EANBIT VEFERE C= Sune'25, 1969 GEORGE CULTESZITY ‘HUNTSVILLE, ALABAMA TECHNICAL INFORMATION SUMMARY APOLLO-11 (AS-506) APOLLO SATURN V SPACE VEHICLE PREPARED BY: S&E-ASTR- S&E-ASTN-ESD S&E-AERO-P NATIONAL AERONAUTICS AND SPACE ADMINISTRATIONS MSFC - Form 2646 (December 1965)| == round Power “28 A REOPEN PAD BE sttery Power ~-215_ -24 Install § Connect Batteries [eae =al [Power Transfer Test “10 5 [Move ss to Park Site mee Gill OPE Replenish petvact Primary Bamper 2. os i recycle in neces] a 7 fhe cdunt will be Crew Ingress [J peed op at th9 point =30' Power Transtar Tes LOX THe [BO] s-1V8 LOX Load TiS ING COMM EEaS7) 5.11 Lox Lea ear eee A (=a) 51 tox a apr toa power Tmnseee Ay Asevb ce: si uy Load EDD Faor —_fuits 1 coure| fe TSeeppes fring his Sime RIC Vert 55V8 Ug Load SHIe Vent Closed Retract S-IC oe infertant Service Ar || vw Guidance Reference Release L Retract SIC Forward $e SIC Ignition All 5:IC Engines Operating Launch Commit-Release Holddown Arms OS | UETOFE Hours +} Minutes —>f+ Seconds Countdaun Sequence Figure _tDDAS DEE. deg Dia EBW ECO ECS EDS EAR Eng Elec EPO EOM ESE EVA FL Feo FM Fwd ‘AEC Gal Nz cox Gpm GRR GSE Ge GuID ABBREVIATIONS AND ACRONYMS Alternating Current Accelorometer ‘Amplitude Modulation Ampere Auxiliary Propulsion System Automatic Cutofé Counterclockwise Command Communication System Center Engine Cutoff Center of Gravity Central Instrumentation Facility Computer Interface Unit Command Module Conmand and Service Nodule Crawler Transporter Clockwise Direct Current Digital Command System Digital Data Acquisition System Digital Events Evaluation Degree Diameter Exploding Bridgewire Engine Cutoff Environmental Control Assembly uergency Detection System Engine Mixture Ratio Engine Electric (Electrical) Earth Parking Orbit End of Mission Electrical Support Equipment Extra Vehicular Activity S-IC Engines Flight Control Computer Frequency Modulation Forward Grumman Aircraft Engr. Corp. Gallon (s) Gaseous Nitrogen Gaseous Oxygen Gallon per minute Guidance Reference Release Ground Support Equipment Gaseous Helium Guidance Ha He We HOSC ue He 1M 1M in 1. 3-2 KSC Lat Lbs Lec LES LET u LIEF 1.0. LOR. LOX LW LNDA LvDe Hydrogen Helium High Pressure Huntsville Operations Support Center Hour Hertz (one cycle per second) International Business Machines Interative Guidance Mode Inch Instrument Unit S-IVB & S-IT Engines Kennedy Space Center Lateral Pounds Launch Control Center Launch Escape System Launch Escape Tower Liquid Hydrogen Launch Information Exchange Facility Lunar Module Liftoff Lunar Orbital Rendezvous Liquid Oxygen Launch Vehicle Launch Vehicle Data Adapter Launch Vehicle Digital Com puter Maximum Maximum dynamic pressure Mechanical Mission Control Center MacDonnel Douglas Corporation Mega Hertz (1 Million Hertz) Minute Model Multiplexer scellaneous Mobile Launcher Mixture Ratio Manned Spacecraft Center Marshall Space Flight Center Manned Space Flight Network Mobile Service StructureNAR NASA No NMI (n.mi.) oar, 08¢O 2 P (p) PAM Pat POO POI Press Prep psi Psig Psia PU R (r) RCA RCS su SPs sys TBC ‘TDSE Temp om TI ™ wv tVve ABBREVIATIONS AND ACRONYMS (Cont'd) North American Rockwell USB National Aeronautics and Space Administration vel Number vac Nautical Mile VAB Overall Test Equipment vde Outboard Engine Cutoff var Oxygen Pitch ee Pulse Amplitude Modulation Pulse Code Modulation Symbols Undersireable Launch Vehicle Longitudinal Oscillations b Parking Orbit Insertion 8 Pressure Preparation ay Pounds Per Square Inch ap Pounds per sq. in. (gravity) ty Pound per sq. in. (absolute) ir Propellant Utilization fp ty Roll ir Radio Corp. of Anerica Reaction Control systen Radio Frequency Ramjet Fuel (used for 8-16 Hydro Fluid) $-1¢ Propellant Revolutions per minute Range Safety Officer Spacecraft Second Separation Spacecraft Lunar Module Adapter Service Module Service Module Propulsion System System (with subscript) Time Base The Boeing Company Transportation, Docking and Ejection Temperature Used in countdown, time left until Launch Translunar Injection Telemetry Television Thrust Vector Control Unified $-Band Velocity Volts, alternating current Vehicle Assembly Building Volts, Direct Current Very High Frequency (30-300 mlz) Yaw Delta ‘Thrust Vector Angular Deflection Velocity Increment Vehicle Attitude, Pitch Vehicle Attitude, Yaw Vehicle Attitude, Roll Vehicle Attitude Rate, Pitch Vehicle Attitude Rate, Yaw Vehicle Attitude Rate, RollFigure wEVaueenr 22 23 24 25, 26 28 30 31 32 GENERAL INFORMATION Abbreviations List of Figures Mission Summary Distribution List LIST OF FIGURES Title GENERAL Countdown Sequence, .... 11. Mission Profile Lunar Descent and Ascent Phases , , Spacecraft Re-entry and Splashdown, Space Vehicle... .... 005 KSC - Launch Complex 39)... . Mobile Launcher...) . ees + Integrated Launch ESE |. |... SPACE VEHICLE S-IC/S-II Stage Flight Sequencing . S-II/S-IVB Stage Flight Sequencing. S-IVB Stage Flight Sequencing . . . S-IVB Stage Flight Sequencing . . . Alternate Time Base Sequencing. . . Guidance and Control System... . Bnergency Detection System. . . + . Secure Range Safety System... . « ‘Typical LV Stage Measuring System . Measurement Summary... 2+ ++ Vehicle Tracking Systems... . . Space Vehicle Weight vs Flight Time S-IC STAGE S-IC Configuration .....--- S-IC F-l Engine System . S-IC Propellant System... . 7 S-IC Thrust Vector Control System . S-IC Electrical Power and Distribution S-IC Telemetry System... . + + S-II_ STAGE S-II Configuration... sees S-II J-2 Engine System... ++ S-II Propellant System S-II Thrust Vector Control System . S-II Propellant Management System . Trajectory Information ~~ Boost to TLI 10 12 15 7 19 21 aL 43 45 47 48 49 s1 53 55 5947 48 49 50 51 52 53 34 55 LIST OF FIGURES (Continued) Title S-II STAGE (Continued) S-II Electrical Power and Distribution Systen S-II Telemetry System. 6. pete eee eee SoIVB STAGE S-IVB Configuration. ... 1... S*IVB J-2 Engine System. . 1... : S-IVB Propellant System. . 1... : S-IVB Thrust Vector Control System : Auxiliary Propulsion System. . . . : S-IVB Propellant Management System . . . 7 S-1VB Electrical Power and Distribution System . . S-IVB Telemetry System ©. +--+ + eee eee INSTRUMENT UNIT Instrument Unit Configuration. . 2... ee eee Instrument Unit Electrical Power and Distribution System Instrument Unit Telemetry System... 1+ eee eet IU/S-IVB Environmental Control System... 5+. ++ SPACECRAFT Spacecraft Configuration»... . ee eee eee Spacecraft Guidance and Navigation Syste Spacecraft Electrical Power and Distribution System. . Command Module (MM)... .. ++ fo oo M Teleconmunication System. . . « : Lunar Module (IM)... 1. oe IM Guidance and Navigation Section LM Communications Subsystem. . . « Lunar Surface Communication, . 2... ee eee Page 60 61 77 78 79 aL‘This document is prepared jointly by the Marshall Space Flight Center Laboratories S6E-ASTR-S, S&E-AERO-P, and S&E-ASTN-ESD The document presents a brief and concise description of the AS-506 Apollo Saturn Space Vehicle and the AS-506 mission. Where necessary, for clarification, additional related infor- mation has been included. It is not intended that this document completely define the Space Vehicle, its systems or subsystems in detail. The information presented herein by text and sketches, describe launch preparation, ground support activities, and the space vehicle. This information permits the reader to follow the sequence of events beginning a few hours before liftoff to mission completion. 1, Mission Purpose: AS-506, Apollo 11, Mission G-1, is the first manned Lunar Landing Mission, It uses Launch Vehicle SA~506; Command/Service Module 107, Lunar Module 5; Launch Complex 39A; Mobile Launcher #1 and LCC Firing Room #1. purpose is (1) to perform a successful lunar Landing (2) assess the capabilities and limitations of the astronauts and their equipment in a lunar surface environ- ment, (3) perform inspection of the lunar surface and obtain soil samples, and (4) to safely return the crew to earth. The crew consists of Neil A. Armstrong, Spacecraft Commander, Edwin E. Aldrin, Lunnar Module Pilot, and Michael Collins, Command Module Pilot. 2. Launch Vehicle Objectives: Demonstrate launch vehicle capability to inject the spacecraft onto a free-return, translunar trajectory. 3. Mission Description: AS-506, (Apollo 11), has a flight duration of approximately 8 days. The AS-506 mission profile, illustrated in Figures 2 through 5, consists of the following phases: Launch and boost to earth parking orbit, coast in earth parking orbit, translunar injection, translunar coast, S-IVB "slingshot", lunar Orbit insertion, lunar module descent, lunar surface activities, lunar module ascent, transearth injection, transearth coast, reentry, splashdown and recovery. Launch and Boost to Earth Parking Orbit (EPO). AS-506 will be launched from Kennedy Space Center, Complex 39A on a launch azimuth of 90° East of North. ‘The launch days and the earliest liftoff time, for each day, for the month of July are: Day, Earliest Liftoff Time Flight Azimuth July 16. 8:32 a.m. ODT 72° ~ 108° July 18 10:30 a.m. CDT age - 108° July 21 11:09 a.m, CDT 94°.- 108°As the vehicle rises from the launch pad, a yaw maneuver is executed to insure that the vehicle does not collide with the tower in the event of high winds or a Single engine failure. Once tower clearance has been accomplished, a pitch and roll maneuver is initiated to achieve proper flight attitude and a flight azimuth orientation of between 72 and 108 degrees. A successful boost sequence, as illustrated in Figure 3, will insert the s-IVB/TU/SC into a 100 NMI circular earth parking orbit. Goast in Earth Parking Orbit (EPO). The vehicle will coast in earth park ing orbit while space vehicle subsystems checkout is performed. Preparation for translunar injection takes place during this period. The reignition time and orbital position of the $-IVB injection burn will depend on lunar declination and upon the injection window opportunity to be selected. The first injection opportunity occurs midway through the second parking orbit revolution while the second opportunity occurs midway through the third revolution. Translunar injection. Following the selection of one of the two injection opportunities described above, the S-IVB stage reignites to provide translunar injection. The nominal injection provides a free return trajectory to earth if the deboost to the lunar parking orbit is not initiated. Translunar Coast. Shortly after translunar injection, the Transposition, Docking, and Extraction (TD&E) of the Conmand and Service Module (CSM) and the Lunar Module (LM) will take place. To initiate this maneuver, the CSM, assisted by the service module's reaction control system, will separate from the S-IVB. Spacecraft Lunar-Module Adapter (SLA) panels are then jettisoned to expose the docking mechanism of the lunar module. Following separation, the CSM will trans- late approximately 50 feet, pitch 180 degrees, roll 60 degrees and move to docking interface with the lunar module. As soon as the crew has completed verification that docking latches are engaged, and that CSM/IM tunnel pressure has been equalized, the LM/SLA attach points are severed and the LM is extracted and moved approximately 100 ft. from the S-IVB. During translunar coast ( approximately 75 hours), mid- course corrections are made if required. S-IVB "Slingshot". In order to minimize the probability of spacecraft and launch vehicle collision, and to avert S-IVB earth or lunar impact, a S-IVB “glingshot" procedure is executed. To initiate this maneuver, the launch vehicle (S-IVB/IU/SLA) will move to a predetermined attitude and execute a retrograde dump of residual propellants. This will reduce vehicle velocity by approximately 115 feet per second. Following retrograde propellant dumping, the S-IVB is “eafed" by dumping the remaining propellants and gas from gas bottles through the latch-open, nonpropulsive vents. This velocity change in the S-IVB w21l per- turb the S~IVB trajectory so that the vehicle will be influenced by the moon's gravitational field. This influence will increase velocity sufficiently so as to place the S-1VB/IU/SLA in solar orbit. Lunar Orbit Insertion. Prior to lunar orbit insertion, the crew will check the IM for operational readiness and return to the CSM. If all conditions are "go", the Service Module (SM) propulsion system will be used to deboost the CSM/LM into a moon orbit ranging from 60 to 170 NMI above the moon's surface. Two orbits later, approximately four hours, the astronauts will circularize the orbit at 60 NMI.Lunar Module Descent. Approximately fourteen hours later, two menbers of the three man crew, (Armstrong and Aldrin), will enter the IM through the connecting tunnel, Upon completion of a LM checkout, they will undock the LM and begin maneuvers which will take them to the moon's surface. Landing, via the lunar module descent propulsion system, will occur approximately 2-1/2 hours later. (The LM can hover like a helicopter for approximately 60 seconds fo select the smoothest landing spot.) While separated, the astronauts will use the radio for communication using Code names "Snowcone" for the Command Module and "Haystack" for the Lunar Module. Present planning calls for lunar touchdown to occur at 3:21 p.m. CDT on July 20, 1969. The third crewman (Collins) will continue to orbit the moon in the CM. Lunar Surface Activities. Following touchdown, Armstrong and Aldrin are to rest for approximately eight hours, then don their portable life support backpacks and make other necessary preparation to walk the moon's surface. At 1:09 a.m. CDT on July 21, 1969, Armstrong is to climb down a nine-step ladder and become the first man to plant his footsteps on the moon's surface. This activity is to be relayed live to television viewers on earth with Aldrin handling the TV camera. Armstrong will stroll alone for about half an hour, gathering a quick sample of lunar soil so that they won't come home empty-handed if they should have to make an early takeoff. Then Aldrin is to join Armstrong on the surface for approximately 2 hours during which they are to gather about 80 pounds of lunar rocks and soil and to set us a scientific experiments package which will transmit lunar data after the astronauts leave. Lunar Module Ascent. After returning to the LM, the astronauts are to rest for nearly six hours. They will have been on the moon for approximately 21 hours and 30 minutes. The LM ascent stage is used to liftoff from the moon's Surface and to fly a 3-hour and 30 minute rendezvous course to catch-up and link- up with the CM, Orbital plane changes, trim burns, or maneuvers required to achieve CSM/LM rendezvous are made with the LM reaction control system. As soon as CSM/LM docking has been accomplished, the two crew members, the lunar soil samples and the exposed film are transferred to the CSM and the IM is secured. Service module RCS is used to separate the CSM from the LM. Transearth Injection and Coast. The SM propulsion system is used to boost the CSM out of lunar orbit. During transearth coast (approximately 64 hours) midcourse corrections are made if required. Reentry, Splashdown and Recovery. The Command Module is separated from the Service Module prior to atmospheric reentry. The nominal range from re~ entry (400,000 feet) to splashdown is approximately 2000 miles. Splashdowa will take place in the Pacific Ocean approximately 12:00 p.m. CDT July 24, 1969, Immediate recovery of the crew after splashdown has been arranged. Quarantine Period. Upon recovery, the astronauts will be transferred to a special sealed van on the deck of the carrier for the sea-air-truck trip to the Manned Spacecraft Center in Houston, Texas. There they are to be quarantined with the lunar soil samples in a lunar receiving laboratory for 18 days. Doctors want to be certain they do not bring back any lunar germs.LUNAR LANDING PHASE | Bir Orbit tect Free veturs LUNAR TAKEOFF PHASE Loner Orbit Moon's / % ¢ Orbit 7 | nay Ace , 7M vendezvous and docking with Cs = tronslonar Mideourse AV ios Molt eee een | _ nee 5 Mideourse: . ennai time \ corrections (Multiple . ae vestavts ae vequved) . 8M transearth yor VB ean Distance to \ sora Moon ~ £07.1008Mi en s saeing JULY_PRIMARY lz SIC Sep: LUNAR LANDING SITES \ oe L.0.Dete Ste Lak Long ~ The 2 adn es3aE N Swe end 7-18 3B ozen I 2r'w coe 4 Ce] TU Tei or IAN 4 sew ~ ry : wo kw BP nes earth parking + TDE> Transposition Orbit (EPO) ¢ Docking. and(C5M/LM) Evection MISSION PROFILE Eigyee 22—3 4—+-—5 6 Earth Parking | S1v8 2nd Oa" fasts? | Born ignition SZpe igen | OSE nkedmn 5.18 Engine, 5 ——— ition Sen 523k NB bein S18 6 ~100 ‘sehen eee Ist ECO Rotart Peps, 2nd ECO NM wilniaseee Sehr 34min Zhe SOmin | Aiecty= M80 mec Fo-/5-WB SEP ~ Ie 12st iby webe0 wfc -Il OECO ~9min 11 see S| ECO ~ Pevin 405e€ stort IGM. ~ Sein 21sec LET dettison ~ Smin (Tee (By Crew) 5-11 Second Plant. Sep. ~Smin iste 5-11 Engine grition ~ Zmin 42 see s1e/ 51 gee ~ 2 ~49 S1C/StN bP ~ 2min Aisec NM PE ciocity © 2185 msec SIC OECO \~2 mind! see a it bevest ~ 2hmin aoe S-VB 2nd \ Burn ECO sie ceco ~2 min 15 zee 1G GPP URC s90g Moe 1 \ 1 CECO- Center Engine Cutott ‘ 0ECO- Outboard Engines Cutoff End Roll Program ~3I sec. ECO-Engine Cuter ‘ant Control Engines 2° Outboard ~20 sec LET- Launch Escape Tower ' IGM- \terative Guidance Mode vnitate Tit ¢ Roll [Progam = I2,2¢e a ag SEP- Separation "Roll Rate W/see see, Clear Toute “10sec | fo attain Flight Arimuth of 122 Weise | End: 930 Guidance _ Reference Release TIT sec, sa tomes, 99. Ped 8 SES upd has etloasr . Senco Launch Aric 02 8 oF ABMOTH AND. Say 8 id PARE SHR? 7 of TENTION OgCORING, oN Not OPPORTUNITY 10BASES 7 “+ 8 Tpemror (ection Maneuver Space, (mp Vehicle ~ fo CM S2hes0min/” Sep Atritude Shr O5min ~(C3M Dockin ea ahs mint =Bhedrain Cea — P rom Lv ei Sin Commence $-1VB 3c. Trarsunar, Tvajectory Trans ‘Seri bie Sime fase Engines. © On She Semin Ullage Engines OFF meee EDR S-IVB/1U: Align along Be focal horizontal Fraletory Local Horizontal ‘5¢(CoM/LM) Translonar Trajectory LY _CUTOFE INITIATION ‘Timer Commanded Bropaliant=depletion sensors backedup by thrust "OL" switches + Sell CECO-- Timer Commanded OECO ~~ Propeliant-depletion Sensors backed-up by Frrust 0" switches +s1v8 Ist Burn C0.-~ Velocity Cutof? backed-up bby cereus CO on overspees 2rd Burn CO—~Velocity Cutore backed-up by depletion Sensors, “Trajectory Information 3i command/Senvice est contin i oc baer nd Seni SM coarse leer Module Module x —— 1 —. LM landing stage ignition ¢ burning + Crew Monster (2 men) <0 descent allipse. From CM to LM x + Pre-descent LM checkout ¢ Landing stage propulsion cutoff and coast landing site veconnoissance, + Seperate LM from CoM ¢ Via elliptical ovbit’ to near lunar surface AM landing stage ve-ignition ¥ 4orn LM around to descent attitude, A /oroking cot of elliptical ovbit 1M hover, translation, descent maneuvers, ¢ ———_§ lunar landing sAssass crew capabibilities in lonay environment *Collect lunar soil saenples + LM inspection + Plotegraphy Lunar Stay + Seientific exploration —_§ + Expevimente ° *Sample_gatheving Lunar Surface Activities |Prior to LM liftoft, COM makes plane Rendezvous ¢ Docking change to permit nominally coplaney Transfer of crew (@men) ¢ scientific rendezvous material from, LM Lunay Launch stage to CM — se Main engine firing info crevloy orbit, angine. cutoff and prepere§ ——— ‘er sedeziavs and docking ain — . CSM for lunar orbit escope. Midcourse correction I Lonay launch stage propulsion cutoff and coast to Lunar orbit _}M Lunay Launch stage “ignition & launch Londing stage is used 2s a launch platform fer the LM lunoy launch Riband Deda cal res the moon Eamtimants, Package = SE Ae rnents And Ascent Phases Eigure 4 B Descent“pate in beng, guided enter the earths. at aa Velocity ~ 28,000 mph mosphere in @ corridar Service Medule (5M, 7 co) waBom by Eom — Ie reentry angle > 400 Steepethe SE alll buen CM Separation and cast L, Setiison of SN “0 Shallow, SC WOliN" beunce Back’ into ‘Space CM begins to establish Command reentry atfitede, Module (CM) NI Mette ve Or. fntry and aerodynamic. SV maneuver Jo slow vane bated NN eso Find con Pe) force eqs ertmant heat hield -sheboF and then y Gaping Segnse chete_at St Bodhs Patifede ‘after A Slowed #0"300 mph asl enute eploywent (Heated condition) — Nore NOTE rhe desired flotation mode ante’ spusshdown Ta uats CM Apex Up. Each chute At 10000 4 coe atimce se main chutes: — sliss Brey SeMEtnt “hp achieve thin mode, the fal Gest ‘cfatien'paas ‘Se vee ‘afer CM is an Sangh ag 4 aoe Fleet doviaht ‘Apex Down as ‘Apex Up Hlstation Boa? Landing site in the Pacific ~ 1000 mi 3W oF Hawaii pacecra Figure _5 Specie ntege & Splashdown_—@-Ball (NSFC) r ~~ f Lounch E2cape System (NAR) a Command Module (NAR) als! ° Service Module (NAR) i Lunar Module Adagter (NAR) Timer Modue-OREC) z = Tastroment Ua (IBM) T T \ —+} | Le 260» se oo Stage (MOC) ———_ aA _ k ¥ = hg Apolle/Saturn il Vehicle #] EL soe ~ 5e3" aly 4 ‘S-l Stage (NAR) i : ! a t 396" = Sle Stage (TBC) 36! v s A G Separation Planes Ly BS Separation Space Vehicle Figure ©Ie LAUNCH COMPLEX 39 Launch Complex 39 (LC-39), Kennedy Space Center, Florida, provides all the facilities necessary for the assembly, checkout, and launch of the Apollo/Saturn space vehicle. The vehicle assembly building (VAB) provides a controlled environment in which the vehicle is assembled and checked out on a mobile launch~ er (ML). The space vehicle and the launch structure are then moved as a unit by the crawler-transporter (C-T) to the launch site, where vehicle launch is ac- complished after propellant loading and final checkout. The major elements of the launch complex shown in Figure 7, are the vehicle assenbly building (VAB), the launch control center (CC), the mobile launcher (ML), the crawler-trans- porter (C-T), the crawlerway, the mobile service structure (MSS), and the launch pad.The Vehicle Assembly Building (VAG) and the Launch Control Center (LCC) are~3 miles from the Launch Pads. TOC oetastass is ~ 206 23 Tee memes = ARH eh by Stee wa TA ESTER on ~. Thebes is ~ $80 by 180% SOE = vEical Fear ' Service. and. Support hres sedan’ EOE Ed Hoexay SS ' Te Eat Hoc eay Equipment em ~ “Tricdloor : RIE"Scd mitsion eo SSS ~ s Roane aot s Mezzanine = Divect View = SN Direct Viewing of TS SS - Firing Rooms sEourth Flow: Launch inormation Exchange = Faciivty (LEP? Bispleg: Area” So oF = Lox SUEBO ES From. the ‘shoreline and. @T00F Pad B Sper = igi ; ott [nie Ordnance. Storage Pulling -200¢F bp Eacin Bad ~ wrens BETS COI S00 F aceon and abe ‘above 3a evel nd Crawler 4) Farle Sit a Site. + M33 Height 402 +4, M35 Base: 195X130 +55 Weight! 12 million Ibs + Parking Area ~ 7000+ From nearest launch pas Miss js tramported tothe Naad TRE CF HP Gas Storage Wa aang eBay) RABE errr nanen ike SPP (Set ce Mad Speeds “Hiloaded 272) Level Grade Taaled: 05 reph on 5% gvadetrarp ta, launch Baas Biolgraded KSC Industria Rrea~ Benes Figure _7MOBILE LAUNCHER The Mobile Launcher, figure 8, is a transportable steel structure which provides the capability of moving the erected vehicle to the launch pad via the crawler~ transporter. The umbilical tower, permanently erected on the mobile launcher base, is a means of ready access to all important levels of the vehicle during assembly, checkout and servicing prior to launch. ‘The intricate vehicle-to- ground interfaces are established and checked out within the protected environ- ment of the Vertical Assembly Building (VAB) and then moved undisturbed aboard the mobile launcher to the launch pad. © S-IC Intertank (preflight). Provides LOX fill and drain. Arm may be reconnected to vehicle from LCC. Retract time 8 seconds. Reconnect time 5 minutes. $-IC Forward (preflight). Provides pneumatic, elec~ trical, and air-condition- ing interfaces. Retract- ed at T-16.2 seconds. Retract time 8 seconds. S-II Aft (preflight). Provides access to vehicle, Retracted prior to liftoff as required. S-II Intermediate (in- flight). Provides Lig and LOX transfer, vent line, pneumatic, instru~ ment cooling, electrical, and air-conditioning in- terface. Retract time 6.4 seconds. S-II Forvard (inflight). Provides GHz vent, elec~ trical, and pneumatic interfaces. Retract time 7.4 seconds. Note: Preflight arms are retracted and locked against umbilical tower prior to launch. © S-IVB Forward (inflight). Provides Liz and LOX trans~ fer, electrical, pneumatic, and’ air-conditioning inter~ faces. Retract time 7.7 seconds S-IVB Forward (inflight). Provides fuel tank vent, electrical, pneumatic, air- conditioning, and preflight conditioning interfaces. Retract time 8.4 seconds. Service Module (inflight). Provides air-conditioning, vent line, coolant, electri- cal, and pneumatic interfaces. Retract time 9.0 seconds. Command Module Access Arm (preflight). Provide access to spacecraft through en- vironmental chamber. Arm controlled from LCC. Re- tracted 12° park position until T-4 minutes. Inflight arms retract at vehicle liftoff on command from service arm control switches (located in hold- down arms).LUnplcal Tou: a Sivcture LReGpe sont TEEN speed elevators Sora ie landings, team feel hig te babe Fe esto ded Brovtle supped Tor eight See access armour? Sra neces platens TR arty er epeldel eimatic, Sith ich Bel stamens Sabato. and ofa PRT ery eee ent Tail Service read) Mast EnginelHalddown Area Ta Launcher Base. tno story sted) structive sHeight 25° S Length 1e0et Tigh (35 Fe Bail Cover Raease Lantard ~S Hammerhead Crane = Launch position 90° CW From “thot shown below + Load copacity 10.7 25 tans depend o acomrotsty Su5 a itp ing Of biten sion oF boom J Zee __ Attached at @ 320% level 6 Gaeoth above é Ground) oN Slide We \ Escape ~ ee Ny Wpersen) ond Seo 2500 e+ Westar ped [7N\~* Level "AY has 2irooms + Levelt" hes 2 rooms Launcher-to-ground mount mechanisms (4) ky ee Figure 6. Mobile Launcher20 GROUND SUPPORT EQUIPMENT ‘A computer controlled automatic checkout system is used to accomplish checkout or testing of the launch vehicle when in the Vertical Assembly Building (VAB) highbay and on the launch pad. An RCA 110A Computer and other equipment necessary for service and check out are installed with the vehicle on the mobile launcher. Similar equipment, joined by an integration system (relay network), a facilities cable tunnel and video cables for visual display are located in the Launch Control Genter (LCC). A Digital Data Acquisition System (DDAS) collects vehicle and support equipment responses to test conmands and formulates test data for transmission, deconmutation, and display to the LCC or ML. Digital Events Evaluators (DEE) monitor the status of input lines and generate a time labeled printout for each detected change in input status. High speed printers in the LCC are connected to each DEE to provide a means for real time or post-test evaluation of discrete data. ‘The propellant tanking computer system (PICS) determines and controls the quantities of fuel and oxidizer on board each stage. Optimum propellant levels are maintained and LOX and LH, are replenished as boiloff occurs during the countdown. The propellant taiking operation is monitored on the PICS control panel. Final countdown begins at T-102 hours. A countdown clock, located in the LCC, officially records this countdown.Mobile Launcher i) seat To Loaxial CF eae oS To i eee ws Sones see a i i Oewetee Contest | Pow ese” 1 z eet hana : Display stations | Bstrinvtor 3m long Integvation. ~ be Sistine ! » Launch Vehicle | Director Totce 1 I qsee weer aca ica ] yi, [ reaign \ wai Bae rary + Sie Director ter cate ne 1 akon + Test Conductor aS 1 supervisors 7 | + Dystent edusi re es =e Praineering aE Fe + Instrumentetion ESE, 1 ay = ile 54 e - ide? | Driver Sar PI S-Nos Deun |—Cabie™| Arp ee ban + sil store « s40steye 1 + Mech SE oF sya ul : eh eae ei et Fa - + MeasornghOF rte wee Ee bed + Stabilization & aera + Pepatant os, Bc | amen, WP Loading (usldelown, precmatics, ees + Display System bier) = Conssles cs with eee eee iplerfoee wit DEE Printers | eis with IES ie ow . ye Sequericin ropel lan’ * RESE Sena ier Se SaT cannes Respite ~beuce A esse Tanai leone a te 20LU Umbitical 1 \ QD Multiple Engine Curof? Enable ~Omin i4see | LD EDS Engine Cutt Enable ~ Omin S0see NOTE: Approximate times shown are_ measured From liFtofe i ! \ QD! putometic Abort Capebility Disable ~ 2nvin 14sec A Aa gine CutofP ~ 2min 15 sec IC Outboard Engines Cutore ~2min alsec [Dl tage tonition ~Zmin al see SLB Separation S:1) Enging Start B 221 Enging, Star Q Water. Coolant Valve Opens ~Bmin 0 500 Q $1) Second Plane Separation 3min ti sec QD Si Lox step Pressurization amin Zisee. Stactof Time 22 Start of Time Base 2 - Start of Time Base 5 5-1C/51 Stage Flight” SequereingJ 5:1 inboard fngine Cuter ~ tin 40sec A S- Lg ‘Step Pressurization ~7min disec | a sui lLoxé He Depletion Sensors Enable ~8 min (Tec. \ A 5:1) Outboard de 5 Cutoff? 9 min 11 st, i | | AS S-VB Ullage, Engine ON~ Imin I25¢c | A S1/54Vb Stage Separation ~ 9 min \2sec A 5:1ND, Engine ignition ~9 min 1558 ' A 5:8 Engine Velocity Cutoté ~imin 36sec | NOTE: Approvimate tines ahmin’are mee sured From QS S-1VB insertion Into Earth Parking Orbit NittOFF ~ilmin 34 5ec ° QS $-1NB Vilage Engine On ~ Imin 39sec | Q SiC Control Enable ~ Ilmin Sesec | LA 5AVB Ullage Engine OFF ~ 13min O1 sec — - Start of Start oF Time Base 4 Tiewe Base 5 ST/SWB Stage ati Fligh® Seqsencing 23be 14 AS Begin SVB Stage Restart Prepjrations ~ hr 34min QD SiC Control Disable ~ Zhr 35min Aowitt, Bummer On ~2ne 33min Q LOX 4 LHe Chilldown Purp ASB Ullage On a) On ~ Zhr 38min phe seein QD 02/4, Burner OFF ~ 2hy 42 min D LOK ELH, Chilldown Pump OFF ~ Zhr 44min J. 5.8 Ullagd OFF ~ 2h 44 min A 5-1 Stage Engine Re NOTE: Startof Time Bast © Approximate. times ‘shown gre measured Frm libro? If restart is delayed Until the. second’ injection Oppertnify tvs and agjor subze Blatswnilt Bee approximately one our and Wwelve minutes lever than Shown, ¥# Inhibited for first opportunity restart Stark of AT*S-IVE LOKE LHe Point Level Sensor Enable ~ 2hr49 mia A 2:VB Stage Engine 2nd Cornet ~ 2hr 50min | A**54v8 Lox 4L, Point Level Sensor Disarm ~ Zhr 50min QD tts Vent Valve Open ~ Zhr 50min QD 3/t Contre! Enable ~ Zhe 50min Time Base 7 FINE Stage. Fern Flight Sequencing| Q tite Vent Valve Close ~ 3 ihr 08 min | | J1U command sfstem Enabe ~ ahelonin A eee | | ! 1 QO uy La Latching Relief Valve Open On ~ 3hr 50 min | | QD ‘Ha Tank Letching Relief Valve Open OFF ~ 4hr 05min | A commence NB Translunar Safeing ~4hr 50min | D Passivation cinereus | 1 Ly Engine He Cortvo! Valve Open On ~ Shr 02 min | J Engine He raul Valve Open OFF ~ Shy Odin NOTE: Approximate times shown ave measured . shown gre meen a Fessivation Disable ~ 5hr 29min I i J SVB Utlege Engines Nol} No.2 On ~She 36min I 1 Ass gurye sos nes Nal t No.2 oF? | | | i i a Start of Fine Oe 8 eS hy Stage Figure 13 ight Sequencing 2526 * EOM End of Mission EOM OM EOM % Time Base: Inikiete inhibit Twanslonor Inyection Inhibit (6{c switch) Free to hime Bases © somaya tgjection inhibit Glc switch) Boring Tome Inhibit Removed by Groond Command @ set dara omks EEE Yominal Mission NOTE: In order fo provide for TEE in Earth Orbit, a Ground Command will inhibit the initiation of’ time Base G and Time Base Twill Cendinve tothe EOM Alternate, figure 14 Time ‘Seve SequenciGUIDANCE AND CONTROL SYSTEM (G&C) Function and Description ‘The GSC system provides the following basic functions during flight: 1. Stable positioning of the vehicle to the commanded position with @ minimum amount of sloshing and bending. 2. A first stage tilt attitude program which gives a near zero lift tra~ Jectory through the atmosphere. 3. Steering conmands during S-II and S-IVB burns which guide the vehicle to a predetermined set of end conditions while maintaining a minimum propellant trajectory for earth orbit insertion. 4, The proper vehicle position during earth orbit. 5. Guidance during the second S-IVB burn, placing the vehicle in the proper waiting orbit. G&C Hardware The Stabilized Platform (ST-124M) is a three gimbal configuration with gas bearing gyros and accelerometers mounted on the stable element. Gimbal angles are measured by redundant resolvers and inertial velocity is obtained from inte grating accelerometers. ‘The Launch Vehicle Data Adapter (LVDA) is an input-output device for the Launch Vehicle Digital Computer (LVDC). The LVDA/LVDC components are digital devices which operate in conjunction to carry out the flight program. The flight progran performs the following functions: (1) processes the inputs from the StT-124M, (2) performs navigation calculations, (3) provides the first stage tilt progran, (4) calculates IGM steering commands, (5) calculates attitude errors, (6) issues launch vehicle sequencing signals. The Control/Eds Rate Gyro Package contains nine rate gyros (triple redundant in three axes). Their outputs go the Control Signal Processor (CSP) where they are voted and sent to the Flight Control Computer (FCC) for damping vehicle angular motion. The FCC is an analog device which receives attitude error signals from the Lvpa/Lvn¢ and vehicle angular rate signals from the CSP. These signals are filtered and scaled, then sent as commands to the SIC, S-II, and S-IVB engine actuators and to the Auxiliary Propulsion System (APS) Control Relay Packages. The Control Relay Packages accept FCC commands and relay these conmands to operate propellant valves in the APS. During spacecraft control of the launch vehicle, the FCC receives attitude error signals from the Conmand Module Compu~ ter or the Astronaut hand controller. The Switch Selectors in each stage are used to control the inflight se~ quencing as commanded from the LVDA/LVDC. 2726 S1¢ Backup. G4C/Menusl Attitude Control Capability (See Opposite Raye for Description) Signal to switch from IU s/c, 30°86 Control mode Guidance During the, orbital pases of the Frission, the crew ¥ Wil enable the a Dl enable +h wt Bigs! Command wT. Q a System (DCS) via the Switch over] On-OFF Nant DIOR LVR oceep- farce gen (425%or 0°) commands, program Diarar Contand Velocity contrat and Steering signals AePve Contral Compcter switch y Cie ae Ber inpot' Signals) Diserete. Signals Over rates te EDS 4010 System Ene To ausiliony Fas Jy on oFe anes, [Rae SerL._t Be Actuator = Selector Provides veil contrat Commens | during 3-190 powered Signals CO Bligh and pitch, yaw To Fittht Yau Discrete Signals ‘and ell during oot Torte END Syston Achaters (Mechanics Fegdbeck) Switch y To Pitcht Yaw elector: Controh Actuators For Engines, |,2,3,04 (Nechenital Feedback) Dinerete Signals = To Pitch § Vs Control Acvatars | Suitch (Mechanica! Feedback) ar Disortle Signals to S1CSysterus Laureh Vehicle Guidance { contral System Figure 19SPACECRAFT BACKUP GUIDANCE AND CONTROL/MANUAL ATTITUDE CONTROL CAPABILITY ‘The Launch Vehicle Flight Control Computer will accept attitude commands from the spacecraft instead of the LVDC during (1) boost to Earth Parking Orbit (EPO); (2) orbital coast mode; (3) Translunar Injection (TLI) burns and (4) the post TLI coast mode, with the following constraints: During Burn Modes e Spacecraft attitude commands will be accepted by the flight control computer only in the event that the LVDA signals that the LV ST-124M Platform has failed followed by the Astronaut enabling the LV Guidance Switch. Ig the ST-124M Platform should fail before Time Base 6 (TB6) initiation, a navigation update by ground command will be required to start TB6 (S-IVB preps. and second burn). There are two modes to the backup system operations and they are: (1) Automatic Backup Guidance and Control In the automatic guidance mode both the control and guidance functions will be provided by the Spacecraft. This backup mode is used during S-IC stage flight and S-II flight up to LET jettison. The sequence of events are as follows: a. Failure of ST-12UM is verified by LVDA. b. LVDA illuminates warning light in /c. c. Astronaut enables LV Guidance switch. 4. $/C transmits error signals to LV flight control computer. (2) Manual Backup Guidance and Control In the manual guidance mode both guidance and control loops will be closed through the Astronauts. An Astronaut continuously adjusts vehicle attitude via the Rotation hand Controller to maintain the desired tra- jectory. Sequence of events following a Platform failure after LET jettison a. Failure of ST-120M verified by LDA. b. LVDA illuminates warning Light in S/C. ¢. Astronaut enables LV Guidance Switch. d. Manual guidance and control is initiated by the Astronaut entering a word into the $/C computer to switch AUTO/ MANUAL switches to MANUAL. e. If automatic backup guidance is in operation at LET jettison, switching to manual backup is accomplished by performing step (@). During Orbital and Post TLI Coast Modes In earth orbit and post TLI coast modes the Astronauts have a manual attitude control capability. The takeover follows somewhat the procedure for Manual Backup Guidance and Control takeover.EMERGENCY DETECTION SYSTEM ‘The Emergency Detection System (EDS) is designed to sense and react to emergency situations resulting from launch vehicle malfunctions which may arise during the mission. Crew safety and protection is the primary function of the EDS. Triple redundant sensors and majority voting logic are used in the auto matic abort system. Dual redundancy is used for most of the manual abort sen- sors. The redundancy in the sensing systems is designed to protect against inadvertent aborts. Automatic Aborts - During most of the S-IC flight, the EDS provides the capability of automatically aborting the mission. The automatic abort system is enabled at liftoff and disabled by the crew at approximately 2 minutes or by the IU switch selector prior to S-IC inboard engine cutoff. The system re~ sponds to failure modes that lead to rapid vehicle breakup. The parameters and the associated limits monitored for an automatic abort are: 1, Simultaneous loss of thrust on two or more S-IC engines 2. Vehicle rates in excess of *4°/sec in pitch or yaw; or *20°/sec in roll S/¢ to IU breakup. Manual Aborts - After the automatic abort mode is disabled, aborts may be initiated manually by the astronauts. Manual aborts are initiated based on at least two separate and distinct indications. The indications may be a combina~ tion of EDS sensor displays, physiological indications, and ground information to the astronauts. EDS displays for the crew consist of light and meters which Indicate loss of thrust of each engine, staging sequences, launch vehicle attitude reference failure, angle of attack, tank ullage pressures, spacecraft attitude error and angular rates. The manual abort overrate limits are: Pitch and Yaw - L.0. to S-IC/S-II Staging - * 10°/sec = S-IC/S-II Staging to S-IVB C.0. ~ *9°/sec Roll - L.0. to S~IVB C.0, - *20°/sec Aborts occurring during the launch phase will be performed by using either the Launch Escape System (LES) or the Service Propulsion System (SPS). The LES is used to propel the CM a safe distance from the launch vehicle and to ensure a water landing. Aborts prior to 30 seconds of flight do not terminate $-IC thrust in order to protect the launch area. The SPS aborts utilize the Service Module SPS engine to propel the CSM away from the launch vehicle, and to maneuver to a planned landing area or boost into a contingency orbit. 30Abort Astroneut Decision Located on tip of LET vin Ragular tes Rates 5M Spacecraft ac Displays tinue Auto Abort Disable S, BERS SS No Sregarive Yeie, ot. Zewine out Ren Request Excessive, M s/e~\0 Dirploys Lv Retecance ates iy fn aretsp wi EDS DISTRIBUTOR eee @eting Logic) /—~ Abort Excessive Attitude | Request Asie Sai “Si re — fins Yaw 4%ec \ % rector Teel? 20%ee es Goer Rest (gk Tene Been SVB Engine Thevst Indication. co. that Benge a a given emergency se eo Passo re Engines [Theost to. 2nd Plane Separation st ” n 7 To manual NOTE: abort displays During the first 30 seconds of flight iF tL. SANE athe 0 oF Fines Cert] ne 370 engines will waa fare) wort tag ike ‘the five FI | Pressure Range Satety ( teal gives & eS ' Sunteh emergency er Shoal To Auto “Abort ‘System Emergency betection Figure 16 System atLAUNCH VEHICLE SECURE RANGE SAFETY SYSTEMS ‘The Secure Range Safety Systems, located on the S-IC, S-II and S-IVB stages, provide a means to terminate the flight of an erratic vehicle by the transmission of coded commands from ground stations to the vehicle during boost phase. The Range Safety Officer (RSO) terminates the flight of an erratic vehicle (tra~ jectory deviations) by initiating the emergency engine cutoff command and, if necessary, the propellant dispersion command. The command destruct system in each stage is completely separate and inde pendent of those in the other stages with the exception of a 2 for 3 voting arrangement between the S~IC and S-II Range Safety System Controllers. This arrangement eliminates a single point failure in the S-IC range safety system controller, which, if it failed would cause an unnecessary S-IC engine cutoff. ‘The system in each powered stage consists of a range safety antenna sub- system, two secure command receivers, two Range Safety Controllers, two Secure Range Safety Decoders, two Exploding Bridge Wire (EBW) firing units, two EBW detonators and a common safe and arm device which connects the subsystem to the tank cutting charge. Electrical power for all elements appearing in duplicate is supplied from separate stage batteries. Prior to launch, the safe and arm device is set to the "ARM" position by ground support equipment and the system remains active until orbital insertion. After orbital insertion, the S-IVB stage range safety receiver is deactivated (Safed) by ground command from the Range Safety Officer. 32SIND Stoge Safing Dg, Rotary Solenoids Containing Exploriv. Leads 28 vde, Watters #0) Pe Hybrid Divider Pe contrat, Emergency co. Ginear— Shaped cnaiges Detonaters Sotty and Arming Device PLL EE EELELEILTTD OE GEE LETEEETELT LOTTI EES PEELTPEEELLLCIE OE zoo Sh Stee 28 vde battery) Rotary Solenoids Receiver Containing Explosive ee Ba, Shaped nrae 4 Shen scat "gir & ts es pen / = Sty nt beni Device ‘near Shaped Charge in LOR Tank Tenge FOOTE res LEETTTTS 703 SAC Stage 28 de To sic Voki — (coor ot 4) Emergency <0 28vde Rotary Solenoids, es Containing Explosive Gattery*) Containing Exp t ws By | Epil — ode Brugs pecoder i mm] Lem eo ies ease BBE Solace (5 ee Cape. Power; Then Switched — [arsmitte} to 10,00" Watts,MEASUREMENT SYSTEM The vehicle measurement systems senses performance parameters and feeds signals to the stage and spacecraft telemetry systems. It includes transducers, signal conditioning, and distribution equipment necessary to provide the required measurement ranges and suitably scaled voltage signals to the inputs of the tele~ metry systems. The vehicle measuring systems performs three main functions: 1, Detection of the physical phenomena to be measured and transformation of these phenomena into electrical signals. 2. Process and condition the measured signals into the proper form for telemetering. 3. Distribution of the data to the proper channel of the vehicle's telemetry systems. ‘The table on the opposite page contains a measurement breakdown for the launch vehicle and spacecraft, and a measurement summary of past Saturn V flights. Yo other messuring racks eee (Wavying number’ fe tach ore \ Temp. reference fapremnl] —Used for ground faci Selecte] —checkouP only EXsaee] \ Sunetion r--4 Thermocouple. 1 1 otrein Gauge. : Accelevomerey ' Gibeation) i Voltage Sensor, ete _ ey 1 stem ! «— Bude. Bvde (> Signals liftoff ,C.0., etc.) Tprentiometey type o-s ve (pressove. gauge ete.) “2 *SS wy Continveys liquid level to us SRST Bogen Typical LV Stage Measuring System Figure 18 W +AS-506 Launch Vehicle Measurement Summary #** Included in Launch Vehicle Totals § Liquid Level a zal om : Vel., Strain & RPM| ae oy a = ae 1 | JAuxiliary Display 37 s7 69 on 178%* ‘AS-506 Spacecraft Measurement Summary a Voltage, Current & Frequency 45 7 190 242 Previous Flights-Measurement_Susmar Deere l numbers approximateCOMMAND AND COMMUNICATION INTERFACES FOR MISSION CONTROL Mission Control Center (MCC) Manned Spacecraft Center, Houston, Texas. Contains communication, computers, display and command systems to monitor and control the space vehicle. Kennedy Space Center, Florida (KSC). ‘The space vehicle is assembled, checked-out, and launched from KSC. Central Instrumentation Facility (CTF) collects powered flight data and data received from Merritt Island Launch Area (MILA) and Air Force Eastern Test Range (AFETR). Goddard Space Flight Center (GSFC). Greenbelt, Maryland operates the Manned Space Flight Network (MSFC) and NASA communications network. The MSEC is under control of MCC during flight. George C. Marshall Space Flight Center (MSC) Huntsville, alabama. Using The Huntsville Operations Support Center (HOSC) and the Launch I formation Exchange Facility (LIEF), real-time support is provided to KSC and MCC for preflight, launch and flight operations. The Manned Space Flight Network is a global network of ground stations, ships, and aircraft designed to support manned and unmanned space flight. While selected ground stations throughout the world monitors all phases of flight activity from liftoff to recovery, pre-destined ships and aircraft are strategically situated to monitor "Insertion to Earth Parking Orbit", “Translunar Injection", "Reentry and Recovery". 30Tigger Pulse, T ~ 2500 Watts each antenna, Ceystal_suiitch dviven_by Comparator sasmatcaly selects shongeet vcore MME a _ Cole antenna for cubpot Different Pale en 2B.udey, [rronsponder} Tronsmit- 2287.5 Mhz Transponder Receive -= 2100.4 Mhz aude Previponcer} “Wonsmits 2282.5 Mia Transponder ‘Receive-— 2101-8 Mhz Byde Tronsmit- 5765_ Miz Hoxddoun Masts (3) bern Pool Fost Stage Weight Eegin Fin Foiing, dun + brq:* 266,700 Ibs ete ete Mest + at gition: ~5,028 000 tbs in “Arrangente: + At Separation: ~’ 33, 400b3 (itu locking forward) Su1C Hoge iguee_ 22. Configuration 4Fol Engine Operation The F+1 engine is started by ground suppBrt equipment. Ground fluid pres- sure opens ports in the main LOX valves. Opening of the main LOX valves admits LOX under tank pressure to the thrust chamber and allows control fluid to enter the gas generator. Opening of the gas generator valve permits LOX and RP-1 to enter the gas generator combustion chamber where they are ignited by the turbine exhaust igniters. While the RP-1 reaches approximately 375 psig a valve in the hypergol cartridge opens allowing LOX and RP-1 to build up pressure against the hypergol burst diaphrags. At approximately 500 psig the diaphragm ruptures allowing hypergol and RP-1 to enter the thrust chamber causing spontaneous coubustion upon contact with the LOX, thereby establishing primary ignition. As thrust pressure builds up the RP-i valves open admitting RP-1 to the thrust chanber and the transistion to mainstage operation is achieved. The inboard engine engine is cutoff by a signal from the IU. Outboard engines are cutoff by optical type LOX depletion sensors with fuel depletion sensors as back- up. A command from the IU supplies a command to the switch selector to enable the outboard engine cutoff circuitry. When two or more of the four LOX level sensors are energized, a timer is activated. Expiration of the timer energizes a stop solenoid for each engine which energizes the main LOX and main RP-1 valves. ‘The sequence closing of the main LOX valve followed by sequence closing of the main RP-1 valve interrupts propellant flow and terminates engine operation. Engine Control Valve “Open Signal Oxidizer Valves Open Ges Generator Valve Open Gas Generator Propellant Ignition Igniter Fuel Valve Open Hypergol Cartridge Rupture. Thrust Chamber Ignition Fuel Valves Open Start of Thrust Tnevease "Thrust OK" Signet 90 Percent Engine Thrust Start Sequence Complete, Engine Start Sequence in Seconds from Control Valve “Open” Signal azThe turbopomp is @ combined LOX and fue! pomp driven through 3 common shett by a single gas ‘tbine | ! ! ' J a A four way contro! Valve directs heraulic. Fluid +2 open and close ‘the Poel, LOX, and gas generator Valves, Provides the seo, FOr Shing the Torbopomp bearing Coolant Valve The Maia Bel and LOX valves are fast achng, pressure Thest LOX / Oxpands LOX oad balanced, poppet type. Chomber Cold hatiom for hograsl ek operated (Pressure opellont tank ttaepsia) Précsorization High Volt igniers Lot BES, ~ 1,500,000 Ibs Thrust ted be aa ease Gal one stort before maces Figure 23 F-l Engine System 43nor S-IC STAGE PROPELLANT SYSTEM The S-IC stage propellant system is composed of one LOX tank, one RP-1 tank, propellant lines, control valves, vents, and pressurization subsystems. Load- ing of LOX and RP-1 tanks is controlled by ground computers. RP-1 loading is completed approximately nine days prior to liftoff. LOX bubbling is started at the beginning of LOX chilldown operation and is continued throughout LOX loading and again before liftoff to prevent possible geysering. Prior to lift- off the RP-1 tank and the LOX tank is pressurized by helium from a good source. At liftoff the RP-1 tank is pressurized with helium stored in bottles located in the LOX tank and heated by passing the helium through the heat exchanger. LOX tank pressurization is maintained by LOX bled from the engine and converted to GOX in the heat exchanger. S-IC PROPELLANT LOAD AND OPERATIONAL SEQUENCE, toz—}- too} — 1 14,200 tbo/min 1 ~S . sos I Red ae ! I ey | wot | 13,400 tes/min | ao | ol_t -9da, 58h 49 othe. =I NM Time Before Lithore Adjuet 40)\00% RP-1 Presser System RP-1 Loading ressurize Tan Completed. fo as He Pressoriza Tank Lox Replenish a Lox Start Loading System Lox GOx Pressure 44Ground Pressure Suite i Vent (2\ # Relief Vawve @resrvre Switch Operated) Open 25:5 psig Close 24 psig 31ev.Ft 3000Psi9 He Bottles (4) for 2P-I Tank Preseurization LOX Tank, 3307800 lbs. at Ignition LOX. Ultage Pressure Sense Line—| LOX Fill Drain Valve (2) it Heakees [Ox in Lines at LiGtote ~ 44,100 Ibs, lent & Relieé Valve [Next 305 ps Reliet 35.0 psia 5lines= One For Each Pressurization Valves (5) ‘Open - 26.5 psia F Close-242 psia h GOK Flow Contvol Vaive~f ' He/RP-L 26.1 pia. nom Pressure Vent ¢ Relief Switch Tactate 315 pais Deactvale 2941 psia RP-1 Fit Drain Line P| Line (2 Per Engine) RPI in Lines at LO. 450 tbs PPA Prevalves (2) LOX Prevalve est Stchanger Feats He for Inelight prestvrizatn of RPA! Tent Cnverts LK» GOK for Inflight LOX Tank pressoriztion. \—F-1 Engine (5) Total Propellant at Ignition Above LOX¢ RP ~ 473,909 Ibs Lines Typical For Each Thal Propellant consumed after Ignition AgiNe ~ 4,670,300 Ibs, Figure 24 FIC Propellant System 45SIC STAGE THRUST VECTOR CONTROL SYSTEM The four outboard F-1 engines are gimbal mounted on the stage thrust structure to provide attitude control during S-IC stage powered flight. Each independent gimbal system employs two hydraulic servo actuators. These servo actuators convert electrical conmand signals (from IU Flight Control Computer) and hydraulic pressure into mechanical outputs which gimbal the outboard engines on the S-IC stage. An integral mechanical feedback, varied by piston position, modifies the effect of the control signal from the FCC, Built-in servo actuator potentiometers sense servo actuator positions for telemetry as well as providing an interlock to preclude liftoff with an engine hardover. Hydraulic pressure is supplied to the Thrust Vector Control System from a GSE pressure source during prelaunch checkout and engine start. The GSE pressure source utilizes RJ-1 ramjet fuel as the hydraulic fluid. During engine operation, hydraulic pressure is supplied from the fuel discharge of the engine turbo pump to the servo actuators. The fuel returns through a check valve to the fuel inlet of the turbo pump. RP-1, the fuel used by the S-IC stage, is used as the hydraulic fluid during engine operation.Stee engines tart irbepomp pressort (RP!) nares BON pessore Vehicle theyst structure actuator shachmert point Filter Manifold a > Hef Grit swrhopmp fel weet To turdopunn uel inlet Noz OTE: NTR ck selves, in the Eiter Manifold Glock the flow of Fluid from the Pier Mant fo ne engine | then operating on ground supe Sabb tre grochel supply inlet Shen on Bagh? sopply Actuators (per engine) You Bais Outboard Engine s(4) Gimballed Hydraulic “Servoactuator (Gira Poet ZX Esch actuator ig electrically ved, using 3 ‘spare. achugtor ntionerer” energize an iimferloek to. prevent liFkore Tan actystor movement exceeds 23° Engine Actuator Ase Point NX , Nehicl mm Pitch Axis J Sire Pet TT : +roll \ Square Gimbal Pitern 251° Inboard Engine (1) Fixed Position, Canted O° Figure 25 Engine Gimbal rate under load 5* per sec. SC Thrust Vector Control System 4140 28vde to Zayde to EBW emergency Firing Units For Gute IP Pine Separes \_ tires tion etrorcket Ignition sie instrumentation € Telemetry Systems Measuring Distributor _ Forward Shict Area __ ie Thownt frame Area Measurement Operational Power “System Power Septem Baifery Battery yy Range Range Battery | Satay baie Beterse (8@.ame/hr Berm se on Ugt:22 Ibs Foch usr System Weight: 551bs 1s Isolated Pom Each Other, DEES power Transfer Suitech Ground Power 2Ovde Seen eas vert aie i Sbtor Saeeltes Biskeibuto Prsaization, Seiten 23S Selector Separation cl Thrust-OK By stemd Distributor es Distributor Prapuiion (Prevalves,ete.) + Engint System fraine 2aster * Instrumentation & EDS System lagerupentaticn Terminated sighagaa | Aes ES |e Pretin ais ween eng Somes, GSE renee) 115 vac, 400ep5 eee 3 Phase Power SAC Electrical Power 4 gure 2 Distribution System“PCM /DDAS- Provides ‘Teka eequivition link for analog ond digital date plus a redundant means for monitoring the PAM link, ase Digitol Data +e ground facility via eee coaxial Cable @DAs) (C443 Miz) ‘Tronsmitter ‘Transmitter Colibvation Command Grom Switch Selector) Assembly PAM/FM/FM Tviod, Aseembly | 270 lemer eerie) | MU. Pem/DDAS Assembly (Mode| 401) Prelaynch | SoS Plagne | Analog 1 _Meosvring Chas heeee | ae fe Distributors 4d Dota a Low level Anelog data :PAM/EM/EM- Pulse Amplitude Modulation/ Evequency Modulation /Freq. Mod. ‘PCM/DDAS - Pulse Code Modulation /Digital Dota Aspisition System Telemetry System Figure 27 ate eal 49SII STAGE STRUCTURE ‘The S-II stage is a large cylindrical booster approximately 81 feet in length and 33 feet in diameter. The stage is powered by five liquid-propelled J-2 rocket engines which combine to develop a total thrust of 1,150,000 pounds. Forward Skirt The forward skirt, a part of the SIT body shell structure, is a cylindrical aluminum alloy material, strenghened and supported internally and externally by stringers and circumferential ring frames. The forvard skirt also houses the telemetry and command (range safety) antennae. ‘The Fuel (LH) Tank The Li tank is a long cylinder with a concave bulkhead forward and a con- vex bulkhead aft. The tank structure is made up of six cylindrical sections which incorporate stiffening members in both the longitudinal and circumferential directions. ‘The Common Bulkhead This is an adhesive-bonded assembly of aluminum alloy and fiberglass/phenolic honeycomb core to prevent, heat transfer and retain the cryogenic properties of the fluids to which it is exposed (LOX and LHy). Fiberglass core material varies in thickness between .080 inches to 5 inches. No connections or lines pass through the common bulkhead. ‘The LOX Tank ‘The LOX tank consists of ellipsoidal fore and aft halves with reinforced gore segments. Three ring type slosh baffles control propellant sloshing and minimize surface disturbances. A six part sump assembly at the lowest point provides fill and drain openings for the five engine feed lines. Agt Interstage The aft interstage, also part of the body shell structure, is made up of aluminum alloy material and is supported internally by hat stringers and circun- ferential ring frames. The aft interstage has four ullage rockets mounted in its outer surface. System Tunnel The systems tunnel houses electrical cables, pressurization lines and the propellant dispersion ordnance. The tunnel is attached externally from the S-IT stage aft skirt to the forward skirt. 50tern ie veto rota fo 3 stage HS aration ave located in Typical) al SENG Att intersioge .. 7 a ee ent . tf 2 at 7 uv ; oe Focward Bulkhead \ i i Al | ir ae ' 1 } ! 4 [Xeee| sealer el a a Telemed Command (OSH I6ng) | + Becheal ° (Bae Safehy a “Enecmeties uk A “Conditioned Bip 429 Common " min prior 40, St ih tank. of LV load, then Bullhasd " Guz" Unt Um —~ aes Bilkeat Disconnect Slctcical Saute fy Containers. ag eure nasi swine erases) \ i cern Outside Tank Insulation i 1 —~(atermedigte Umbilical ra i i Song hr es = Mstecial: Foam Filled VA Bion Horeyeortb, ! 4 TORN ES, “Hee Es Faced Le WONT i op Trough teneycons ined Ri passages tor purging : npr tor woh fai Fira uy GNz Until Ura DAS ALL Gthgr Ht ‘ileal Bisconnect Riel altged Ko 4 NaS tos gt ntecstag “Burn Tine: 38 30e Cength= 18) Posts Psl— = Pos ‘Ruste Tunnel Sill Stage Weights *Bry:=79.900 ibs. 1059.9 00lbo3 RSA tention” vopeac0 TAS Separation 2! S108 ibs 2 Figur Engine Arrangentent SRE 5-1 Configuration 51ENG: OPERATION II STAGE The operating cycle of the J-2 Engine consists of prestart, start, steady state operation and cutoff sequences. During prestart, LOX and Lig flow through the engine to temperature-condition the engine components, and to assure the presence of propellant in the turbopumps for starting. Following a timed cool- down period, the start signal is received by the sequence controller which ener- gizes various control solenoid valves to open the propellant valves in the proper sequence. The sequence controller also energizes spark plugs in the gas generator and thrust chamber co ignite the propellant. In addition, the sequence controller release Giz from the start tank, The Gil; provides the initial drive for the turbo- pumps that deliver propellant to the gas generator and the engine. The propellant ignites, gas generator output accelerates the turbopumps, and engine thrust in- creases to main stage operation. At this time, the spark plugs are de-energized and the engine is in steady-state operation. Steady-state operation is maintained until a cutoff signal is received by the sequence controller. The sequence controller de-energizes the solenoid valves which in turn close the engine propellant valves in the proper sequence. As a result, engine thrust decays and the cutoff sequence is complete. Engine Start ‘Main Fuel Valve Open Main Fuel Propellant Flow Start Tank Discharge Valve Open Pump Buildup Bypass Flow Through Oxidizer Turbine By-pass Valve Main Oxidizer Flow Gas Generator Propellant Flow Main Oxidizer Valve Open Mainstage OK Signal 90 Percent Thrust t 3 IGNITION SEC SEC SEC SEC SEC COMMAND, TIME FROM IGNITION 52Lox LHe Propellant Utilization (PU) valve Varies engine mixture 1 ratio by bypassing LOK 1 Turbine. Turbine Each turbine is independently driven hreugh direet drive Both turbines are Powered in series by 8 Single gas generator Gia for LHe tank pressurization LOx Turbine Bypass Valve 0K for LOX tank x Vents LH, turbine pressurization | I [| cxnavst ges thragn ! ! (Pressure engine bell dorin “rrepsia af 5:1) Peat ‘ FZ Engine Start b---- td Heat E ~ 200,000 ibs thrust tach of te 85 tpn SiMe RI ae BEBE AE «se See eee ona in capable of a singe start Riemer ste above ae located” on the engine S-! 2 Engine System 53SII STAGE PROPELLANT SYSTEM The SII Stage propeliant system is composed of integral LOX/LHy tanks, propellant lines, control valves, vents, and prepressurization subsystems. Loading of propellant tanks and flow of propellants is controlled by the pro- pellant utilization systems. The LOX/LH, tanks are prepressurized by ground Source gaseous helium. During powered flight of S-II Stage, the LOX tank is pressurized by GOX bled from the LOX heat exchanger. The LHy tank is pres= Surized by Giiy bled from the thrust chanber hydrogen injector manifold: pressurization is maintained by the LH, Pressure Regulator. SIT PROPELLANT LOAD AND OPERATIONAL SEQUENCE ‘SS 50 Ibsfmin Start Toad Automatic eo ee Sequence Lox lH Tt i ’ % t . ce 47320 lbs/min ' Liftore 1 g 1 ae i a 2 404 A | 1 1 7 ' Ye 8 o% ' | 1 ' s ! Ibs/min 980 tbs/min ° nt -— h ' T T T “10be 64-49 “Al -85 -Boin, 97 Time To Littore 1 Lox 1 sham Sy LOX Replenish i Sact Repressurization Loadin tox"? ZL Lg Replenish LHe Start = yD System Loading Repressurization tHe Recireulation Pumps On 54(He Tank pressure Regslator opens ~ 299 —| setonds after Sl Ignition and remains open Gy, From J-2 Engine during Sl bom for LH, Tank pressuriee tion LHz Tank Vent Valve (2) Open: 36 pia Close: 34 psia LH, Tank ~ 188, 250 lbs LHe at Ignition is Fit and Drain LOX Tank Vent Valve (2) Open: 42 psia Close / 39 psia ~821,000 tbs. LOX a+ Ignition LOX Fill and Drain Heat Exchanger —| Converts LOX to GOX for LOX Tank pressurization during S:ll powered. Flight: w-Fengine (5) Total propellant at Ignition ~ 979,259 lbs Tots\ propellant consumel after lenition - 47,45 Obs, 5-11 Propellant System Figure 30 56S-II STAGE THRUST VECTOR CONTROL SYSTEM The four outboard J-2 engines are gimbal mounted to provide thrust vector control during powered flight. Attitude control is maintained by gimballing the outboard engines in response to electrical control signals from the IU flight control computer. The system consists of four independent closed-loop hydraulic control subsystems which provide power for engine gimballing. The primary components of the subsystem are an auxiliary pump, a main pump, an accumulator/reservoir manifold assembly and two servo actuators. The auxiliary pump is electrically driven from the GSE to provide hydraulic fluid circulation prior to launch. The main punp is mounted to and driven by the engine LOX turbopump. The accumulator/ reservior manifold assembly consists of a high pressure accumulator which receives high pressure fluid from the pump and a low pressure reservoir which receives re- turn fluid from the servo actuators. The servo actuator is a power control unit that converts electrical signals and hydraulic power into mechanical outputs that gimbal the engine. During the prelaunch period, the auxiliary hydraulic pump circulates the hydraulic fluid to preclude fluid freezing during propellant loading. Circula- tion is not required during the S-IC burn due to the short duration burn. After S-IC/S-II separation, an S-II switch selector command unlocks the accumulator lock up valves, releasing high pressure fluid to each of the servo actuators. The accumulators provide gimballing power prior to the main hydraulic pump operation. During S-II mainstage operation, the main hydraulic pump supplies high pressure fluid to the servo actuators. The return fluid from the actuators is routed to the reservoir which stores hydraulic fluid at sufficient pressure to supply a positive pressure at the main pump inlet. BeLow Pressure Vehicle Thrush Structure “To psig | Altachment Point 1 Hydraulic, : Gimbal Point J Secvo_ Actuators, (2) Electrica! Commands Reservoir 88 psig Accumulator | 3805 psig Intlight wae Drivan_by Engine Torbe Roma t SI BOCOROM cil 80gpm at S003 f Accumulator pressurized Geom ground with GNe at 2350250 pois at TOF ore] Axara ae cir Matar detent 80 pm Auxiliary pump used only prelavnch checkout Output La gpm ak 3500psig Bi Actuators: Vehicle (per engingd Yaw Axis oh /Gimballed = rejnaal, Canted O° at Nominal Thrust Spare Gimbal Pattern #1° Engine Gimbal Rate Under Lead 4.6" per see. Inboard Engine (!) Fixed Position S-11 Thrust Vector Control SystemL_STAGE PROPELLANT MANAGEMENT SYSTEM The propellant management system provides a means for controlling and monitoring propellants during ground loading, powered flight and engine shut- down Continuous capacitance probes and point level sensors in the Lilz and LOX tanks monitor propellant mass. During the propellant loading sequence, a signal from each capacitance probe is transmitted from the on board propellant elec tronics to GSE to indicate the level of propellants in the tanks, Overfill point level sensors are provided for both the Ly and LOX systens. When the propellant mass in the tanks reach a predetermined amount, the GSE loading computer automatically stop the loading sequence. ‘The propellant utilization (PU) subsystem controls the mixture ration (MR) of the LOX/Lii. The PU subsystem consists of a rotary valve, to control the amount of LOX flowing to the engine, and electrical controls for the valve. At engine start, the PU valve is in a neutral position and supplies a MR of 5.0:1. Approximately 5 seconds after engine start, electrical signals from the LVDC in the IU comands the PU valve to supply a nominal MR of 5.5:1. Five minutes and 20 seconds after engine start the LVDC commands the PU valve to a MR of 4.5:1 For the remainder of the S-II Stage burn. Capacitance probes in the propellant tanks provide telemetered data to ground stations so that propellant consumption can be monitored. Center engine shutdown is initiated by a progranmed command (timed) from the IU through the S-II switch selector. Outboard engine shutdown is initiated when any two of the five liquid level sensors in either propellant tank indicate propellant depletion.Probe (Cylindrical To. Other ‘cepacitor) 4 Engines To ground ioading compute ¢ftmelry — ! I | ret ; ‘eee | sein | soe i: \ a1 \ Mites I Ratio (MR) Green Lo Telemetered Valve Rasition Signal 511 Propellant Utilestion (BU)Timeline High EMR "OFF" 230K 55 fio S5sec ia Low EMR "ON" S W301 sec 200K} 50 - of | High EMR‘O eo t45 ¢ ——____SEngine start Command fae Hee NOTE: High(5.5:1) EMR" OFF § Low (45:1) EMR "ON" are ire, Buitcn Selector Commands Issued By The 1U LVDC . When Ths =(IGM Initiated +, C=O) 7-1 Propellant Figure 82 Management OystersMeasuring, Instrumentation Iostrumentation Rower Power Fetemetry stributor Suppl Systems Forward Skivt Aven Thrust Frame Avea Tnsfromentation) Range Min Battery ‘Batter saey 28 ve 28vde 35 amp/ he Separation switch Separation i selector ote tern Instrumentation gabe tne | °° Telemetry ae a Sequencer ‘ohtroliey Batter 28 ve 36 amp/he. ground o-— Power Bevde terminated aa Peel her revminate: grifion Bo yotem Be at umbilical 2Bvde. Be vde disconnect Fontan 3-2 Engin Le Recivevlation Wyavadhe ai Fon Pimp Motor np Moroes wer Tavevtews Baltery eaters Batiery Weight a5 165 cath aE Each power system is Supplied isolated from ench ofher i Begin geet a 2 Distribution System oo4 Antennee(20° apn Digital date 40 ground facility via Coaxial Cable (DDAS) Link BF-| Link BF-2 Link BPI (241.5 Maz) (34.0 Miz (248.6 Mie. Transmitter Transmitter Cali bration Command Urrom Switch Selector 7™ Mode! 270 Multiplexer pe|ppas Assembly (Medel 30!) PCM- RF Assembly PAM/FM/FM PAM /FM/FM. Assembly Assembly data’ co Model 270 Data Input Data Input Multiplexer Fovward Skirt Aven dat = Thrust Frame Avea Model £10 Jsubrno plese Digital Digital ‘date dato Figure 34, Telemetry System oloz ScIVE STAGE STRUCTURE ‘The S-IVB, the third booster stage, is approximately 59 feet in length with a stage weight at ground liftoff of approximately 262,150 pounds. TheS-IVB stage is powered by a single J-2 engine capable of providing 232,000 pounds of thrust at first burn and 211,000 pounds during second burn. ‘The Forward Skirt Assembly The forward skirt is the load supporting menber between the LHy tank and the Instrument Unit, The forward umbilical plate, antennas, the Lig flight vents and tunnel fairings are attached externally to this skirt. Propellant Tank Assembly The propellant tank assembly is a cylindrical aluminum structure with a hemispherical shaped done at each end. LOX and Liz are separated by @ comon bulkhead of sandwich type construction which is bonded to and separated by a fiberglass-phenolic honeycomb core. Ly Tank The internal surface of the Lz tank is a machined, waffle-Like pattern to provide structural rigidity. Polyurethane insulation blocks, covered with fiberglass and a sealant coating, are bonded to the intertank waffle-like pattern to minimize Ly boiloff. The LH2 tank is equipped internally with a slosh baffle, propellant utilization probe, temperature and level sensors and fill, pressurization and vent pipes. LOX Tank The LOX tank is located in the aft end of the propellant structure and is surrounded by the aft skirt assembly. The LOX tank is equipped internally with a slosh baffle, a chilldown pump, a 13.5 foot propellant utilization probe, temperature and level sensors, and fill, pressurization and ventipipes. Aft Skirt Assembly ‘The aft skirt assembly is the load bearing structure between the LOX tank and the aft interstage. Thrust Structure The thrust structure is an inverted, truncated cone attached at its larger end to the aft dome of the LOX tank and at the smaller end to the J-2 engine mount. Aft Interstage ‘The aft interstage is a truncated cone that provides a load support structure between the S-II and the S-IVB stages. S-II retro rocket mounts are attached to this stage. The aft interstage remains with the S-II at interstage separation.cae, door jn,tne 1 allows Servicing” of the" equipmen Ta‘ te formed atic Maia Tungel Houses. Electrical hear e — APS Modules (2) 6) — mount Serna dB ening dectrical felectronic. equipment’ LHe Inside Tank insulation Polyurethane insulation aa bickts, covered mith & Fibergia>s sheet and coated with 2 sealant int Forward Gulthead (Protrudes ~8" inte 1U) Forward Skict Eorward skirt Ankenag Arrangement -Facesned Unsilical Ganing fem rt | T T ea ae fe mere T 1, T T + Preomatic / mag, Maia) | ——~ Halim speres (4) Telemetry) — Bs ee |———dia 2600 Ltiage Matos SI oles “Burn Time '~ 4-30. ae) sElectvical “+ Prevmatic SLOKG Lh Fill and Dri “Conditiched air 40 1-20 ‘pun prior to LOX Chitldown, then Na fo umbil ical disconnect S:lL Separation Catroroctets (4) ——— WS Helivm Speres (7 "Thrust! ~ $4,800 bs Dia sein Sines Typical. Burn Time ~ 1.5 30 HB Stage, Wigs “25,000 7bs URUSIV Ignition: ~261,000 103 LAE SVB COtore: ~ 192/400 (os + AESANB Zn Cotoff:~'26, 500165 *ARSIVB Sep" ~ 28300105 S-VB Configuration Figue 35ENGINE OPERATION S-IVB STAGE The operating cycle of the J-2 Engine consists of prestart, start, steady- state operation and cutoff sequences. During prestart, LOX and LHz flow through the engine to temperature-condition the engine components, and to assure the presence of propellant in the turbopumps for starting. Following a timed cool- down period, the start signal is received by the sequence controller which ener- gizes various control solenofd valves to open the propellant valves in the proper sequence. The sequence controller also energizes spark plugs in the gas generator and thrust chamber to ignite the propellant. In addition, the sequence controller releases GHz from the start tank. The GHz provides the initial drive for the turbo- pumps that deliver propellant to the gas generator and the engine. The propellant ignites, gas generator output accelerates the turbopumps, and engine thrust in- creases to main stage operation. At this time, the spark plugs are de-energized and the engine is in steady-state operation. Steady-state operation is maintained until a cutoff signal is received by the sequence controller. The sequence controller de-energizes the solenoid valves which in turn close the engine propellant valves in the proper sequence. As a result, engine thrust decays and the cutoff sequence is complete. Engine Start ‘Main Fuel Valve Open Main Fuel Propellant Flow Start Tank Discharge Valve Open Pump Buildup Bypass Flow Through Oxidizer Turbine By-pass Valve Main Oxidizer Flow Gas Generator Propellant Flow Main Oxidizer Valve Open Mainstage OK Signal 90 Percent Thrust IGNITION SEC SEC SEC SEK SEC COMMAND TIME FROM IGNITION “4Lox Lia Propellant Utilizstion (PU) vale tari engine mate I ratio passin From the pump? 7 tke ! Turbine ' ! Teena en =F ti<~irStstSStSCS ! Srcegn ‘direls drive. t Both turbines are. ' powered in series by ee hor ! ! 1 GHe for LHz tank t pressurieation LOX Torbine ! I Bypass Valve ! I Vents LHy turbine. ' a [| tthestces tho (Pressure engine bell during ' ‘Ttopsia at 50:1) 1 U2 Engine Start 1 J ! J ~ 200,000 Ibs thrvst The 5-IVB J-2 engine is a high performance , high altitude engine utilizing liquid Gxyger end tiqud hy~ drogen “as propellants and is, copable” of multiple restarts All components shown above ak located on the engine it Figure 36 Engine SqstemS-IVB STAGE PROPELLANT SYSTEM ‘The S-IVB stage propellant system is composed of integral LOX/LH2 tanks, propellant lines, control valves, vents and pressurization subsystems. Loading of the propellant tanks and flow of propellants is controlled by the propellant utilization system. Both propellant tanks are initially pressurized by ground source cold helium. LOX tank pressurization during S-IVB stage burn is maintained by helium supplied from spheres in the Lz tank, which is expanded by passing through the heat exchanger, to maintain positive pressure across the common tank bulkhead and to satisfy engine net positive suction head. LH, tank pressurization during S-IVB stage burn is maintained by GH) from the J-2 engine injector. Pressuriza~ tion of the Li tank strengthens the stage in addition to satisfying engine net positive suction head. Repressurization of the propellant tanks, prior to J-2 engine restarts, is attained by passing cold helium, from the helium spheres in the Liz tank, through the 02/H, burner. The heated helium is then routed to the propellant tanks. Should the O2/iip burner fail, ambient repressurization will ensure propellant tank pressure for engine restarts. S-IVB PROPELLANT LOAD AND OPERATIONAL SEQUENCE te0 20: eo. onor 40. 20. start oof Leading Pressurize Tank the eoGHz From 3-2 Engine injector for LHa tank pressurization during first and second SVB Stage burn =41 A / |_ 35 eu st00psia GHe spheres (0. [Inflight LOX Tank pressurization kts Tan ~ 43500 les at lanition (Hy Fill and Drain LOK Vert Valve LOX Fill | Deain cu.ft B00psin Ge spheres (6) | CHa Tank apressurization (Bactup 5ystem) Prior te Je2 engine restart Or, Burner Naz engine, 35 cuft 3100 psa Sie spheres Cf Brae Total propellant a+ ignition sales, P aso tos “otal propellant consumed after ignition = 225900 Ibs 5-1NB Propellant System Figuee_ 37 oTS-IVB THRUST VECTOR CONTROL SYSTEM ‘The single J-2 Engine is gimbal mounted on the longitudinal axis of the WB Stage to provide pitch and yaw control during S-IVB powered flight. Engine fimballing is accomplished by an independent closed loop hydraulic system which supplies power to the two servo-actuators. The two servo-actuators may extend or retract individually or simultaneously. Gimbal position is proportional to the magnitude of an elec trical input to the electro-hydraulic servo valve located on each actuator. Mechanical feedback from the actuator to the servo valve completes the closed engine position loop. During S-IC and S-II stage burns, the actuators hold the engine position to null. ‘This is accomplished by utilizing the electrically driven auxiliary hydraulic pump. The auxiliary hydraulic pump is also used during orbit to periodically cir- culate the hydraulic fluid to prevent freezing. During the S-IVB burn, the main hydraulic pump, driven by the engine, provides the necessary pressure and circulation for actuator operation (pitch and yaw control). Roll control is provided by the Auxiliary Propulsion System (see page 71). veReturn, Low Presse a oe me at EE my ~ETO psig | \ehicle Thrust Structure. ; Bacher? Poin 1 _ZGimbal Point wera ' Seto OR ServoValve —S x Ww. y Electrical 1 Reservoir | Accumulator ~8B pig | “28009 \ Gnd che at } 455050 pois at 70°F P—~wore: ‘Auxiliary pomp used dering preflight Loot ae doing Fgh Electric Motor. Ca riven at 13.600 BPM Sutpot 1 gpm at 3500 psig ‘Square Gimbal pattern ET? Engine gimbel rate, under load ~ BYper see: Gimbal Pattern (looting forward) c SS Tust Vector foe ee Control SysteAUXILIARY PROPULSION SYSTEM ‘The S-IVB Auxiliary Propulsion System (APS) provides vehicle attitude control during powered flight in the roll axis only and during S-IVB coast provides control in the pitch, yaw, and roll axes. Attitude corrections are made by firing the control engines, individually or in combination, in short bursts of approxi- mately 65 ms minimum duration, Commands from the Flight Control Computer actuate fuel and oxidizer solenoid valve clusters that admit hypergolic propellants to the control engine combustion chambers. ‘The attitude control engines are located in two aerodynamically shaped modules, 180 degrees apart, on the aft end of the S-IVB stage (positions I and III). Each module contains four hypergolic engines, three 150 pound thrust attitude control engines and one 70 pound thrust ullage engine. The 70 pound thrust (ullage) engine in each module is used to settle the main stage propel- Jants after $-IVB cutoff and again prior to restart. One control engine of each module is used to control the vehicles’ attitude in pitch, while the other two are used for yaw and roll control. Bach APS module contains its own propellant supply and pressurization system. The hypergolic propellants used by the engines are monomethyl hydrazine (Ol) for the fuel and nitrogen tetroxide (N,0y) for the oxidizer. Helium is the pressurant used in the system. 70; ja" ; Separstion Plane Yoo te Thrust Boil and Yaw Engines: (2modvle) m Xie Ronis Clockwise APS FUNCTIONS: , Lm”. ae Module Fag . ( \ | Age Herren aes a 89 { \€ | Sai Sw f WW w Vehicle Pitches ‘Nose Up r View from AFt lookine The minimum engine firing forward or dounrange, pulse duration is ~ G5 miliseconds « Auxiliary Propulsion System auS-IVB STAGE PROPELLANT MANAGEMENT SYSTEM The propellant management system provides a means for controlling and monitoring propellants during ground loading, powered flight and engine shut~ down. Continuous capacitance probes and point level sensors in the LOX and Liy tanks monitor propellant mass. During the propellant loading sequence, a signal from each capacitance probe is transmitted from the on board propellant elec~ tronics to GSE to indicate the level of propellants in the tanks. Overfill point level sensors are provided for LOX and LH2 systems. When the propellant mass in the tanks reach a predetermined amount, the GSE loading computer automatically stops the loading sequence. ‘The propellant utilization (PU) subsystem controls the mixture ratio (HR) of the LOX/Liz, The PU subsystem consists of a rotary valve, to control the amount of LOX flowing to the engine, and electrical controls for the valve. The MR is controlled by the switch selector outputs which are used to operate the PU valve. Prior to engine start the PU valve is commanded to the neutral position to obtain a MR of 5.0:1, The PU valve remains at the 5.0:1 position during the first burn, Prior to engine restart (first opportunity) the PU valve is com- manded by the switch selector to a MR of 4.5:1 and remains at this position for approximately one minute and 55 seconds of the S-IVB burn. The PU valve is then commanded to the neutral position (5.0:1). If the S-IVB restart is delayed to the second opportunity, the MR is shifted from 4.5:1 to 5.0:1 when the engine reaches 90 percent thrust. Engine shutdown, during first burn, is initiated by a progranmed command (velocity) from the IU through the ewitch selector. Engine shutdown after second burn is initiated by a programmed command (velocity) from the IU through the S-IVB switch selector. Backup shutdown is provided by any two of the five Liquid level sensors in either, propellant tank indicating propellant depletion. 72loading Computer ¢ Telemetry Command r ! ' i | teemeves | REESE! 1 data Ase 1 Mixtore 1 | / Ratio (aay 1 sy Valve Control ‘Arnplifier Telemetered Valve Position Signal SWB Propellant Utilization (RU) Timeline, For $-WB Second Bum BOK LSS ae eaees pose] / Fpgine shack Witenes 200K $5.0 — | ed Low EMR “OFF” / Led Theat 96-2 See. Engine Engine Mole: P.U. valve vemains at 5.0 throughout If burn Test Mixture (pom) "Ratio S-B Propellant ve 40 Management System 73Each Batters Unit Weight: 88 b> Fwd. Batter +. woe way Unit 2, (28vde) Unit | (28 vde) I Range Safety = Sytem Battery Weight: 201bs =F 25 ampthy Range Dafeh System Switen ™ Seicior Measuring Static Vol Inverter supply Converter £03, ToMeasuring Measuring eens Systems Forward Skict rea os = Te Measuring stems Each Battery, : Unk Weight: 65th» ESE we Unit 2 (2Bvde) Unit 2 Unit | (28vde) avae) oon chitlgown (Fuel § Oxidizer) Suitch Pregsurization Selector ee To 51V8 SNE Electrical Systems ewe 44 wer ¢ Dishibution System. 14Analog data Medel 270 pe Pem/D085 | Multiplexer | [_ Assembly 4d or Ww SVB Yiierce (~ 20 watts) Power Divider To QE Digital dato te ground Focility via Conxial Coble (DDAS) Transmitter | Colibvation Command Grom Switch Selector) em /DDAS, Assembly, (Model 501) foward Thvust Frame, Area Digital Data Remote digital Selomultiplexer Amal Remote Analog data Submultiplexer ——> Coen /o Telemany SystemINSTRUMENT UNIT The Instrument Unit is a cylindrical structure approximately 260 inches in diameter and 36 inches high which is attached to the forward end of the S-IVB stage. IU structure is composed of an aluminum alloy honeycomb sandwich material which was selected for its high strength-to-weight ratio, acoustical insulation, and thermal conductivity properties. The cylinder is composed of three 120 degree segments--the access door segment, the flight control computer segment, and the ST-124-M segment. ‘The IU Stage contains: Guidance, Navigation and Control Equipment Telemetry Systems ‘Tracking Systems Crew Safety Systems Environmental Control System The guidance, navigation and control equipment contained in the IU includes that which is necessary for vehicle guidance and control during boost through orbital coast and subsequently for translunar injection. Telemetry along with measuring systems is used to monitor certain conditions and events which take place in the IU and to transmit these monitored signals to ground receiving stations. Tracking systems assist in the determination of the vehicle's trajectory. Tracking data is used for mission control, range safety and post flight evalua tion of vehicle performance. Grew Safety is provided by the Emergency Detection System, a portion of which is located in the IU stage. EDS senses conditions in the vehicle during boost phase which could cause vehicle failure. Environmental Control maintains an acceptable operating environment during preflight and flight operations. To‘Structure _ Coldptates (6) for mounting «thera Conditions for electrical falectronic. equipment tnade oF loninated oneycamb sandwich fous Looking Aet omni POR pe Trent Ponlecs x fee, Tam ces a jet fay Recive : f " 1 sbi ' t IP TAAL Tranonit ste De Radar Antenna Arrangement tc # Dry ~ 4,000 Ibs, Serviced ~ 4300!bs. firstrument Unit Contlguration 7| I sic \ z0s Ly 4 s sT-1t4m uu Platfoven Hlecbronics Becembly Battery Weight! 76 1G5Ibs. each Contvol Distvi butor Auxiliary Power vistvibutor ee Measuring Master een To Signals from Mens. meas. racks Yacks meas. transducers. /Meneurin roe Distributor System IU Electrical Power ¢ Distribution Syste Figure 44ccs PCI Directional Pom /CCS Directional Antenna Ommi Antenne Antenne Coaxial Switch RF _Multicoupler 1 Link DP. (245.3 Maz) To 1U command System ces Transponder Digital data 7 Miz) trenemitters 40. gvoun PCM/DDAS eae na celia h cooxial (Model 301) coble (DDAS) Analo data? Remote Digitol Muihiplexer Digital Multiplexer, ™ Glibyation sIWB €eS- Command Communication IU Telemetry Syster ee oraien Figure 45 aes ud)ENVIRONMENTAL CONTROL SYSTEM (ECS) The Environmental Control System (ECS) has been developed to maintain an acceptable operating environment for the IU/S-IVB equipment during preflight and inflight operations. The ECS is made up of the following: ‘Thermal Conditioning System - maintains a circulating Methanol Water coolant temperature of approximately 59° * 1°F. Preflight Purging System ~ maintains a supply of temperature and Pressure regulated air/GN, in the IU/S-IVB equipment. Gas Bearing Supply System - furnishes GN2 to the ST-124-M3 inertial Platform gas bearings. Hazardous Gas Detection System ~ monitors the IU/S-IVB forward inter- Stage area for the presence of hazardous vapors.Gas bearing Heat Exchanger Data Adapter Digital w ZZZLIZZZZZZZZIZZZIZZZIZI, \COIOLEEOEODDLTOOTOOOTI ‘S-NB Quick disconnect (2) Forward Skirt COldplates (5 required) Methrarol- Water ~30"%30" (closed system) —Methanol- Water (GSE supple) “6NZ ecoeeeeos coolant inlet ting OOGOG ‘Coolartt core Fypieal_Coldplate 1W/S-IVB Ervironrnerrtal Figure 46 Control System BISPACECRAFT DESCRIPTION ‘The Spacecraft for the AS-506 mission is composed of: Launch Escape System (LES) Command Module (cM) Service Module (SM) Lunar Module (LM) Spacecraft Lunar Module Adapter (SLA) Launch Escape System ‘The Launch Escape System, which is jettisoned approximately 35 seconds after SIE Ignition, is made up of a Launch Escape Tower (LET), and a three-motor pro~ pulsion system (Tower Jettison, Launch Escape and Pitch Control Motors). Command Module ‘The Command Module is a Block I Configuration. The module's inner struc~ ture, or pressure vessel, is separated from the outer structure by a layer of insulation. A heat shield structure is made up in three segments consisting of a forward heat shield, a crew compartment heat shield, and an aft shield. The (Mis slightly over 11 feet in length and is about 12 feet in diameter. A propulsion system consists of Reaction Control Engines which may operate pulsed or continuous. Service Module The Service Module may be described as a cylindrical, aluminum shell which is mad@ up of honeycomb-sandwich panels and a forward and aft bulkhead. Oke ginballed propulsion engine (capable of up to 30 restarts) and a reaction control system (4 clusters, 4 chambers each) make up the SM Propulsion System. The Com- mand and Service Module are joined by three tension ties each of which is equipped with explosive charges for SM/CM separation. Lunar dule The Lunar Module consists primarily of an Ascent and Descent Stage. The Ascent Stage, which contains the crew compartment, is equipped with a Reaction Control System which provides thrust capability, an ingress and egress hatch to the crew's instrumentation and controls. The Descent Stage, consists primarily of a descent engine and four retractable landing gear assemblies. Over all weight of the Lunar Module is approximately 30,000 pounds. spacecraft Lunar Module Adapter ‘The Spacecraft Lunar Module Adapter (SLA) joins the Service Module (SH) to the S-IVB/IU. The SLA encloses the Lunar Module. Adapter panels which enclose the Lunar Module are jettisoned prior to docking and Lunar Module extraction. 82Leunch I~ Escape. Motor Launch Escope Mator J Now les@ Weight Bry: ~10,6001b5 propels P1200 Ibs + Propulsion System Pe ne Ginballed Restartable Engine, ~ 22,000 Ibs Thrust Serene CM/SN SEP Plane Recovery Antennas (3) (On Paract Deck ~ Deployed io air Parachte Deployment) EP Plan imand Antenna. ‘Aniennas (4)~ Mounted flush, Control Syren Gt) Engine Modules aM Service edule om» —_| SiM(Adapter SEP Plane Lpeer portion J mes jade Up of Fur Perel 4 “Sadopter Panels (@) ata 0 aed Bee a 1 Whemeaion b lunar Module —] ( wu 5.6 bulthead (ete nt) oncecratt Data erat B15 MOTH LO.“ [00,600 Ibs (Less LET) Spacecraft CSM 107 CeT~ 8.90063 Figure 47 CenfigurationAttitude, Frege | na Inertial Coupling Measuring Dipla Unit Unit Guidance Commands erty boyster Bower IMU Electronics, (Accel.; Stabilization Loop) at Ww Tout, | L seen Figure 48 54WS/I2 Vac, 400 ~, 36 To Bate Charger and SIC’AC Power System e] To Retction Control Systems imp ond Sequchcers a To Slight & post landing BES, E15, Logic Mision bus (Commun mere Fegutncers, “Gieiba) Contr! eating equip) Fung. Ubrighfing System Instrumentation Ranh Tow & sentine ower Entry Eniry Tnstrummen To Sle System cory fm ep | | ot From Battery Chargtr Command Module = ecvice Module. om | Te 305 ese | bom Fuel ce bnit 3 Figure 49 a ,Lrt~—~—~ cecrabr Elect Ruerbwistiibonien Oyster 85Airlock, CM Theusters (4) Anner Compartment Welded Rorninute Heneqeomb erticle and \Sorigontal sxe sey” Beets ive Meteria ne Conifer tment (Cerboh a tek) 7 se Steintess steel Honeys Oe een Tine: Bick I (manned) sient ~ 11 in lengte 3 cpa sep. ~18;000 Ibs Ot St renin aceon Si Splashttowts 000 tes 12 Reaction Control Motors Lies es thvesk each Ae Command Modvle BeAntenna ete ‘Beecont Traine Ww BL Rendecvous, Radar “Traraponder Pew Signs Telemetry sgraiioning Equipment Equiprter ‘CM Telecommunication System a7Rendezvous Rado antenna, | S-Band Steerable Antenna VHF Antenna ASCENT STAGE Reaction Contro! Engines (4 per cluster/ “4 Elostere ) «wish ~ 339) = $2:800 ts ane Height ~ 280 in Width ~ 330in (legs extended)

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