of this investigation would be to determine a r e a s of RF

systems adequacy, r e c o m m e n d changes to the Saturn V s y s t e m s , and
define further testing r e q u i r e d . It is n e c e s s a r y to investigate the R F
systems for the upper stages as well as the MS-IC to a s s u r e adequare
communication i o r the vehicle.

13
 D5-13183-6

5. 0 MATERIALS AND STRUCTURES TECHNOLOGICAL IMPLICATIONS

5.1 STABILITY CRITICAL STIFFENED CYLINDRICAL SHELL DESIGN

5.1.1 P r o b l e m Definition

Since the original design of the Saturn V vehicle, s e v e r a l methods of

analyses have been developed to m o r e accurately predict the load-carrying
capability of s t a b i l i t y - c r i t i c a l axially c o m p r e s s e d stiffened cylinders. How-
ever, none of these methods have been proved r e l i a b l e for all stiffened
cylinder configurations applicable to the Saturn V vehicle. One of these
methods, developed by Boeing, {Ref. D5-13272) c o n s i d e r s all t h r e e possible
modes of instability failures and has been partially verified with r e s u l t s from
the S-IC c o r r u g a t e d intertank test p r o g r a m and f r o m various t e s t data in the
l i t e r a t u r e . This method is currently being extended to account for the in-
c r e a s e in l o a d - c a r r y i n g capability due to p r e s s u r e stabilization.

5.1. 2 Solution Approach

1. Verify by test and analyses the validity and r a n g e of application of

the available analytical p r o c e d u r e s including the method developed
by Boeing.

2. Compare r e s u l t s of the various methods.

3. Use the b e s t of these methods for each type of sti0ehed cylinder

applicable to the Saturn V vehicle and r e - e v a l u a t e the various uprated
Saturn V vehicles for possible weight savings and i n c r e a s e d r e -
liability.

5. 2 PAYLOAD ENVELOPE WIND SENSITIVITY

5, 2.1 P r o b l e m Definition

The i n t e r m e d i a t e vehicles INT-20 and INT-21 w e r e studied using the

Apollo payload shape and were shown to have adequate strength without modi-
fication using c u r r e n t Saturn wind c r i t e r i a . Due to the limited volume of the
Apollo envelope, and l a r g e r payload weights afforded by these vehicles for
orbital m i s s i o n s , payload densities a r e relatively high. Actually these
vehicles have considerably m o r e v e r s a t i l i t y for c a r r y i n g pay loads of higher
volume and lower density during extensive periods of the year. This v e r s a -
tility is available from two s o u r c e s : (1) using reduced factors of safety for
un-manned m i s s i o n s , and (2) from reduced wind magnitudes which exist
during periods of the year for which launches may be planned.

14
 D5-13183-6

5.2,2 Solution Approach

In o r d e r to define the versatility which exists in this r e s p e c t , it is

suggested that comprehensive analyses be p e r f o r m e d using a family of pay-
load shapes and s i z e s and winds of varying magnitude a s defined by MSFC
c r i t e r i a for each month of the y e a r . Payload length limits would be e s t a b -
lished for each month of the year as a function of peak wind speed for manned
and un-manned f a c t o r s of safety within the s t r u c t u r a l Capability of these
vehicles. F r o m t h e s e data estimates of launch availability v e r s u s month of the
year may be obtained for payloads of varying size on a probabilistic b a s i s .
Such, information i s very desirable for planning p u r p o s e s .

5. 3 FLIGHT LOADS PROBABILITY

5.3.1 P r o b l e m Definition

Generally speaking synthetic wind r e p r e s e n t a t i o n s which have been

developed from s t a t i s t i c a l analysis of m e a s u r e d wind data do not produce
loads responses with the same probability, i. e. , t h e r e is no d i r e c t c o r r e l -
ation between the probabilities of peak wind speed, wind shear, altitude,
and direction, and load exceedance probability. C u r r e n t l y t h e r e a r e i n -
sufficient data upon which to base computation of the combined probability
of ail wind p a r a m e t e r s so that even synthetic c r i t e r i a m u s t still be selected
through e x e r c i s e of sound engineering judgments. Obviously c o n s e r v a t i s m
is a desirable consideration in this case. T h e r e a r e sufficient m e a s u r e d
winds, however, to approach the problem from the d i r e c t load exceedance
standpoint. Improved wind m e a s u r e m e n t systems a r e producing higher
resolution profiles. It should be possible to use these data coupled with
other m e a s u r e d wind information to compute load exceedance probability
from s t a t i s t i c a l samples of m e a s u r e d profiles. This approach would reduce
the need for c o n s e r v a t i s m associated with engineering judgments which have
been r e q u i r e d in the past in the development of synthetic profiles.

5. 3. 2 Solution Approach

Up to this t i m e such solutions have not been practicable due to the limited
wind information available, extensive computer times r e q u i r e d to obtain solu-
tions for adequate statistical samples of m e a s u r e d profiles, limited accuracy
of the profiles t h e m s e l v e s , and absence of c o r r e l a t i o n s between mean wind and
random turbulence r e s p o n s e s . As a result, no methods have been tailored to
this purpose which encompass the complete solution.

In o r d e r to obtain loads of known exceedance probability the following is

required:

15
 D5-13183-6 ^gEgX/Vg-V.

5.3.2 Solution Approach (Continued)

1. Development of high speed digital or analog simulations to obtain

probability distributions of loads r e s p o n s e s to s t a t i s t i c a l samples of m e a n
winds.

2. Utilization of J i m s p h e r e data to obtain power s p e c t r a l densities of

random turbulence and a s s o c i a t e d m e a n wind p r o f i l e s .

3. Statistical o r d e r i n g of vehicle r e s p o n s e s to mean winds and random

turbulence and c o r r e l a t i o n of these responses using vehicle responses to
t o t a l wind profiles ( J i m s p h e r e ) .

The r e s u l t would be bending load probability distributions for d e s i r e d

launch periods a s functions of launch azimuth for c r i t i c a l vehicle stations
for all times during boost. Such information would be very valuable to
a s s i s t in the selection of design c r i t e r i a for the advanced Saturn family of
vehicles. In addition, c o r r e l a t i o n s of these r e s u l t s could be made with
synthetic profiles developed through statistical analysis of the winds t h e m -
s e l v e s . This would provide consistent synthetic c r i t e r i a for u s e in design
studies and the relationships between p r i m a r y wind statistical p a r a m e t e r s and
the s t a t i s t i c a l p r o p e r t i e s of vehicle r e s p o n s e s .

5. 4 GROUND WIND LOADS

5. 4.1 P r o b l e m Definition

Computation of t h e ground winds loads r e s p o n s e for l a r g e launch vehicles

is one of the m o s t problematic a r e a s faced in the c o u r s e of vehicle design.
Limited knowledge of wind forcing functions and the coupled elastic r e s p o n s e
to random v o r t e x shedding has historically r e q u i r e d wind tunnel verification
o r total r e l i a n c e on wind tunnel r e s u l t s . Vehicle s i z e has p r o g r e s s e d to the
point where limited knowledge of scaling relationships seriously hinders
application of wind tunnel r e s u l t s . Considerable time and effort is being
spent on the c u r r e n t Saturn V p r o g r a m to l e a r n m o r e about this problem area
including full s c a l e ground winds testing using the AS-500F vehicle. An
effort should be made to a s s e m b l e all available knowledge from this and other
s o u r c e s and to extrapolate the r e s u l t s to the l a r g e r uprated configurations.
In addition, wind tunnel t e s t s of u p r a t e d Saturn configurations will be required.

5.4.2 Solution Approach

Apply t h e s e r e s u l t s to the l a r g e r uprated Saturn configurations and obtain

r e v i s e d ground wind loadings for design p u r p o s e s .

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5. 4 . 2 Solution Approach (Continued)

1„ P l a n and conduct wind tunnel t e s t s to establish ground wind load

r e s p o n s e s of u p r a t e d configurations.

2. Utilize this information and c u r r e n t Saturn V analysis and t e s t

r e s u l t s to extend analyses methods to include the l a r g e r uprated vehicles.

3. Revise ground wind loads for design p u r p o s e s based on these

results.

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6. 0 LOW COST LIQUID PROPELLANT POD

L a r g e p r e s s u r e fed liquid engine systems for b o o s t - a s s i s t and for booster

application a r e feasible, and approach the simple s y s t e m s and s t r u c t u r e s of
solid rocket m o t o r s .

6. 1 PROBLEM DEFINITION

The use of liquid propellant pods for b o o s t - a s s i s t on the MLV-SAT V-23(L)

configuration provided a flexible method for vehicle uprating. However, the
pod design was b a s e d on S-IC technology and concepts which result in higher
costs than for solid m o t o r s .

I The use of a p r e s s u r e fed engine(s) and monocoque propellant tank

s t r u c t u r e can m a k e the pods competitive with solid m o t o r s on a cost b a s i s .

I The liquid propellants a r e cheaper than solid propellants, and transportation

and handling of the dry stage is e a s i e r . The specific impulse of the liquid
pod is better than the solid m o t o r s which provides a performance advantage.

6. 2 SOLUTION APPROACH
;
The feasibility of a simplified liquid pod design which will be c o s t -
competitive with solid m o t o r s should be determined. The design should be
optimized from a cost and reliability standpoint, with l e s s e r emphasis on
performance.
Evaluation of pod components and s y s t e m s to define performance
J c h a r a c t e r i s t i c s and cost would lend not only to understanding the specific
r e a s o n s for cost differences, but also to identify m e a n s of optimizing cost
effectiveness. The potential of incorporating the following into the pod d e -
sign should r e c e i v e attention:
a. Simplified engine - eliminate turbopump (pressure-fed) - minimum
valves and controls.

b. Simplified p r e s s u r i z a t i o n system - minimum complexity and com-

ponents, and simple controls.

c. Simplified propellant tankage (monocoque structure) and thrust

s t r u c t u r e , made of inexpensive m a t e r i a l s and fabrication techniques,
r e q u i r i n g minimum inspection and testing.

d. Storable propellants and p r e s s u r i z a t i o n g a s e s , packaged, and sealed.

T h e s e a n a l y s e s of a low-cost pod should be compared in size and cost-

effectiveness to the cryogenic pump-fed pod and solid m o t o r s used in the
studies under NAS8-20266.
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