SATURN S-IVB-205 FLIGHT EVALUATION REPORT · This report presents the evaluation results of the...

E ....

SATURN S-IVB-205

FLIGHT EVALUATION

STAGE

REPORT

SM-46990

DECEMBER 1968

PREPARED BY:

SATURN S-IVB TEST PLANNING AND

EVALUATION COMMITTEE AND

COORDINATED BY; D. J. KATZ

PROJECT OFFICE -- TEST

HUNTINGTON BEACH DEVELOPMENT ENGINEERING

PREPARED FOR:

NATIONAL AERONAUTICS AND

SPACE ADMINISTRATION

UNDER NASA CONTRACT NAST--101

APPROVED BY: A. P. O'NEAL, DIRECTOR

HUNTINGTON BEACH DEVELOPMENT ENGINEERING-

SATURN 'APOLLO PROGRAM

MCDONNELL DOUGLAS ASTRONAUTICS COMP_,NY

WESTERN DIVISION

530] Bolsa Avenue, Huntington Beach, California 92647 (7]4) 897-031 ]

SATURN S-IVB-205 IN ORBIT

ABSTRACT

This report presents the evaluation results of the

prelaunch countdown, powered flight, and orbital phase

of the S-IVB-205 stage which was launched ii October 1968

as the second stage of the Saturn AS-205 vehicle.

The report is a contractual document as outlined in NASA

Report MSFC-DRL-021, Contract Data Requirements, Saturn

S-IVB Stage and GSE, dated 1 August 1968, Revision B.

It was prepared by the Saturn S-IVB Test Planning and

Evaluation Committee and coordinated by the Saturn S-IVB

Project Office of the McDonnell Douglas Astronautics

Company - Western Division.

DESCRIPTORS

Data Evaluation

Flight Test

Saturn V

S-IVB-205

Saturn AS-205 Vehicle

Countdown

IIL J.8v

V

PREFACE

The purpose of this report is to present the evaluation

results of the prelaunch countdown, powered flight, and

orbital phase of the S-IVB-205 stage which was launched

on ii October 1968 as the second stage of the Saturn

AS-205 vehicle.

This report was prepared in compliance with the National

Aeronautics and Space Administration Contract NAS7-101.

It is published in accordance with NASA Report MSFC-DRL-021,

Contract Data Requirements, Saturn S-IVB Stage and GSE,

dated 1 August 1968, Revision B, which delineates the

data required from the McDonnell Douglas Astronautics

Company.

This document was prepared by the Saturn S-IVB Test Planning

and Evaluation Committee and coordinated by the Saturn S-IVB

Project Office of the McDonnell Douglas Astronautics Company -

Western Division.

iii

Section

l°

20

3.

4.

5,

6.

7.

8,

9,

i0.

ii.

TABLE OF CONTENTS

INTRODUCTION .....................................

i. 1 General .....................................

I. 2 History .....................................

FLIGHT AND STAGE SUMMARY ...............................

2.1 Flight Sun=nary .................................

2.2 Mission Objectives ...............................

2.3 Stage Summary ..................................

STAGE CONFIGUP_ATION ..................................

TEST OPERATIONS ....................................

4.1 Propulsion System Checkout ...........................

4.2 Launch Vehicle Tests ..............................

4.3 APS Preparations ................................

4.4 AS-205 Launch Countdown--514011 .........................

4.5 Redline Limits .................................

4.6 Atmospheric Conditions .............................

COST PLUS INCENTIVE FEE ................................

TRAJECTORY ......................................

6.1 Comparison Between Actual and Prefli_,t Predicted Trajectories .........

6.2 Evaluation of Vehicle Performance Effects on Observed Trajectory ........

MASS CHARACTERISTICS .................................

7.1 Mass Characteristics Summary ..........................

7.2 Mass Properties Uncertainty Analysis ......................

7.3 Second Fli_it Stage Best Estimate Ignition and Cutoff Masses ..........

ENGINE SYSTEM .....................................

8.1 Engine Chilldown and Conditioning ........................

8.2 Start Sphere Performance ............................

8.3 Control Sphere Performance ...........................

8.4 Engine Performance Analysis Methods and Instrumentation .............

8.5 Engine Performance ...............................

8.6 Component Operation ...............................

8.7 Engine Sequence .................................

SOLID ROCKETS .....................................

9.1 Retrorockets ..................................

9.2 Ullage Rockets .................................

OXIDIZER SYSTEM ....................................

i0.I LOX Tank Pressurization Control .........................

10.2 Cold Helium Supply ...............................

10.3 J-2 }{eat Exchanger ...............................

10.4 LOX _lilldown ..................................

10.5 Engine LOX Supply ................................

FUEL SYSTEM ......................................

ii.i Pressurization Control and Internal Environment .................

11.2 LH2 Chilldown ..................................

11.3 Engine LH2 Supply ................................

Page

i-i

I-i

i-I

2-1

2-1

2-2

2-3

3-1

4-1

4-1

4-1

4-2

4-2

4-4

4-4

5-1

6-1

6-1

6-1

7-1

7-1

7-1

7-1

8-1

8-1

8-2

8-3

8-4

8-4

8-8

8-10

9-1

9-1

9-1

I0-i

I0-I

i0-i

i0-i

10-2

10-2

II-i

Ii-i

11-2

11-2

Section12.

13.14.

15.16.

17.

18.

19.

20.

21.

22.

Appendix

1.

2.

TABLE OF CONTENTS (Continued)

Page

AUXILIARY PROPULSION SYSTEM .............................. 12-1

12.1 Propellant and Pressurization Systems ...................... 12-1

12,2 Engine Performance ............................... 12-1

PNEUMATIC CONTROL AND PURGE SYSTEM .......................... 13-1

PROPELLANT UTILIZATION ................................ 14-1

14.1 PU Mass Sensor Calibration ........................... 14-1

14.2 Propellant Mass History ............................. 14-2

14.3 PU System Response ............................... 14-5

14.4 Anomalies .................................... 14-5

S-IB/S-IVB STAGE SEPARATION .............................. 15-1

DATA ACQUISITION SYSTEM ................................ 16-1

16.1 Summary of Performance ............................. 16-1

16.2 Instrumentation System Performance ....................... 16-1

16.3 Telemetry System Performance .......................... 16-2

16.4 RF System Performance .............................. 16-2

16.5 Calibration System ............................... 16-2

16.6 Electromagnetic Compatibility .......................... 16-3

16.7 Signal Strength ................................. 16-3

ELECTRICAL SYSTEM ................................... 17-1

17.1 Electrical Control System ............................ 17-1

17.2 Electrical Power System ............................. 17-2

17.3 Exploding Bridgewire System ........................... 17-2

RANGE SAFETY SYSTEM .................................. 18-1

18.1 Controllers ................................... 18-1

18.2 Firing Units Monitors .............................. 18-1

18.3 Receivers Signal Strength ............................ 18-1

FLIGHT CONTROL .... , ............................... 19-1

19.1 Powered Flight ................................. 19-1

19.2 Attitude Control During Orbital Coast ...................... 19-2

HYDRAULIC SYSTEM ................................... 20-1

20.1 Hydraulic System Operation ........................... 20-1

VIBRATION ENVIRONMENT ................................. 21-1

21.1 Data Acquisition and Reduction ......................... 21-1

21.2 Vibration Measurements ............................. 21-2

ORBITAL SAFING .................................... 22-1

22.1 System Dump ................................... 22-1

22,2V Vent Systems .................................. 22-2

APPENDICES

SEQUENCE OF EVENTS .................................. AP i-i

GLOSSARY AND ABBREVIATIONS .............................. AP 2-1

vi

Table3-13-24-14-24-34-44-55-15-25-36-16-26-36-46-57-17-28-18-28-38-48-58-68-78-8i0-i10-210-310-4Ii-i11-211-312-112-213-114-i14-214-315-116-116-216-317-119-119-221-1

AP1-1AP2-1

LISTOFTABLES

PageSaturnS-IVB-205StageandGSEOrifices......................... 3-2PressureSwitchCheckoutData.............................. 3-4IntegratedLaunchVehicleTests............................. 4-5S-IVB-205StagePropellantLoadingData......................... 4-5Launch-SpherePressurizationData............................ 4-6TerminalCountdownSequenceS-IVB-205Flight ...................... 4-7S-IVB-205LaunchAtmosphericConditions......................... 4-8MissionAccomplishment- Preconditionsof Flight .................... 5-2MissionAccomplishment- EndConditionsof Fli_it .................... 5-3FlightTelemetryPerformanceSummary.......................... 5-4SurfaceWeatherConditionsat Timeof Launch...................... 6-3TrajectoryConditionsat SignificantEventTimes.................... 6-4SignificantDeviationsof ActualTrajectoryfromPropellantSimulation......... 6-5Contributionsto TrajectoryDeviationsat OrbitInsertion................ 6-6PerformanceComparisonswithR&DVehicles........................ 6-6MassSummary...................................... 7-2BestEstimateProgramInputValuesUniqueMeasurementSystems.............. 7-3ThrustChamberChilldown................................ 8-11EngineGH2StartSpherePerformance........................... 8-11EngineControlSpherePerformance............................ 8-11Comparisonof ComputerProgramResults. , . ...................... 8-12DataInputsto ComputerPrograms............................ 8-12EnginePerformance................................... 8-13EnginePerformanceandDataShiftSummary........................ 8-13EngineSequence..................................... 8-14LOXTankPressurizationData.............................. 10-3ColdHeliumSupplyData................................. 10-4J-2HeatExchangerPerformanceData........................... 10-4LOXChilldownSystemPerformanceData.......................... 10-5LH2TankPressurizationData.............................. 11-4LH2ChilldownSystemPerformanceData.......................... 11-5LH2PumpInlet ConditionData.............................. 11-6APSLiftoff andFinalConditions............................ 12-3PropellantUsage.................................... 12-3PneumaticControlandPurgeSystemData......................... 13-1PropellantMassHistory................................. 14-6PropellantResidualSummary............................... 14-7PUValveResponseat SignificantTimes......................... 14-7SeparationEvents.................................... 15-1MeasurementStatus................................... 16-5MeasurementFailures.................................. 16-6MeasurementProblems.................................. 16-7Five-VoltExcitationModulesPerformance........................ 17-3MaximumValuesof CriticalFlightControlParameters- S-IVBPoweredFlight....... 19-4APSImpulseSummary................................... 19-5CompositeVibrationLevels............................... 21-2AS-205Sequenceof Events................................ AP1-3GlossaryandAbbreviations............................... AP2-1

vii

FigureI-I3-13-23-33-46-16-26-36-46-56-66-76-86-96-106-116-126-136-147-17-27-37-47-58-18-28-38-48-58-68-78-88-98-108-118-128-138-148-158-168-178-188-198-208-218-228-23

LIST OF ILLUSTRATIONS

S-IVB-205 Stage Checkout and Test History .......................

Propulsion System Configuration and Instrumentation ..................

Electrical Control System ...............................

Hydraulic System .... . ..............................

Data Acquisition System ................................

S-IB Axial Acceleration IIistory ............................

S-IB Dynamic Pressure IIistory .............................

S-IB Angle of Attack History .............................

S-IVB Attitude IIistory ................................

S-IVB Ground Range IIistory ..............................

S-IVB Crossrange Position History ...........................

S-IVB Crossrange Velocity History ...........................

S-IVB Inertial Velocity History ............................

S-IVB Axial Acceleration History - S-IB/S-IVB Separation ...............

S-I_ Inertial Fli_it Path Elevation Angle History ..................

S-IVB Inertial Flight Path Azimuth Angle History ...................

Trajectory Reconstruction Simulation Deviations ....................

_rust and Weight Flow fr_n Trajectory Reconstruction .................

_irust and Velocity Gained due to LOX Dump ......................

AS-205 Second Flight Stage Vehicle Mass ........................

AS-205 Second Fli_t Stage Vehicle Longitudinal Center of Gravity ...........

AS-205 Second Fli_t Stage Vehicle Roll Moment of Inertia ...............

AS-205 Second Fli_t Stage Vehicle Pitch Moment of Inertia ..............

AS-205 Second Flight Stage Best Estimate Masses ....................

J-2 Engine System and Instrumentation .........................

_rust _:amber Chilldown ...............................

Engine Start and Control Sphere Performance ......................

GH2 Start Sphere Critical Limits at Liftoff ......................

Engine Start Sphere Performance ............................

Start Sphere Orbital Conditions ............................

Control Sphere Orbital Conditions ...........................

J-2 _irust Chamber Pressure ..............................

J-2 Engine Injector Supply Conditions .........................

PU Valve Operation ..................................

J-2 Engine Pump Operating Conditions .........................

Turbine Inlet Operating Conditions ..........................

LOX and LH2 Flowrate .................................

Engine Tag Values ...................................

Specific Impulse Versus Engine Mixture Ratio .....................

Engine Start Transient Characteristics ........................

Engine Steady-State Performance ............................

S-IVB Change in Velocity Due to Cutoff Impulse ....................

Engine Cutoff Transient Characteristics ........................

LH2 Pump Performance During Engine Start .......................

Gas Generator Performance ........... . ...................

ASI Temperatures ...................................

Engine Start Sequence .................................

Page

1-2

3-5

3-6

3-7

3-8

6-7

6-8

6-9

6-12

6-13

6-14

6-15

6-16

6-17

6-18

6-19

6-20

6-21

6-22

7-4

7-5

7-6

7-7

7-8

8-17

8-18

8-19

8-20

8-20

8-21

8-22

8-23

8-24

8-25

8-26

8-27

8-28

8-29

8-30

8-31

8-32

8-35

8-36

8-37

8-38

8-39

8-40

V

r

viii

v

x._.,

Figure

i0-i

10-2

10-3

10-4

10-5

10-6

10-7

10-8

i0-9

i0- i0

i0-ii

ii-i

11-2

11-3

11-4

11-5

11-6

11-7

11-8

11-9

Ii-i0

12-1

12-2

12-3

12-4

13-1

13-2

14-1

14-2

14-3

14-4

15-1

15-2

17-1

17-2

17-3

17-4

17-5

17-6

17-7

17-8

19-1

19-2

19-3

19-4

19-5

19 -6

19-7

19-8

LIST OF ILLUSTRATIONS (Continued)

Page

LOX Tank Pressurization System ................. . .......... 10-7

LOX Tank Conditions - Prepressurization and Boost ................... 10-8

LOX Tank Pressurization System Performance ...................... 10-9

Cold Helium Supply .................................. I0-i0

J-2 Heat Exchanger Performance ............................ I0-ii

LOX Pump Chilldown System Operation .......................... 10-12

LOX Pump Chilldown Characteristics .......................... 10-13

LOX Supply System ................................... 10-14

LOX Pump Inlet Conditions ............................... 10-15

LOX Pump Inlet Conditions During Firing ....... ................. 10-16

Effect of LOX Mass Level on LOX Pump Inlet Temperature ................ 10-17

LH2 Tank Pressurization System ......................... . . . 11-7

LH2 Tank Prepressurization System Performance ..................... 11-8

LH2 Tank Pressurization System Performance ...... , ..... 0 ......... 11-9

LH2 Tank Venting During Engine Operation ....................... ii-i0

LH2 Pump Chilldown Operation ............................. ii-Ii

LH2 Pump Chilldown Characteristics .......................... 11-12

LH2 Supply System ................................... 11-13

LH2 Pump Inlet Conditions ............................... 11-14

LH2 Pump Inlet Conditions During Firing ........................ 11-15

Effect of LH2 Mass Level on LH2 Pump Inlet Temperature ................ 11-16

Auxiliary Propulsion System and Instrumentation .................... 12-4

APS Propellant Conditions ............................... 12-5

APS Total Impulse ................................... 12-6

APS Engine Performance ................................ 12-7

Pneumatic Control and Purge System .......................... 13-2

Pneumatic Control and Purge System Performance .................... 13-3

Total LOX Sensor Mass Correction as Determined by the Volumetric Method ........ 14-8

Total LH2 Sensor Mass Correction as Determined by the Volumetric Method ........ 14-9

LOX Normalized Probe Linearity ............................ 14-10

LH2 Normalized Probe Linearity ............................ 14-11

Longitudinal Acceleration ............................... 15-2

Angular Velocities .................................. 15-3

Forward Battery No. I - Launch Phase ......................... 17-4

Forward Battery No. 2 - Launch Phase ......................... 17-4

Aft Battery No. I - Launch Phase ........................... 17-5

Aft Battery No. 2 - Launch Phase ........................... 17-5

Forward Battery No. i - Orbit ............................. 17-6

Forward Battery No. 2 - Orbit ............................. 17-6

Aft Battery No. I - Orbit ............................... 17-7

Aft Battery No. 2 - Orbit ............................... 17-7

Pitch Attitude Control - Powered Flight ........................ 19-6

Yaw Attitude Control - Powered Flight ......................... 19-7

Roll Attitude Control - Powered Flight ........................ 19-8

_{2 Slosh - Powered Fli_it .............................. 19-9

LOX Slosh - Powered Fli_t .............................. 19-10

Pitch Attitude Control - S-IVB Alignment with Local Horizontal .............. 19-11

Yaw Attitude Control - S-IVB Alignment with Local Horizontal ............. 19-12

Roll Attitude Control - S-IVB Alignment with Local Horizontal ............. 19-13

ix

Figure19-919-1019-1119-1219-1319-1419-1519-1619-1719-1819-1920-120-220-320-420-520-620-720-820-921-121-221-321-421-521-621-721-822-122-222-322-422-522-622-722-8

LIST OF ILLUSTRATIONS (Continued)

Page

Pitch Attitude Control - LOX Dump ........................... 19-14

Yaw Attitude Control - LOX Dump ............................ 19-15

Roll Attitude Control - LOX Dump ........................... 19-16

Pitch Attitude Control - Manual Control ........................ 19-17

Yaw Attitude Control - Manual Control ......................... 19-18

Roll Attitude Control - Manual Control ........................ 19-19

Pitch Attitude Control - S-IVB/CSM Separation ..................... 19-20

Yaw Attitude Control - S-IVB/CSM Separation ...................... 19-21

Roll Attitude Control - S-IVB/CSM Separation ..................... 19-22

Module 1 APS Propellant Required for Attitude Control ................. 19-23

Module 2 APS Propellant Required for Attitude Control ................. 19-24

System Pressure and Pump Current Load - Boost and Powered Flight ........... 20-3

Reservoir Pressure and Oil Level - Boost and Powered Flight .............. 20-4

Main Pump Inlet and Reservoir Oil Temperatures - Boost and Powered Flight ....... 20-5

Accumulator GN2 Pressure and Temperature - Boost and Powered Flight .......... 20-6

Hydraulic System Temperatures - Orbital Coast ..................... 20-7

Pressures and Reservoir Oil Level - Orbital Coast ................... 20-8

Hydraulic System Temperatures - Orbital Safing .................... 20-9

Hydraulic System Measurements - Orbital Safing .................... 20-10

Actuator Positions - Orbital Safing .......................... 20-11

Vibration Measurement Locations ............................ 21-3

Vibration Measured on Combustion Chamber Dome, _rust Direction - E0209-401 ...... 21-4

Vibration Measured at LOx Turbopump, Lateral Direction - E0211-401 .......... 21-5

Vibration Measured on Main Fuel Valve, Tangential Direction - E0236-401 ........ 21-6

Vibration Measured on Main Fuel Valve, Radial Direction - E0237-401 .......... 21-7

Vibration Measured on Fuel ASI Block, Radial Direction - E0242-401 .......... 21-8

Vibration Measured on ASI LOX Valve, Radial Direction - E0243-401 ........... 21-9

Vibration Measured on ASI LOX Valve, Longitudinal Direction - E0245-401 ........ 21-10

LOX Tank Dump ..................................... 22-5

First and Second Cold Helium Dump ........................... 22-7

Pneumatic Control System Conditions During Orbit ................... 22-8

LOX Tank Ullage Pressure During Orbit ......................... 22-9

LOX Tank Venting During Orbit ............................. 22-10

LH2 Tank Ullage Pressure During Safing ........................ 22-11

Fuel NPV Nozzle Temperature and Pressure Comparison (204F and 205F) .......... 22-12

Mass in LH2 Tank During Orbital Safing ........................ 22-13

V

v

-" x

SECTION 1

_ _ _ _ i _ _ i _- -

INTRODUCTION

m

m

D

f _

_J

r _

1. INTRODUCTION

i,i General

This report presents the results of analyses that were performed by McDonnell Douglas

Astronautics Company-Western Division (MDAC-WD) personnel on the countdown, launch, and

flight of the Saturn S-IVB-205 stage.

This evaluation report also describes tests conducted at Kennedy Space Center (KSC), and

pertinent modifications made to the S-IVB and related ground support equipment.

This report is authorized by NASA Contract NAS7-101, and is the final report on the

S-IVB-205 stage by the _AC-WD S-IVB Test Planning and Evaluation Committee, Huntington

Beach, California.

1,2 History

The S-IVB-205 stage was assembled at MDAC-WD, Huntington Beach, California, where a limited

checkout was performed in the vehicle checkout laboratory prior to shipping the stage to

Sacramento Test Center (STC). The stage was installed on Beta Test Stand III on 15 April

1966 where the acceptance firing was conducted 2 June 1966. No confidence firings on the

two auxiliary propulsion system modules were scheduled. Evaluation and analysis of the

acceptance firing is presented in MDAC-WD Report SM-47471, Saturn S-IVB-205 Stage Acceptance

Firing Report. A number of modifications were made prior to and after the stage entered

an extended storage at STC.

The S-IVB-205 stage was shipped to KSC and was mated to the AS-205 launch vehicle on Launch

Complex 34. The AS-205 vehicle was launched on ii October 1968 at 15:02:45 Greenwich Mean

Time. Figure i-i presents significant checkout and test history dates.

k_1

i-i

o

o.iJu_

ul_J/--

c-

o

o

c-(_.)

cr)

LE)ED

m

I

,r--

V

V

i-2

! /

! --

/

/

/

/

m

m

//

E

m

/

B

i /

II

|

SECTION 2

FLIGHT AND STAGE SUMMARY

2. FLIGHT AND STAGE SUM_ARY

T

2.1 Flight Summary

2.].1 Mission

The S-IVB-205 stage was the second stage of the AS-205 launch vehicle which served as

booster for the Apollo 7 mission. AS-205 was launched Ii October 1968 at 11:02:45 AM EDT.

AS-205 was the first manned Apollo and it placed the Command and Service Module (CSM) with

its three astronauts into a 120.0 by 152.3 nmi elliptical orbit with an inclination of

31.6 deg. Insertion occurred at RO +626.76 sec.

Over the United States, 1 1/2 hr after liftoff, the instrument unit (IU) automatically

initiated the S-IVB orbital safing sequence which dumped the LOX through the J-2 engine,

vented the LH2 through the LH2 tank vent system, vented the cold helium spheres, S-IVB

ambient pneumatic sphere, and J-2 engine control sphere. This was done to ensure a safe

S-IVB stage for a CSM rendezvous one day later.

Over Carnarvon, 2 1/2 hr after liftoff, the crew exercised the manual S-IVB/IU orbital

attitude control capability. This consisted of a 3 min test of the closed loop spacecraft/

launch vehicle control system by the performing of manual pitch, yaw, and roll maneuvers.

After completion of the test, the crew switched attitude control back to the automatic

launch vehicle system and the normal attitude timeline was resumed.

Launch vehicle/spacecraft (LV/SC) separation was accomplished over Hawaii 2 hr 55 min after

liftoff by a manual signal given by the crew. The crew then performed a simulated tran_osi-

tion and docking maneuver with the S-IVB and took pictures of the S-IVB with the spacecraft

lunar module (LM) adapter panels in the deployed position.

The day after liftoff, the crew initiated a rendezvous with the expended S-IVB/IU to

simulate a LM rescue capability by the CSM.

2.1.2 Countdown and Launch

The AS-205 launch countdown was initiated at 0600 GMT on 8 October 1968. The countdown

proceeded on schedule until T -6 min 15 sec when a 2 min 45 sec hold was called due to the

J-2 thrust chamber chilldown taking longer than expected. The count resumed with no

problems and liftoff occurred at 15:02:45.323 GMT.

2.1.3 S-IB Powered Flisht

The AS-205 vehicle lifted off on a launch azimuth of i00 deg E of N from launch complex 34.

The vehicle rolled to a flight azimuth of 72 deg E of N at RO +i0.31 sec. The sequence of

significant occurances were as follows:

Guidance Reference Release (GRR)

Range Zero (RO)

IU Umbilical disconnect (TBI)

Mach 1

Max q

RO -4.97 sec

15:02:45 GMT

RO +0.36 sec

RO +62.3 sec

RO +75.5 sec

2-1

TB2OECOS-IB/S-IVBphysicalseparation

RO+137.49secRO+144.323secRO+145.59sec

2.1.4 S-IVB Powered Flight

After S-IB/S-IVB separation tile retrorockets forced tbe S-IB stage away from the S-IVB and

the ullage rockets fired and settled the 8-IVB propellants. Engine Start Command (ESC)

occurred at RO +147.08 sec, initiating a l-sec fuel lead and subsequent thrust buildup.

The open-loop propellant utilization (PU) system was commanded from 5.5 to 4.5 engine

mixture ratio (EHR) at ESC +308.775 sec. Guidance was staged at RO +455.68 sec and went

into the artificial tau mode for 36.28 sec. At RO *592.65 sec tile chi tilde mode was

initiated. Guidance commands were frozen (chi freeze) 4.013 sec before S-IVB cutoff and

were held constant through tile cutoff transient. J-2 Engine Cutoff Command occurred at

RO +616.757 sec with a total burntime of 469.749 sec.

2.1.5 Orbital Safing

At TB4 +0.384 sec the first of three programmed nonpropulsive vents of tile LH2 tank was

initiated. The second programmed nonpropulsive vent was initiated at TB4 +2,629.967 sec

and the third at TB4 +5,065.948 sec. Because the LH2 residual was not vented completely

during the three programmed vents, four additional ground commanded vents were required to

safe the LH2 tank.

A dump of LOX through the J-2 engine was initiated at TB4 +5,051.951 sec and terminated at

TB4 +5,772.965 sec.

A cold helium dump was initiated at TB4 +5,531.962 sec and terminated 2,868 sec later. The

cold helium dump was repeated at TB4 +15,599.95 sec for 1,200 sec.

The stage pneumatic sphere dump was initiated at TB4 +11,236.960 sec but was terminated early

in order to have pneumatic control pressure available to op_rate the LH2 vent and relief

valve during the extended LH2 tank passivation.

2.2 Mission Objectives

MDAC-WD considers the Flight Mission Directive for Apollo Saturn IB Missions, Revision 1

prepared by the Saturn I/IB Program Office, Marshall Space Flight Center, Huntsville,

Alabama dated 15 August 1968 as the official document for providing identification and con-

trol of launch vehicle mission requirements. The AS-205 launch vehicle mission objectives

are summarized and discussed as follows:

Principal Detailed ObSectives

1. Demonstrate the adequacy of the launch vehicle attitude

control system for orbital operation

2. Demonstrate S-IVB orbital safing capability

objective

achieved

objective

achieved

V

2-2

3. Evaluate S-IVB J-2 engine ASI line

modification

Secondary Detailed Test Objectives

i. Evaluate the S-IVB/IU orbital lifetime

capability

2. Demonstrate CSM manual launch vehicle orbital

attitude control

2.3 Stage Summary

objective

achieved

objective

achieved

objective

achieved

Performance of the MDAC-_ built S-IVB-205 was satisfactory during countdown, boost, and

orbit. No significant anomalies occurred during the flight.

Orbital safing of the S-IVB was accomplished, but the LH2 tank passivation required four

ground commanded vents in addition to the three programmed vents.

The LOX tank dump essentially ended at RO +6,341 sec when the main oxidizer valve closed to

the 15 percent open position due to the depletion of engine pneumatics. This condition was

expected since pneumatic pressure is required to fully close the valve.

2.3.1 Test Operations

The launch day countdown was initiated on 8 October 1968 and culminated in a successful

launch at 15:02:45 GMT on ii October 1968. The S-IVB portion of the countdown proceeded

satisfactorily, and all stage systems responded correctly to commands. The only problem

was thrust chamber chilldown which was slower than expected.

2.3.2 Cost Plus Incentive Fee

Performance of the S-IB stage provided preconditions of flight (PCF) at S-IB/S-IVB Separation

Command that were within tolerance. Trajectory derived end conditions of flight (ECF) at

orbit insertion were within tolerance; also, maximum flight values of attitude errors and

rates for both phases of S-IVB operation (powered flight and orbit phase) did not exceed the

respective allowable tolerances. All received command signals were recognized, and all end

condition command signals were given. It was concluded for purposes of incentive achievement,

therefore, that all PCF and ECF were achieved.

Evaluation of the telemetry performance indicated that the telemetry system operated at a

99.2 percent efficiency during the telemetry performance evaluation period (TPEP) phase I

and performed at 99.2 percent efficiency during TPEP phase If.

2.3.3 Trajectory

The actual trajectory of the AS-205 flight was very close to nominal. At S-IB/S-IVB

Separation Command the trajectory can be characterized as being slightly off nominal.

The slow and low trajectory of the S-IB stage caused the S-IVB stage to burn slightly

longer than predicted in order to obtain the desired cutoff conditions. An orbit was

obtained which was very near to that predicted.

2-3

2.3.4 Mass Characteristics

At S-IVB-205 Engine Start Command the mass of the remaining AS-205 vehicle was 305,685 ±641 ibm.

At S-IVB-205 Engine Cutoff Command, mass of the remaining AS-205 vehicle was 67,720 ±159 ibm.

All total vehicle mass characteristics parameters were within tolerance throughout the flight.

2.3.5 Engine System

The engine system performed satisfactorily during the S-IVB-205 flight. The engine was

operated with the PU system in the open loop mode, and PU valve cutbac K to the low EMR

position was commanded as planned. The propellant utilization efficiency was 99.8 percent.

2.3.6 Solid Rockets

The solid rocket motors on the AS-205 launch vehicle performed satisfactorily and accomplished

their intended purpose. The S-IB was separated from tile S-IVB by the retrorockets, and the

S-IVB propellants were settled prior to engine start by the ullage rockets.

2.3.7 Oxidizer System

The oxidizer system performed as designed and supplied LOX to the engine within the specified

limits. The LOX tank pressurization system satisfactorily controlled pressure in the LOX

tank during all periods of flight.

2.3.8 Fuel System

The fuel system performed as designed and supplied LH2 to the engine within the limits defined

in the engine specification. The GSE and airborne LH2 tank pressurization systems satisfactorily

controlled the I.H2 tank ullage pressure during countdown, boost, and powered flight.

2.3.9 Auxiliary Propulsion System

Both auxiliary propulsion system modules operated very well and functioned as required to

perform the attitude corrections desired. The modules supplied roll control to the vehicle

during S-IVB powered flight and pitch and yaw control at S-IVB engine cutoff. The two APS

modules then functioned to compensate for induced disturbances and to maneuver the vehicle.

2.3.10 Pneumatic Control and Purse System

The pneumatic control and purge system performed satisfactorily throughout the flight. The

helium supply to the system was adequate for both pneumatic valve control and purging; the

regulated pressure was maintained within acceptable limits; and all components functioned

normally.

2.3.11 Propellant Utilization System

The propellant utilization (PU) system successfully met the loading accuracy requirements of

the stage. The best estimate propellant mass values at liftoff were 193,360 ibm LOX and

39,909 ibm LII2. These values are well within the required ±1.12 percent stage loading accuracy.

V

2-4

After velocity cutoff theusablepropellantresidualswereextrapolatedto depletion. Thisextrapolationindicatesthat a LOXdepletionwouldhaveoccurred3.08secafter velocitycutoff with anLH2usableresidual (lessbias) of 538ibm. Thisyields anopenloopefficiency of 99.8percent.

ThePUsystemwasoperatedinflight in the openloopmodeandthe mixtureratio valveoperationwaswhollyin responseto launchvehicledigital computerissuedcommands.

2.3.12 S-IB/S-IVB Stase Separation

The separation analysis was done by a comparison of AS-205 data with the AS-204 separation

data. The majority of the data compared very closely for the two vehicles.

2.3.13 Data Acquisition System

The performance of the data acquisition system was very good throughout both phases of

evaluation. All systems performed as designed, and no system malfunctions were observed.

A summarization of the S-IVB-205 measurements is presented below:

Measurements Assigned 379

Checkout Only Measurements 12

Landline Measurements 114

Vibration Measurements Deleted from Incentive 8

Measurements Inoperative due to Stage

Configuration 2

Measurements Deleted Prior to Liftoff 0

Total Active Incentive Measurements at Liftoff 243

Phase I Measurement Failures 2

Phase II Measurement Failures 2

Phase I Measurement Efficiency 99.2%

Phase II Measurement Efficiency 99.2%

Measurement Failures not Affecting CPIF 2

The performance of the pulse code modulation (PCM) system was excellent.

The RF system performed without difficulty in the transmission of airborne data to ground

stations located throughout the orbital flight path,

2.3.14 Electrical System

The electrical control system and electrical power system performed satisfactorily throughout

the launch and orbital phases of flight. All responses to switch selector commands were

satisfactory. The J-2 engine control system and APS electrical control system performed

properly. All control pressure switches and electrically controlled valves operated

2-5

satisfactorily. Theexplodingbridgewire(EBW)systemcharged,fired, andjettisoned theullage rocketsasexpected.All batteries performedwithin expectedlimits. Thechilldowninverter, static inverter-converter,and5 V excitationmodulesoperatednormally. Thefrequencymeasurementof thestatic inverter-convertershifted downwardat RO+5,540secbut this wasan instrumentationproblemandnot a powersystemproblem.

2.3.15 Range Safety System

Tile range safety system was not required for propellant dispersion during flight. All

indications showed that it operated properly and would have satisfactorily terminated the

flight if commanded by the range safety officer.

A momentary signal strength dropout of 2 sec was observed at RO +121 sec due to range safety

command control difficulties.

2.3.16 Flight Control

The S-IVB thrust vector control system provided satisfactory control in the pitch and yaw

planes during powered flight. The auxiliary propulsion system (APS) provided satisfactory

roll control during powered flight and satisfactory pitch, yaw, and roll control during

orbital coast.

2.3.17 Hydraulic System

The S-IVB hydraulic system performance was within predicted limits and the entire system

operated satisfactorily throughout flight. There was one 48-sec thermal cycle which was

programmed during the first orbit.

2.3.18 Vibration

Eight vibration measurements were monitored on the J-2 engine. One measurement did not

provide usable data. The measured vibration levels were in agreement with those measured

by Rocketdyne during engine ground tests.

2.].19 Orbital Safing

Orbital safing was accomplished satisfactorily. Operation was as predicted with the exception

of the LH2 tank safing. LH2 tank safing required approximately 18,500 sec to complete as

opposed to a predicted 6,000 sec. As a result of unanticipated venting conditions, the LH2

tank saflng required four ground commanded vents in addition to the three programmed vents.

2.3.20 Stage Structure

A review of S-IVB-205 flight data revealed no structural anomalies. Photographs of the S-IVB

taken from the command module during orbit disclosed no loss of bonded insulation nor

structural damage. The structural integrities of the LII2 tank, LOX tank, and common bulkhead

were verified by telemetry pressure data. From the time of LH2 tank loading until the end of

tank depressurizations in orbit, the common bulkhead internal pressure remained at 0.45 psia

or less, indicating a sound bulkhead. The maximum LH2 ullage pressure of 32.3 psia was

below the limit design LH2 ullage pressure of 39.0 psla. The maximum LOX ullage pressure

V

2-6

was43.1psia whichdid not exceedthe limit designI.OXullage pressureof 44.0psia.At RO+11,354sectheLII2ullage pressurehadincreasedto 21.6psia while theLOXullagepressurewas0.4 psia. Theresulting differential pressureacrossthe commonbulkheadwas-21.2psid, whichexceededthe limit valueof -20.0psid prescribedby flight missionrule No.5-7. At that timetheLH2tankventvalvewasactivatedby theCorpusChristigroundcontrol station to reducethe differential pressure. Themaximumnegativepressurewaswell belowtheultimate capability of the commonbulkheadof -32.5psid. Themaximummeasuredaccelerationduringcritical first stagelaunchwas4.25g whichdid not exceedthe S-IVB-205predictedaxial loadfactor of 4.26g.

2.3.21 Forward Skirt Thermoconditionin$ System

The forward skirt thermoconditioning system operated satisfactorily throughout powered flight.

The temperature of the coolant supplied was within tile specification limits for the entire

flight.

2.3.22 Common Bulkhead Vacuum Monitoring System

The bulkhead internal pressure was satisfactory throughout the count, less than 0.2 psia at

liftoff, and indicative of a sound bulkhead throughout the flight.

2.3.23 Aft Skirt Thermoconditioning and Purge System

The aft purge maintained the APS modules' oxidizer and fuel tank temperatures within their

launch limits during the countdown.

2.3.24 Exploding Ordnance Equipment

All exploding bridgewire (EBW) initiated ordnance systems performed as required. The stage

separation system, which utilizes a dual mild detonating fuse (MDF) assembly, functioned on

command and effected a complete separation of the S-IVB from the S-IB. The ullage rockets

and retrorockets fired; thus, normal separation sequence was accomplished.

2.3.25 Thermal Environment

The mission profile of the AS-205 flight produced nominal thermal environments for the

S-IVB components and structure. The boost trajectory was cooler than the thermal design

trajectory and the orbital environments resulted in nominal heat inputs.

2-7

• - 7_ ¸

_zIf _ '_I

T

7 I

SECTION 3

STAGE CONFIGURATION

3. STAGE CONFIGURATION

Table 3-1 presents the S-IVB-205 stage and GSE orifice data and table 3-2 presents the

pressure switch checkout data.

The general configuration of the S-IVB 205 stage is described in MDAC-WD Report No.

SM-46978A S-IVB-205 Stage Flight Test Plan, dated 18 November 1966, revised September 1968.

This stage was equipped with a Roeketdyne 225,000 ibf thrust engine, serial number J-2033;

additional stage information is presented in the following documents:

a. MDAC-WD Report No. SM-47455, Saturn S-IVB-205 Stage Acceptance Firing Test Plan

dated March 1966, revised May 1966, revised June 1966.

b. MDAC-WD drawing IB62934D, S-IVB-205 Stage End Item Test Plan, dated 6 October 1967.

c. MDAC-WD Report No. SM-56354 Narrative End Item Report on Saturn S-IVB-205 (MDAC-WD

S/N 2005), dated July 1966.

d. MDAC-WD Report No. SM-47184, Saturn S-IVB/IB Range Safety Report, dated

19 November 1965, revised 28 February 1966.

Figure 3-1 is a schematic of tile S-IVB-205 propulsion system and shows the locations of the

telemetry instrumentation from which the data was obtained. Figure 3-2 shows a block

diagram of the electrical control system. Figure 3-3 is a schematic of the hydraulic

system. Figure 3-4 is a block diagram of the data acquisition system.

3-1

_.)

[ r._

I

I i I I I

(Q _ 0

_ _o o__o_ ooo . o o o

o o o

0_..,

I I I o o ;

_o_OZ

J I :

u_

%J

3-2

r_

8_

o__o_

o Z

e'_ la

Z

o

ve._

U 0

o_oO

_1 ,'o "0 "1_

o_ o _ _c; _ c; o o ¢;

o_°_

z0H

I-¢

o

f._

•o -0 "o

3-3

TABLE 3-2

PRESSURE SWITCH CHECKOUT DATA

NOMENCLATURE

LOX Tank Prepress

P/N 7851847-533AE

Serial No. 104

Cold He. Reg. Backup

P/N 7851830-517

Serial No. i01

Engine Pump Purge

P/N IA67002-509

Serial No. 113

LH2 Tk Fill Valve Control

P/N 7851860-537

Serial No.

LH2 Flight Control

P/N 7851860-539

Serial No. 200

Control He Reg Backup

P/N 7851830-521

Serial No. 102

Mainstage OK No. 1

P/N NA5-27302

Serial No. 25317

Mainstage OK No. 2

P/N NA5-27302

Serial No. 25237

SPECIFICATION

Pickup: 41.0 psia max.

Dropout: 36.5 psia min.

Dead Band: 0.5 psi min.

Pickup: 440-491 psia

Dropout: 329-376 psia

Dead Band: None

Pickup: 136 psia max.

Dropout: 99 psia min.


Pickup: 34 psia max.

Dropout: 31 psia min°


Pickup: 31.5 psia max.

Dropout: 27.8 psia min.


Pickup: 579-621 psia

Dropout: 459-521 psiaDead Band: None

Pickup: 515 +36 psia

Dropout = Pickup minus

75 +61 psia

Pickup: 515 +36 +61 psia

Dropout = Pickup minus

75 +61, -36 psia

PICKUP

PSIA PSIA

39.9 37.8

461 358

121 108

33.4 31.1

30.25 28.25

602 491

520 441

538 468

DROPOUT DEAD

BAND

2.1

103

13

2.3

2.0

iii

79

70

V

k.#

3-4

\ ,

LH2 TANK

IV[ NT

I|

!I

I!

I|

I|

I[]

LH2 FILL & DRAIN

COMMON JBULKHEAD

VACUUMSYSTEM I

KOSBO-

GROUND FILL

PREPRE_& REPRE_

PU 3l P%IA MAX

DO 28 P_IA M1N

FLIGHT CONTROL

PU 3I PSIA MAX

DO 28 PSIA MIN

HC

C0208 --

I I

mmmmmmLil|lwmml'llm mill I_mm|wemmmllmmliiiiillmmmiii

LOX nLL&DRAm_IIIIIIIIIII immimmmI'-ii immmmmmmmi

I _ Y-......:-,::="'"'"'""_

i I

DESICCABT PORT

m

Ii F,_'_o TOI 13500 P_IG

.Lrt-_ILL__I IcoLo._L,O.

COLD HELIUM _ LDUMP MODULE

FILL& LOX TANK l

PREPRES_

3100 -*]C_ PSIG

/IT 60"R

MAINSTAGE OK

PRE_.$1tlTCH

CHECKOUT

Lor'_"_'XTANK PRESSURE -'_1

CONTROL MODULE m

CRACK 38 P_IA MAX

RESEAT 35 PS;A Mitt

COLD

LH2 TANK

91

KOBO7

(OVERFILL)

LOX TANK

LH2 TANK

PRESSURE

i CONTROLMODULE

-GG LOX

BLEED VALVE

RESEATSSTO

85 P_IA

MAIN LOX G.AS

I GENERATE

l mm mm mm m_ mm

LOX

mmmmmmmmmi_i_ CHIL LD Okl/N

-I-T.>-

E

o._

..IQ

bo

0

0

C.)

%U

L

U

0.1

_dI

r._

-r-

3-6

LH2 CHILLDOWN PUMP

ANTI-VORTEX SCREEN

mmmmmmmm

q_] t w _

NOOD4 _563 PREPRESS FLIGHT

KOI02 CONTROL AND0449 K0646 GROUND FILL VALVEJERL PU 40 PSIA MAX

il2 DO ]/PSIA MIN

I NO

K0576 X0II1.2

KO112

• -1 K0549

I

.J

Iummmmmmmm

_8__MENTED SPARK

GG LH2 BLEED

VALVE

LOX TURBIllE

BYPASS VALVE

F ]LI-, 6

_]_F i "-LO_llPv .d.HO2X)B I VALVE /E_

r .... ,,.a

I

= /-- CRACK 45 PSIA MAXI

RESEAT 42 PS4A MINI

LH2

TURBOPUMP

]

• • CRACK44PSIAMAX: /,_ RESEAT 41 _IA MiN

• •_mmmmmmmmmmmm

........ KK_ ].mll

ENGINE [

PUMP I _ --_d_

PURGE J ) _'_

CONTROLI i _W

MODULE __

PU 110 PSIA MAX"_ 7-

TURBINE SEAL

CAVITY DRAIN

PORT DO [I)_ PSIA Mill

00050 --GG LH2

INJECTOR PURGE

- LH2 PUMP SEAL LH2 HELIUM

CAVITY PURGE TURBIRE CONTROLSEALCAVITYPURGE

START

SPHERE

NOTE:

(X) ITEM NUMBERS FROM

PARTS LIST TABLE 3-1

EMERGENCY

VENT

STAGE IGSE

I

I LH2 PROBELEvE L (iN.

m MEASUREMENT FROM TANKNO. BOTTOM)

I C0052 20LDO01 285

LO002 BO

| KO6/_ 3_.14

I!

I|

II

I!

I LOX PROBE

| LEVEL (IN.

I MEASUREMENT FROM TANKNO. BOTTOM)

K_75 1503

| LOOt5 25

i _g 24

(;0368 12

LOOC4 |]

COU40 8l

I|

I|

mmmmmmm+,,,l,

i

II

STAGE

ENGINE | GSE

I|

START SPHERE

"JVENT & RELIEF

VALVE DRAIN

12 ENGINE CONTROL

HELIUM SPHERE FILL

J2 ENGINESTART SPHERE

INITIAL PILL

LH2 PUMP_EAL DRAIN

LBX DUMP

THRUST CHAMBER SEAL DRAIN

Figure 3-1. Propulsion System Configuration and

LEGEND

___ SOLENOID VALVE3 lAy 2POSITION

SOLENOID VALVE2 MAY 2POSITION

PNEUMAT_ VALVE

RELIEF VALVE

RELIEF VALVE VENTPRE_URE OPERATED

__ BUTTERFLY VALVEPNEUMATICALLY

OPERATED

SOLENOIDREGULATOR

_T_ HAND VALVE

_}_ FLOW REGULATORPNEUMATICALLY

OPERATED

CHECK VALVE

CHECK VALVE WITH

THERMO COMPENSATINGORIFICE

QUAB CHECK VALVE

ORIF_E

FOWMETER

FILTER

QUICK DISCONNECT

Q PROPELIJ_NT PUMP

PRESSURE _IlTC H

BURST DIAPHRAGM

_APS ENGINE

(_ IRUBBER

NC NORMALLY CLOSED

NO NORMALLY OPEN

• "L MECH LOCK LATCH

_--_-.j, o*®,,ER

I FUEL

-- HELIUM

-_m. COLD HELIUM

,eHmH VACUUM

....... ELECTRICAL

COMBUSTIONPROOUCTS

-- VACUUM

-- JACKET

INSTRUMENTATION CODE

CXXXX TEMPERATURE

DXXXX PRESSURE

FXXXX FLOW

GXXXX POSITION

KXXXX EVENT

NXXXX MISCELLANEOUS

TXXXX SP.EED

LXXXX LIQUID LEVEL

Instrumentation

3-5

E

>.,<...,o

r_f,,...

>.,

,-4I

f,-

C_°_

i,

3-7

POWER DETECTOR

FORWARD

4,T/M

AO

SYNC

_TO_IU

CM/DDAS

ASSEMBLYI._. /

TO IU I

FM/FM l

IMULTI PLEXER

._-2_II

ANTENNA i

I

REMOTE /_IALOGSUB-MULT IPLEXE R

RF POWER DIVIDER

COAX IAL

SWITCH

..... T_

r--B I-DI RECTI ONAL LI_L COUP_F_ /-I

_l TTER ]

PCN/DDAS _ GSE

MBLY

ANTEI'4NA 2

DATA INPUT

DUMMY LOADb GSE

POWER DETECTOR ]REFLECTED

T/M

iREMOTE DIGITAL

SUB-MULTIPLEXER

SYNC

_o 1MULTI P LEXER

%J

Figure 3-4. Data Acquisition System

V

3-8

_ : TEST OPERATIONS

"__.J

4. TEST OPERATIONS

The launch day countdown was initiated at 0600 Greenwich Mean Time (GMT) on 8 October 1968

and culminated in a successful launch at 15:02:45 GMT on II October 1968.

The S-IVB portion of the countdown proceeded satisfactorily, and all stage systems responded

correctly to commands. The only problems and unexpected items noted during the launch

countdown were:

a. LOX chilldown pump purge seal leakage was above the maximum allowable of 25 sclm.

b. S-IVB thrust chamber chilldown was slower than expected.

The countdown demonstration test (CDDT) was satisfactorily conducted between 12 and 16

September 1968. Prelaunch checkouts, auxiliary propulsion system (APS) preparations, and

the launch countdown are discussed in the following paragraphs.

Significant countdown events occurred at the following times:

Event

LOX loading initiated

LH2 loading initiated

Cold gas loading initiated

Terminal count initiated

Liftoff

Time

0904:35 GMT

1025:59 GMT

1120:29 GMT

1442:00 GMT

1502:45 GMT

4.1 Propulsion System Checkout

The S-IVB-205 stage arrived at the Florida Test Center (FTC) 7 April 1968 and was

transferred to the vehicle assembly building, low bay 8 April; it was erected on

Complex 34 16 April. Propulsion subsystem checkout procedure 1-24135 was started on

17 April and completed on ii September.

The APS module engine valve current and voltage signature test procedure IB62276 (NASA

1-24156) was performed i0 May on module i and 20 May on module 2. The results of both

tests were satisfactory.

The J-2 engine (S/N 2033) sequence test was conducted 14 August in accordance with TCP 1-24136.

The test consisted of two purge runs and three data verification runs. All parameters were

within specification.

4.2 Launch Vehicle Tests

After the S-IVB-205 stage was erected at complex 34, it was subjected to the launch vehicle

tests listed in table 4-1.

4-1

4.2.1 Countdown Demonstration Test

The CDDT was initiated at 0900 GMT on 12 September with the count at T -72 hr. The planned

cutoff at T -3 sec occurred at 2214:32 CMT on 16 September. This test was conducted at

launch complex 34 in accordance with Kennedy Space Center (KSC) procedure 1-20049, revision

001 and consisted of two segments identified as CDDT wet and CDDT dry. During the wet test

all launch vehicle cryogenics were loaded. The recycle for CDDT dry included cryogenic

drain, vehicle dryout, and umbilical safing. The dry test was performed with the launch

vehicle devoid of propellants and with reduced pressures in the spheres.

The first terminal count sequence was terminated because of launch vehicle digital computer/

ground computer interface problem. Several other minor problems occurred and were corrected,

and the CDDT was satisfactorily concluded.

4.2.2 Flight Readiness Test

The flight readiness test was conducted on 26 and 27 September in accordance with procedure

1-20035 and included a pneumatic engine sequence and APS dry fire. No anomalies occurred

during the APS dry fire, but several occurred during the engine sequence. The anomalies

were corrected, and the engine sequence test was again performed to verify the integrity of

the new pneumatic control package and to reverify the times of the engine sequence of events.

4.3 APS Preparations

The APS modules were loaded with propellants on 4 October in accordance with MDAC-WD

procedure S-I-24157 revision 001, which covers APS module loading only. The APS modules

were not test fired. Both oxidizer and fuel were loaded without incident; 1 hr 2 min were

required for oxidizer and 43 min were required for fuel.

The module 1 100-percent fuel indication dropped out 35 mln after the module was fully

loaded, and the fuel fill valve was found to be leaking internally at 0.75 in./hr under

blanket pressure and 2.4 in./hr under flight pressure. The tank was drained and refilled

without problem, and no further leakage was observed after the module port was capped off.

The modules were pressurized to flight pressure for a l-hr APS helium sphere leak check;

and neither helium sphere leakage nor any noticeable bellows movement was detected.

4.4 AS-205 Launch Countdown--514011

The AS-205 space vehicle launch countdown was initiated at 0600 CMT 8 October 1968 with

the count at T -72 hr; liftoff occurred at 1502:45.323 GMT on ii October. The countdown

was conducted in accordance with KSC procedure 1-20048 revision 001. The MDAC-WD prepara-

tion and securing steps were conducted in accordance with procedure 1-20060.

4.4.1 Prelaunch Preparations and Purges

The prelaunch preparations and purges were accomplished in accordance with MDAC-WD

procedures and were the same for launch countdown and CDDT. However, during the T -2 day

4-2

propulsionpreparations,excessiveleakagewasmeasuredat theLOXchilldownpumppurgeseal. Althoughthe leakagewasdispositionedas acceptableto engineering,it resultedina lowerLOXchilldownpumpcontainerpressure(49psla) thanthe 60psianotedduringCDDT.

4.4.2 Component Tests

The engine sequence test was conducted at T -2 days 6 hr. All valves and timers functioned

properly, and helium consumption was well within Rocketdyne requirements.

All stage and GSE component functions were accomplished as they were during CDDT with the

exception of bottle mass decay checks and the cold helium regulator check which were not

performed during the launch countdown.

4.4.3 Loading Operations

LOX and LH2 tank loading, thrust chamber chilldown, and helium and CH2 sphere loading were

all satisfactorily accomplished. Data are presented in tables 4-2 and 4-3.

4.4.4 Terminal Countdown

The launch terminal count was initiated at T -30 min and was completed without any

significant problems except thrust chamber chilldown. During this period, final engine

conditioning was accomplished. The sequence of countdown events is presented in table 4-4.

4.4.4.1 Engine Conditioning

J-2 engine conditioning was initiated at T -20 min with a 50-psig ambient helium purge of

the J-2 engine start sphere. Other engine purges were performed and, at T -i0 min, thrust

chamber chilldown was initiated with cold helium from circuits 2 and 3 of the GSE heat

exchanger. At approximately T -7 min, the thrust chamber was noted to be chilling improperly

and, at T -6 min 15 sec, a hold was called for 2 min 45 sec. Although the maximum

temperature at T -8 min was not significantly higher than S-IVB-502, which also had

a scheduled lO-min chilldown period, the temperature difference compared to S-IVB-502

was maintained as chilldown progressed. Since the redline limit at initiation of

automatic sequence (IAS) was lower for S-IVB-205 (315 deg R versus 345 deg R), the hold

was called to ensure that the redline requirements were met at IAS and liftoff. The

results of engine conditioning produced the following:

Thrust chamber jacket temperature (deg R)

Engine start sphere pressure (psia)

Engine start sphere temperature (deg R)

Engine control sphere pressure (psla)

Engine control sphere temperature (deg R)

At IAS At Liftoff

261 258*

1,250 1,271

268 271

3,179 3,250

280 283

*Maximum allowable is 265 deg R.

4-3

4.4.4.2 Stage Conditioning

LOX turbopump chilldown was initiated at T -9 min 50 sec. The chilldown flowrate was 40 gpm

unpressurized and 43 gpm pressurized. The chilldown was normal and resulted in LOX pump

inlet conditions at T -19 sec of 165.2 deg R and 59,1 psia.

LH2 turbopump chilldown was initiated at T -i0 min. The flowrate was i01 gpm unpressurized

and 139 gpm pressurized; the chilldown was normal and resulted in LH2 pump inlet conditions

at T -19 sec of 39.1 deg R and 39.4 psia.

4.5 Redline Limits

All redline limits for launch vehicle parameters were satisfied. The redlines are presented

in NASA Report K-IB-02.10/5: Apollo/Saturn IB Launch Mission Rules Apollo 7 (SA-205/

CSM-101), Revision A, Change 2, dated i0 October 1968; in MDAC-WD Report SM-46978: Saturn

S-IVB-205 Sta_e Flisht Test Plan, Revision A, dated September 1968; and in the A41 Redline

Monitoring Brief.

4.6 Atmospheric Conditions

The atmospheric conditions on the launch day are presented in table 4-5.

V

4-4

TABLE4-1INTEGRATEDLAUNCHVEHICLETESTS

TITLE PROCEDURE DATE

LaunchVehicleElectrical SystemsTest

LOXSystemSimulateandMalfunctionTest

LaunchVehiclePropellantDispersionSystemsFunctionalTest

LH2SystemSimulateandMalfunctionTest

UmbilicalSwingArmQualificationTest

LaunchVehicleEmergencyDetectionSystemsTest

1-21042Rev001

1-20028Rev001

1-20042Rev001

1-20029

1-26007

1-20009

LaunchComplexPowerFailureTest

LH2ColdFlowTest

LaunchVehicleSequenceMalfunctionTest

LaunchVehicleMCC-HInterfaceTest

SpaceVehiclePlugsIn OAT

SpaceVehiclePlugsOutOAT

1-20072Rev001

1-20075Rev001

1-20031Rev001

1-20056Rev001

1-20033Rev001

1-20034Rev001

TABLE4-2S-IVB-205STAGEPROPELLANTLOADINGDATA

5-20-68

6-5-68

6-14-68

6-17-68

6-27-68

7-i0-68

7-16-68

7-31-68

8-1-68

8-22-68

8-31-68

9-3-689-4-689-5-68

PARAMETER UNIT LOX LH2

GMT 0930:15 1033:00Chilldowninitiated

SlowfillLevelsInitiation timeFlowrateMaximumullage pressure

FastfillLevelsInitiation timeFlowrateMaximumullagepressure

Final slowfillLevelat initiationInitiation timeFlowrateMaximumullagepressure

Total timerequired

percentGMTgpmpsia

percentGMTgpmpsia

percentGMTgpmpsia

min

0 to 50938:15

31.0

5 to 960943:21

83029,6

961006:10

19.7

38

0 to 5

1043:05

300

17.0

5 to 96

1054:01

2250

17.2

96

1121:20

17.2

52

**Not available.

jv

4-5

<

<

Z0

}-4

-.T _9_9

M

<[---. M

M

I

rj2:

5

;z_ 0 cO

b-1

Z_ _

_-_ -,-4

Z_v

H

f.T._--

_C_

Z0

[-_ E-I

0Z

ct_

>

0 O0

L_

0

Lr_O0

Lr_

0

A

0oo0

c_

0

c'_

0u'h

c'_

0

c_

00

00

00

00

0 0_D

,J

0 0

_0

.;-I

A

._1

L_

0O0

p_

Oq

O0O00

,J

c)

C'J _ ¢'xl ('xl O0 ,--I

I I I I I I

O0 _ _ _ O0 O0

II II II II II IIO0 _ _ _ _ _

_ O_ O_ O_ O0 O0O0 O0 O0 O0 O0 O0

0

c'q

0 0_O

00

Lr_

o

@

0

0rj

-;.-I,-...I

0

;..-I

,--I

n_0

c'q

@

,-_0

0

0

Lr_

C"q;:dC_

°_bO ._

>

0

C_

bO

"H

,--I,--].,-I.l.J

O)

(D

0,_u_

c_

0

0

c_

bO

4-1

4-1

4-1

0

c_4-1

4_

0 .,.-I

4z:°,_

0

0

--X

4-6

TABLE 4-4

TERMINAL COUNTDOWN SEQUENCE S-IVB-205 FLIGHT

FUNCTION TIME FROM LIFTOFF (MIN:SEC)

Start Tank Vent Open

Start Tank Purge Valve Open

Thrust Chamber Purge Valve Open

Start Tank Supply Valve Open

Start Tank Purge Valve Closed

LOX Tank Vent Valve Cycled

LH2 Tank Vent Valve Cycled

Cold Heat Exchanger Circuit Vent Open

LH2 Chilldown Pump ON

Thrust Chamber Purge Valve Closed

Thrust Chamber Chilldown Valve Opened

LOX Chilldown Pump ON

LH2 Prevalve Closed

LOX Prevalve Closed

Cold Helium Crossover Valve Closed

Cold Helium Crossover Valve Open

Cold IIeat Exchanger Circuit i Vent Open

Cold Heat Exchanger Circuit i Vent Closed

Start Tank Vent Closed

Engine Control Helium Supply Valve Closed

Engine Control Helium Supply Vent Open

Start Tank Supply Vent Cycled

Cold Helium Crossover Valve Closed

LOX Vent Closed

LOX Tank Pressurized

LOX Fill and Drain Valve Closed

LH2 Tank Vent Valve Closed

LH2 Tank Ground Prepressurlzation Supply Valve Open

LH2 Tank Ground Prepressurlzation Supply Valve Closed

LH2 Fill and Drain Valve Closed

Power Transfer Complete

LH2 Directional Vent to Flight Position

S-IVB Ready for Launch

Commit and Liftoff

-22:45

-22:45

-17:46

-17:16

-17:15

-15:22

-15:17

-15:16

-12:46

-12:44

-12:44

-12:35

-12:30

-12:30

-10:58

-10:08

- 8:36

- 5:30

- 5:15

- 4:59

- 4:58

- 4:56

- 3:29

- 2:43

- 2:27

- 2:25

- 1:52

- 1:52

- 1:34

- 1:32

- 0:28

- 0:28

- 0:28

0

4-7

TABLE 4-5

S-IVB-205 LAUNCH ATMOSPHERIC CONDITIONS

TIME

(GMT)

i000

ii00

1200

1300

1400

1500

AMBIENT

TEMPERATURE

(°F)

78

78

78

8O

82

82

DEW

POINT

(°F)

AMBIENT

PRESSURE

(in. of Hg)

WIND

SPEED

(knots)

70

70

70

71

72

72

29.955

29.970

29.990

30.00

30.025

30.040

14

14

15

13

13

17

WIND

DIRECTION

FROM NORTH

(DEG)

90

80

80

i00

90

80

4-8

SECTION 5

COST PLUS INCENTIVE FEE

,J

.fr _

5. COST PLUS INCENTIVE FEE

Flight Mission Accomplishment

Flight data evaluated to establish preconditions of flight (PCF) and end conditions of flight

(ECF) were obtained from observed trajectory and attitude data transmitted by magnetic tape

and printout to McDonnell Douglas Astronautics Company (MDAC-WD) from MSFC as requested in

MDAC_WD Report No. SM-46538, Douglas S-IVB Stage Data Acquisition Requirements Document for

Saturn IB Flights, Revision C, dated June 1968,

Performance of the S-IB stage provided PCF at S-IB/S-IVB Separation Command that were within

allowable tolerances. Trajectory ECF at orbit insertion were within tolerance; also,

maximum flight values of attitude errors and rates for both phases of S-IVB operation

(powered flight and orbit phase) did not exceed the respective allowable tolerances. All

received command signals were recognized, and all end condition command signals were given.

It was concluded for purposes of incentive achievement, therefore, that all PCF and ECF were

achieved.

Table 5-1 presents the nominal values for PCF and the a]lowab]e deviations agreed upon

between MDAC-WD and NASA, and the actual values obtained during the AS-205 mission of

Ii October 1968, The actual values were all within tolerance. All received commands were

recognized, and all end condition commands were given. The extent of the agreement is set

forth in NASA Letter I-CO-S-IVB-8-927, dated 17 September 1968, and MDAC-WD Letter

A3-131-5.3.1,13-L-4575, dated 27 September 1968.

Table 5_2 presents the nominal values for ECF and the allowable deviations agreed upon

between MDAC-WD and NASA as set forth in NASA Letter I-CO-S-IVB-8-927, dated 17 September

1968, and MDAC-WD Letter A3-131-5.3,I.13-L-4575, dated 27 September 1968, and the actual

values obtained during tile AS-205 mission of ii October 1968. The actual values were all

within tolerance, all received commands were recognized, and all end condition commands

were given,

Evaluation of the telemetry performance indicated that the telemetry system operated at a

99.2 percent efficiency during the telemetry performance evaluation period (TPEP) phase I

(liftoff to S-IVB engine cutoff +I0 sec) and performed at 99.2 percent efficiency during

the TPEP phase II (liftoff until planned launch vehic]e/spacecraft separation, 2 hr, 55 min

following guidance reference release).

The results of the telemetry performance analysis are shown in table 5-B,

5-1

O_ _ _ O_ _ O0 _ O0 _ _ _

+ i + J + _ _ + t + _ + I + I + I + i + w+l

.,-I

00

0 _rj

oil ,!...J4..1 _

• 0u'l

r/l

0 ,--4

4..1

_ 01..1 1.4

0

N

_ 0

_ m

0'1

0 0

m

m

_ "_

0 _

5-2

r,1

0

Z

<

Z

° _o _ _u] _:<

_ °_

N >

z _M M

r.c?

_ °o u _

z _ g0 ZI--t

PI--4

I II I ' ' I! I .,°.°.

+l+++l + +1 + _ +1 +1

t I1 I

I I 1I I I

i ° -- • • •0 0 0 0 0 u'_

• .•4 o o ,_ JI I

I I I I I II I I I I I

I ! I I I II I I I I I

_ +1 +1 +1 +1+l

I I tI I I

I I II I I

I I II I f

I I I! I I

eq x.o _ ',o• °

¢xl _o _oI II I

I I I 1I I I I

I I I I 1 II I I I I I

eq 00 o

_-I (_1 I_-

¢,q00

0 I I I I I II I I I I I

I I I I I II I I I ! I

_ "_

UIll 111

m -_ 0 00 __1 ,..-I ,--I

U _: > >

0 _ 0 0_ 0 "_ _ _ 0

0

0

0SJ

b_

I 0

_J

0 _ 14

0 _ o

0 _4 -_ 00 _'_

0 _J

£z.1 -_ _ ,-.._

m N

5-3

TABLE 5-3 (Sheet 1 of 2)

FLIGIIT TELEMETRY PERFORMANCE SUM_IARY

ITEM DESCRIPTION TOTAL

i. 379

2.

3.

4.

Total number measurements listed in tlle S-IVB-205 Instrumentation

Program and Components List (IP&CL) MDAC-WD Drawing IB4355AH Change.

Measurements listed in the IP&CL which are not wholly on the S-IVB-205

s rage ;

Measurements transmitted by the IU telemetry link:

EO209-401 VIB - Combustion Chamber Dome-Long

EO210-401 VIB - LH2 Turbo Pump-Lateral

EO211-401 VIB - LOX Turbo Pump-Lateral

EO236-401 VIB - Main Fuel VLV-Tangential

EO237-401 VIB - Main Fuel VLV-Radial

EO242-401 VIB - Fuel ASI Block-Radial

EO243-401 VIB - ASI LOX VLV-Radial

EO245-401 VIB - ASI LOX VLV-Longitudinal

Measurements wholly transmitted landline to the launch control center.

Measurements that are for checkout only and are not transmitted during

flight :

The function of the following measurements is to monitor the output

voltage of exploding bridgewires (EBW) by means of pulse sensors

during checkout.

The pulse sensors are removed prior to launch, thus making the

measurements inoperative during flight.

K0141-411 Event R/S i Pulse Sensor

K0142-411 Even t

K0143-404 Even t

K0144-404 Event

K0145-404 Event

K0146-404 Event

K0147-404 Event

K0148-404 Event

KO149-404 Event

K0150-404 Event

K0169-404 Event

R/S 2

- U/R

- U/R

- U/R

- U/R

- U/R

Pulse Sensor

1 Ignition Pulse Sensor 1


2 Ignition Pulse Sensor i


3 Ignition Pulse Sensor I

- U/R 3 Ignition Pulse Sensor 2

- Ullage Jettison i Pulse Sensor

- Ullage Jettison 2 Pulse Sensor

- EBW Pulse Sensor OFF Indication

The following measurement was listed in the IP&CL, and the capability to

make the measurements existed on the stage. MSFC did not require the

associated rate gyro installation, therefore, the measurement is

inoperative.

K0152-404 Event - Rate Gyro _leel Speed OK Ind

114

ii

5-4

_._j"


FLIGHT TELEMETRY PERFORMANCE SU_IARY

ITEM DESCRIPTION TOTAL

5.

6.

7.

8.

9.

i0.

II.

12.

Tile following measurement was replaced by a shorting plug:

K0095-401 Event - Thrust Chamber LH2 Injector Temp OK

The following measurement is used for checkout only. The IU flight

sequencing tape is not programmed to activate this measurement in flight.

Therefore, it is inoperative.

K0168-404 Event - Switch Selector Register Test

Measurements known to be inoperative at start of automatic launch sequence,

or become inoperative prior to start of automatic launch sequence - 0.

The total number of measurements to be evaluated for incentive performance

for both TPEP phase I and phase II is item I minus the sum of items 2, 3, 4,

5, 6, and 7.

Phase I

Phase II

Measurements which were failures during TPEP phase I (liftoff to S-IVB

engine cutoff +i0 sec). Details regarding these measurement failures

may be obtained in section 17 of this report.

C2044-401 Temperature - ASI Combustion Chamber

D0104-403 Pressure - I.|{2 Pressure Module I Inlet

Measurements which were fallures during TPEP phase II liftoff until

planned LV/SC separation. (2 hours, 55 minutes following guidance

reference release.)

All measurements which were failures during TPEP phase I are included as

phase II failures because phase II encompasses phase I. These two

measurements are given in item 9 above.

There were no other phase !I failures.

Calculation of phase I performance:

Item 8 minus item 9 divided by item 8, multiplied by i00, and rounded

off to the nearest one-tenth of one percent

243-2-- x i00 = 99.2%243

Calculation of phase II performance:

Item 8 minus item I0 divided by item 8 multiplied by I00, and rounded

off to the nearest one-tenth of one percent

243-2-- x i00 = 99.2%243

243

243

5-5

k.J

k.j

l

"_ - i, ____ !!_!!-i_!_-_!_!!!!i_¸_¸!_!__ii ! _

-'_w....,g

SECTION 6

TRAJECTORY

6. TRAJECTORY

L

6.1 Comparison Between Actual and Preflight Predicted Trajectories

This section presents a comparison between the actual trajectory (based on tracking and

telemetry data) and the preflight predicted trajectory. The predicted trajectory for the

S-IB stage is the same as that presented in the Chrysler final operational trajectory. The

S-IVB stage portion of the predicted trajectory is presented in MDAC-WD Report No. SM-46978A,

S-IVB-205 Stage Flight Test Plan, dated September, 1968. Figures are presented comparing the

actual and predicted values of altitude, surface range, crossrange position, crossrange

velocity, inertial velocity, axial acceleration, inertial flight path elevation angle, and

inertial flight path azimuth angle for the S-IVB powered flight phase of the mission. Fig-

ures 6-1 through 6-11 compare the actual and predicted histories for each trajectory param-

eter. Table 6_i summarizes surface weather conditions at time of launch, and table 6-2

shows conditions at certain significant event times.

The actual trajectory of the AS-205 flight was very close to nominal. At S-IB/S-IVB Separa-

tion Command the trajectory can be characterized as being slow, low, long, and to the right.

This can be seen in table 6-2. The slow and low trajectory of the S-IB stage caused the

S-IVB stage to burn slightly longer than predicted in order to obtain the desired cutoff

conditions. An orbit wes obtained which was very near to that predicted.

6.2 Evaluation of Vehicle Performance Effects on Observed Trajectory

As stated in paragraph 6.1, the AS-205 actual trajectory closely matched the predicted. Only

small deviations in the end conditions of flight were observed. Table 6-3 lists the most

significant of these parameters. Total deviations are categorized as S-IB and S-IVB perform-

ance contributions. The S-IB contributions are due to the off-nominal conditions provided to

the S-IVB by the S-IB at physical separation. These had significant effects only on the

downrange position and the time of orbit insertion. S-IVB performance contributed signifi-

cantly to all parameters listed. Unexplained portions of the total deviations presented in

table 6-3 may be considered as evaluation uncertainty or IU dispersions.

Table 6-4 lists the contribution that S-IVB performance deviation made to the trajectory

deviations shown in table 6-3. Initial weight, thrust, and weight flow deviations explain

the S-IVB contribution to the range and insertion time deviations. Cutoff impulse deviation

explains the S-IVB contribution to inertial velocity and apogee radius.

Actual S-IVB thrust and weight flow data used above was obtained from a five-degrees-of-

freedom trajectory simulation program. Propulsion system parameters were adjusted so that

an S-IVB trajectory could be generated to closely match the observed trajectory. Differences

between the observed and simulated trajectories are presented in figure 6-12. Thrust and

weight flow from the propulsion tape were increased by 0.41 and 0.31 percent, respectively,

during high stop operation and increased by 1.13 and 0.01 percent, respectively, during low

6-1

stopoperation. Plots of the correspondingthrust andweightfloware presentedin fig-ure6-13. Listedbelowis a table of predictedandactual thrust, weightflow andspecificimpulseaverages.

Parameter Actual

Total average thrust (ibf) 208,956 209,142

Total average weight flow (ibm/sec) 490.4 490.1

Total average specific impulse (sec) 426.1 426.7

Average thrust at the high mixture ratio (Ibf) 226,684 226,702

Average weight flow at the high mixture ratio (ibm/see) 534.6 535.7

Average specific impulse at the high mixture ratio (sec) 424.0 423.2

Average thrust at the low mixture ratio (ibf) 174,942 174,405

Average weight flow at the low mixture ratio (ibm/sec) 405.9 405.9

Average specific impulse at the low mixture ratio (sec) 430.9 429.7

Predicted

The pitch and yaw thrust misalignment angles established by the control system and trajectory

analysis, compare favorably. The values obtained are given below.

Control Analysis

Parameter

Pitch thrust misalignment (deg)

Yaw thrust misalignment (deg)

Simulated

Value Value

+0.55 +0.45

+0.41 +0.30

A positive pitch misalignment produces a nose-above-commanded and a positive yaw misalignment

produces a nose-left-of-commanded attitude (looking downrange). The steady-state thrust vector

as determined by flight simulation was located relative to the vehicle as shown below:

_J

PITCH PLANE YAW PLANE

POSITION

_-- PLANE III

I VEHICLE

I CENTERLINE

I

IPOSITION

PLANE I

THRUST VECTOR

RELATIVE TO

ENGINE

_VEHICLECENTERLINE

I

POSITION i POSITION

PLANE I__LANE IV

"_ . / _ ^[. J THRUST VECTOR

2_[_ RELATIVE TO

ENGINE k.J

6-2

v

The S-IVB weights and predicted values as determined from trajectory reconstruction are:

Predicted Simulated

Engine Start Command (ibm)

Engine Cutoff Command (ibm)

305,764 305,725

67,748 67,710

A comparison of certain performance characteristics between AS-205 (the first operational

Saturn IB vehicle) and the R&D vehicles AS-201 through AS-204 is presented in table 6-5.

6.2.1 S-IVB Orbital Deviation

Due to a deviation in the S-IVB orbit, it was reported necessary for tile spacecraft to have

an unscheduled burn to establish the proper phase relationship for the rendezvous maneuver.

The deviation in the S-IVB orbit was caused by a series of unscheduled LH2 nonpropulsive

vents which impinged on the open SLA panels. Analysis performed by MDAC-WD determined

that the resulting force on the panels was sufficient to cause the S-IVB orbit to be

slightly lower and faster than nominal after launch vehicle/spacecraft (LV/SC) separation.

This could have set up the improper phase relationship observed. Sufficient detailed infor-

mation on the S-IVB and spacecraft orbits during this time period is not available at this

time to perform a detailed analysis. Since the SLA panels will be jettisoned on future

flights, this problem will not recur.

Figure 6-14 presents the predicted and actual thrust and velocity change associated with the

LOX dump, the actual as determined from inertial platform accelerometer data. The actual

LOX residual was close to the predicted value of 1,707 ibm. The large deviation between

actual and predicted thrust and velocity gain can be explained by the fact that a three-sigma

high LOX residual of 2,600 ibm was used in generating the predicted thrust data. This LOX

dump impulse produced the deviation in apogee altitude at LV/SC separation presented in

table 6-2.

TABLE 6-1

SURFACE WEATHER CONDITIONS AT TIME OF LAUNCH

Parameter Units Actual

sec 0.00Range Time

Clouds

Amount

Coverage

30

Scattered

Base

Visibility

Pressure at mean sea level

Dry Bulb Temperature

Relative Humidity

Wind Direction

Wind Speed

ft

nmi

mbars

deg F

%

deg

knots

2,100

i0

1,017

82

65

80

17

6-3

z

o _, _ _ o_ _, _!

o-, o o I

cr_

cr_l

Z

°c'4 I--_I 0

_o

m .

o

c

°

<

_._'_ _ _

_ _ = _ _ _ _._

_ ._, _ o

.,-t

i._ . ° •

I I ' ,--I '-q I g cII

_ v v

,rll

V

6-6

v

[-4

v

[-i

o

>

rj<

U

Z

0

Z0

:>

..-.,

rjH

0

0

_-_ o ,-'l coo °

o o'i

,-_ o_

?

• _ o-.

?

o :_

o

r_

<

o

[._

zoH

o

Z0i-.-t[-_ -4 o o ¢,'1

ul ,_ ,--I_ +Z0

Z0

[--i . o

_ _ rn

,-10e_

.--i

o • c_o o

I

_ o _ o_ _ _, _ _ ._

I

.,-t

'_ ,_ o_.,_ _ _ _ ,_,o _=

•_ _ _ _ _ _,_ o_ o_

0

o

>

IE

o .

.H

_w'q

_+

._ &._ 0

u °,-t

o_9 _

6-5

TABLE 6-4

CONTRIBUTIONS TO TRAJECTORY DEVIATIONS AT ORBIT INSERTION

PARAMETER

Loading and Payload

Weight

Thrust

Weight Flow

Cutoff Impulse

TOTAL S-IVB

Contribution

SYMBOL

W o

F T

_T

RANGE TIME - t

(see)

+0.05

+0.45

-0.22

0.00

+0.28

RANGE - S

(ft)

1,276

+ii, 484

-5,615

0.0

+7,105

VELOCITY - V I

(ft/sec)

0.0

0.0

0.0

+5,3

+5.3

RADIUS OF APOGEE

(nmi)

0.0

0.0

0.0

+3.0

+3.0

PARAMETER

Deviation from predicted

thrust


weight flow


Isp


loading:

LOX

LH2


cutoff impulse 3-sigma

deviation = 10%

Thrust Misalignment

Pitch

Yaw

TABLE 6-5

PERFORMANCE COMPARISONS WITH R&D VEIIICLES

SYMBOL

%

%

%

%

%

%

Deg

Deg

AS-201

-2.03

-2.61

+0.57

-0.15

+0.23

+29.0

+0.54

0.00

AS-202

+2.07

+1.37

+0.05

+0.ii

-0.15

9.7

AS-203

-i.00

-i.00

-0.14

+0.17

-O. 20

-6.1

+1.09

+0.08

AS-204 AS-205

+i.00 +0.09

+1.30 -0.06

-0.30 +0.09

-0.43 +0.03

+0.21 +0.66

+i.0 -10.6

+0.20 +0.45

+0.50 0.30

v

6-6

\ /v

0

r--

\

°,,°°,,°°°°°°I°°,!_,,,

0

o

(833S/J.3) WXv' NOIJ.V_J3"1333VlVIXV

04.J

:31E

t-O

4._

f.-_J

%c.J,j

,<

,<

_3

J,

J,

f,...

6-7

I-- ° ./._/-

\ i,i

\0

(_±3182 OOL) b '3_flSS3_d OIWVNAO

o

o

o

0

wN

L_

C,

I---

0

o

0

bo

u

E

NI

m

M

llJ

6-8

"v

I

I

iCD o_ CO

z__0

I

I

ooo°o.o,°o° oo°o°ooooo

(930)

pm

?,

r"

%%

ii

__L ......J

i i

,_ 'HDViiV JO 3qgNV IVlOl

0

00000°0,000

f o

\I

jooL........ __._ ./_

_._ .

° '/"I_ O

v

O

I.dN

Z

O

e-

v

bO

4-_

-r-

2_

4-J

4-O

t'-

_4

L

&LI_

6-9

0

otl_)tlogwll,ol)olii)lJJ.._aQI)mlgl))g)ooqao_

I

r¢7I.---I

!

j_

O'..0

))ollgllolleloJ o_gugeliQ, 0

/i/j

/

i °_ m

) "

F.-

i

!I

II

J_f

o

o

,CDlJl

| I

(D3G) _0 '_3VlIV .40 379NV 1-131I_

4-0

qJ

v

0

'-I-

0rO

-IJ

0

i-.-

!

_41

f,-

.r-I.I...

6-10

,Ql.,_lmlgJ,

Z0

dO _

toe0alglu_gIealJlalJJolo0_llelelte ee*lgall legmgmgiQue .ll_lalll_

I'--

r/

ILl(/)

I

r_I"-'1

I

--.I

C

I.z')

P_._9

L..¢---

,,, I

L J

._/..._/J

_J .....

,'-- 0 "-- OJ _! I ! I

(930) _ ')I3VlIV -10 3"]gNV MV,_

CD

4--0

OQ

v

0

or-.-r-

_J

4--0

c-

rr_

!

!_D

",1

.l-,-la_

6-11

0

Z

0

I--

C_

I_i.l__CO

C_

0 r)

c_

I

O0

uJF--

L_

C]_

\

(13 000'0[) q _3(]N1117V

04_

u_or---l-

or-

(29

Ik(D

(i).%-

.r-I/_

6-12

v

v

.. i Ill

LIJr'Y

Z0

I--"

i.i

"7.9'ql

CI3H

it.O

,* o.lr, o o o o o o oo o !illle.ee.l.e...

!

\

(.L-40o0' 00[) s '39NV'd gNnoa9

0

or I-

0

o¢.-,"h-

Er_

r_

"0E

0f.-

r_

_dI

t_

or-

6-13

,, • NI_• +_.w.

ZO

F--

PY

O,_

r,t',,

!U")

!¢,O

O

!

r._)i-,,,it"m

r',,"r'.

, ,t"IrllJeol,J4 ,o,olololl,l, ,,lli,l,,,,B,o

I_O O L,O C:_ It') O

C_I..r)'..O

OO'..O

O

It')

OOI..C')

OOv

OO r'Y'O

N

o ._oO

o_

oo

I--

o

OO

o..ll,,l,,,,,q ollllll.0e0otl

O

L.r)

OC_

O'--"

(1.-I 000'01.) 3;, 'NOIIIS0,::I ":IgNV_IS50_19

6-14

b0

0r-

c-O-t-

Ot-,,

c'-r_,f,..

u1O.r,,,_

,r_)

T

_d!

,I--L.I_

V

\

CDC_

CO

Z0

ILl

rY_

IO0

tY_

IO')

\\

(33_/lJ00[) 3_ '1113073A39NV_ISSO_3

0

C_)r l"

b04-J

09

ZIZ

0

%

C_

t_S-

o')

0$-¢_)

cQ

TO0

I

_J

°r--

LI_

6-15

Z0

l--

n,nO0

rr_

!OO

rr_

!O")

°iiioloiQie°i_osJ_

\

\L.....

_,o i • i • J • Q6_I,_ i _ i i i B, I g _ Iog io o_ DJll, oo i Jg I io,,,ng Jm ig • g, i t q_ 01.° ° i

(O3S/±J 000'[) IA *AIIOOI3A ]VIL_3NI

fD

0

u9

-r-

o o_

,l=.

mr_

F-- U9

o5!

%O

K-

,r--

V

,,,.,,

6-16

_._w

I,

¢-y

__.1

.._1

1"4

x

9O

8O

7O

5O

2O

150 200 250

I IIVB SEPARATION

/ IJ

i

J

f-- ---

PREDI CTED--

i

i ....

i

300 350 400 450 500

/

k/

_--- ACTUAL

S-IVB CUTOFF I_

550

J

D#•

/,

e

|

600 650

TIME FROM RANGE ZERO (SEC)

Figure 6-9. S-IVB Axial Acceleration History S-IB/S-IVB SEPARATION

6-17

V

3O

i'|S-IB/S-I

25

W

>- 20

_2 ._..I •

o 15

__.1 •

I0 :,mE

. 5 _

i-'- •

ILl •

0 ;

-5 ;

100

VB SEPARATION

PREDICTED j

S-IVB CUTOFF

ACTUA_

150 200 250 300 350 400 450 500 550


!

!

600 65O

Figure 6-10. S-IVB Inertial Flight Path Elevation Angle History

6-18

9O

88

86LLJ

v

84(-,j

..J

82

-r-t--

_- 80N

o_ 78

-i-c._

,, 76

CIC'.' 74z

72

70I00

_ S-IB/S-IVB SEPARATION

o

¥-_._

150 200

PREDICTED---_J

250 300 350 400 450 500 550

S-IVB CUTOFF

6O0 65O


Figure 6-11. S-IVB Inertial Flight Path Azimuth Angle History

6-19

J

............. , .............. _ ..................

J

-{

ooo

o o o ooi

(la)33NVLSI(]39NV_INV%

/

/c_

m • n c_

o "T

(/.-I 00[) 30nlIllV

(M °

I

LJ

2

_yH C_J I--"::Co')

0

=,,o,

_-- Z,_C LJ

8_sg

L_F--0

i

2

E

"_" _o°

N

_2

tL

i

I

I

I

o

I Ioi

(930 £_0[X) 379NV

HlnNIZV A113073A G3XI3 HIHV3

......... ° ..... _

/t

Lt3

¢O

C'4

O'4 O

(335113) II13073A

[o

L]

oov

c_c

o

o

7-,

a=l

%E

T-,u

6

bou

I,-

'TLD

E_

LT_

V

v

6-20

230

220i --]

210

200

c_

v

190

18O

170>

0 l

- 550

L

2 3 4 5

TIME FROM RANGE ZERO (I00 SEC)

-525

6 7

- 500

.J

-475 --

F-

z= - 450

-425

- 4OO

¢0 2 3 4 5 6 7

TIME FROM RANGE ZERO (lO0 SEC)

Figure 6-13. Thrust and Weight Flow from Trajectory Reconstruction

6-21

V

v

o0 1

_- ACTUA_

REDICTED .

2 3 4 5

TIME FROM START OF DUMP (lO0 SEC)

6 7 8

35

3O

J_ 25 - J

2Ov ..........

/

lO i _j5 ..........

If

fJ

fPREDICTED

ACTUAL

o0 l 2 3 4 5 6 7 8 9

TIME FROMSTART OF DUMP(I00 SEC)

V

Figure 6-14. Thrust and Velocity Gained due to LOX Dump

6-22

D m

m m

m

. r

SECTION 7

MASS CHARACTERISTICS

m

v

7. _SS CHARACTERISTICS

7.1 Mass Characteristics Summary

The AS-205 second flight stage (S-IVB-205, IU, and payload) mass summary, presented in

table 7-1, is a best estimate value.

7.2 Mass Properties UncertaintyAnalysis

Figures 7-1 through 7-4 present a comparison of the predicted vehicle mass characteristics

and three-sigma uncertainties versus the postflight actual vehicle mass characteristics

during S-IVB powered flight. The predicted uncertainties were determined from a statistical

analysis of component mass properties uncertainties and are referenced relative to time

from S-IVB Engine Start Command. Each of the postflight mass properties were within the

predicted three-sigma uncertainty bands.

7.3 Second Flight Stage Best Estimate Ignition and Cutoff Masses

The best estimate method is a three-dimensional statistical analysis of data from five mass

measurement systems. This method develops a joint probability density function from which

the most probable values and accuracies for ignition and cutoff masses are determined.

Two measurement systems provide unique values for ignition mass and three measurement

systems provide unique values for cutoff mass and two methods were used to provide a linear

relationship between ignition and cutoff mass. The five measurement systems used in deter-

mining the best estimate masses are: (i) PU Volumetric, (2) PU Indicated (Corrected),

(3) level sensors, (4) flow integral and (5) trajectory reconstruction. These measurement

systems are described briefly in section 14.

Figure 7-5 is a graphical presentation of the best estimate analysis for ignition and cutoff

mass. The second flight stage ignition mass was 305,685 ±641 ibm and the cutoff mass was

67,720 ±159 ibm.

7.3.1 Best Estimate Program Input

Table 7-2 presents a summary of the values used for the best estimate analysis. For the

unique measurement systems, only the total mass values and associated uncertainties are used

for program input. The linear relationship values are presented as utilized for the best

estimate analysis.

7-1

_0

I

I

t

u}

:> L;,

co

o_

1I!!

1

m l

m iII

ooooo_ooo__o_

o

o

ox

V

kJ

7-2

O_P4

E-., £-4_z) O0

Z_

H[---i _r._ i-.-t

E-_ .z30,-_E_'-"

5')E_

0

IZ0Z

v

v

0

E-4

>

Z

O_

M"

E_O_

>

Z

Z

00

+l

00

0

+!

R

c_+I

0

+l

0

0

+1

0

+1

c_

00

+l

0

r_

000

+1

0

I

0I 1 U

,-I 0 "0 "_O-,q _"0 (_

.l_ ._

+1

oq_0,-4+1

Lr__0

0

+l

0 _,

O_

+l

,--I

I

,--I OO ._4

'....O'..O

+1

o4

c'.l

,-I+1

Lr_

",O

O

,-I+1

,-.-I+!

,.-I

L_+1

Lr_OO

'..O

,--I+!

O

+l

OD

O_

+1

L,_,'--IXD

I

0,--I I _._

_> _ "O "O_ 0 _"_ •

E--, • _ m _

_-_Z

0

_ ,--.I

H

O,-.1

5'3

o'3

[--t

Z

>

0 ,--I

- +,+I

u%

cO

c'4

04u_,-4

0 u%

J

0.M

0

00

,-4

_J 0

-,70,--4

E-_

_._o_ 0 rjf.._-I ._ _

7-3

r_J

O(DO

C,3

320

&

%300

260

-%240--- '_%_

220 -- \_

y MAXIMUM DISPERSION

200 _\ ......

_\ _ACTUAL

180

160 \_

140 -----

PREDICTED NOMINAL --_ "__120

100

80 -- --

MINIMUM DISPERSION

6O0 5O I00 150 200 250 300 350

TIME FROM ENGINE START COMMAND (SEC)

ACTUAL

PREDICTED

A.

\

400 450 500

Figure 7-I. AS-205 Second Flight Stage Vehicle Mass

%2

7-4

0

x \ _ \

0z \

wl--

r_

Z0

c/)

1,1

• Z

I

,iIf

CO

0

O0

oc_

0_L_ N

I | 0

• oi,Iko

v

c,,J

0

o

l--

ILlZ

N

0

b_

I----

..... 0

('NI) AIIAV_9 30 _31N33 7VNIQnlIgNO7

.%

4-0

g

%

.gg

e-tll

m

N,_

c-Ou

d,

7-5

0

I'--._I U

I--- L_J

'IriI

z0

v'1

L._r,

H-- --C_I--

X

I

IIIII

II!IIi

IIII

II

fI(IIII!I

LI < rl__ ,[__ __

I ...." "i !

I I| I, ,,-..I a

II I! I

.... F --I I

! Ii

I !I II II II I

--!IIII!

II

i II o

I II !: !I II I

I I

i I,!

! I mI I

1 !I

! I

I II I

I 'z !

I m I o_e,.- I eu

_- II _ Ii _ ;

II _ j

| e.J

II--

__. I"'_ J S

_-1

z

OZ

e-_.

w

W

II

II II I

(Z13 9N7S sOL) VIL_3NI 30 lN3WON ]10_

LLI

=EO

I--

l'--

ILlZ

(._Z

C',,-yla-

_E

I'--"

t_

S-

E

4..-

0

Eo

%

-g

E_

e-

gu

_J

v

7-6

iPTII I I! I I

O3

I--LLJ¢_) rY"

! I -i Ii Ii i, I

z0J-4

,y

l--i

L

\q,IIiII

I i II II I! I ;I I Im m I

i iII ! I

!

'iiII I I

IIi

)!

!I

I

/

/#

Ii

ll

_...I

o / j

E !,,, I f

L! !1,;i_'! ,;, il,i !1#_

!! '!1' "°ill

I

II

/#

#r

##

/-/

i

##

i

\,

sF

hzO

,, I,FI •

12L

Z

(Zi_ 9nls 90[) VIi_3NI JO iN3WOW H3ild

.Jf

s

W

°_I--

0

0

00

0

O

0

L

¢-

4=0

-5

%IS

4_

._=.

0u

ct}

L_30t_d

I

7-7

V

0000

0,UO9

0i---.t

I-,,-I

I......4

307

306

3O5

304

AT IGNITION:

AT CUTOFF:

I

305.685 +641 LBM

67,720 +I6T LBM

FLOW

INTEGRAL\

//

/

#

//

TRAJECTORYRECONSTRUCTION

>

I0 67

///

/ii /

/

!

//

i/

//

//

F BEST ESTIMATEMASSES

/--- PU INDICATED(CORRECTED)

_--- PU VOLUMETRIC

--_-_LEVEL SENSORCUTOFF MASS

68 69

CUTOFF MASS (I000 LBM)

V

Figure 7-5. AS-205 Second Flight Stage Best Estimate Masses

7-8

i/=

.... i _7- ......... _ ..... * ...

-I. : i _ "

_=

I 1 SECTION 8 !

ENGINE SYSTEM

_-=--7/'=

8. ENGINE SYSTEM

The main propulsion system of tile S-IVB stage of the AS-205 launch vehicle consisted of a

225,000-1bf-thrust Rocketdyne J-2 engine, S/N J-2033, shown schematically in figure 8-1

with tile associated propellant ducting and conditioning systems. As a result of the

analysis of the engine and stage acceptance tests, tile following 60-see tag values were

established with the engine constants presented.

TAG VALUES

Thrust (F)

Engine mixture ratio (EMR)

Specific impulse (Isp)

227,249 ibf

5.464

425.5 sec

ENGINE CONSTANTS

LOX flowmeter

Lli2 flowmeter

LOX boot strap orifice

LII2 boot strap orifice

LOX turbine bypass nozzle

5.5779 cycles/gal

1.8008 cycles/gal

0.256 sq in.

0.466 sq in.

1.080 sq in.

The engine was equipped with a 0.640 sec start tank discharge valve (STDV) delay timer in

the engine control circuit; however, actuation of the STDV, which determines the fuel lead

duration, was controlled by an IU command at Engine Start Command (ESC) +i sec through the

fuel injection temperature bypass circuit. There were no engine modifications that

affected performance, except for tile addition of a poppet orifice to the main oxidizer

valve (MOV) opening system which provided a more rapid start transient. Tile start tank

refill lines were blocked with blank orifices to prevent refill.

Significant engine events during tile S-IVB powered flight phase of the 205 mission were as

follows:

EVENT

Engine Start Command

Engine Cutoff Command

REFERENCE TIME

ESC Range Zero Prediction % Dev.

0 +147.008 148.8 -1.22

+469.749 +616.757 621.1 -0.69

Comparisons are made to the predicted propulsion system performance as published to Marshall

Space Flight Center (MSFC) in MDAC-WD letter A3-250-KCBC-L-4184 dated 23 September 1968.

8.] Engine Chilldown and Conditioning

8.1.1 Engine Tur_opump Chilldown

The engine LOX and Lil2 turbopumps were adequately chilled, and the temperatures and pres-

sures were within the required band at Engine Start Command (paragraphs 10.4 and 11.2).

8-1

8.1.2 Thrust Chamber Chilldown

Thrust chamber chilldown was initiated at T -i0 min (RO -12 min 45 see). The thrust

chamber jacket temperature response was slightly slower than usual, and it appeared that a

blockage may have occurred in the ground support equipment (GSE). Th_ GSE heat exchanger

crossover valve was closed for 50 sec and reopened to verify flow through both coils of the

heat exchanger. This procedure further reduced the rate of chilldown, and raised doubts that

the temperature requirement would be met at initiate automatic sequence (IAS). To avoid

calling a hold after IAS, which would have caused a countdown recycle to T -15 min, a hold was

called out at RO -6 min 15 sec. After 165 sec, the chilldown was progressing satisfactorily,

and the countdown was resumed. When chilldown was terminated at liftoff (figure 8-2) the

temperature was 258 deg R which was below the redline maximum of 265 deg R. At S-IVB Engine

Start Command, the temperature was 283 deg R, which was within the requirement of 240 ±50 deg R.

Significant data are presented in table 8-1.

8.1.3 Engine Start Sphere Chilldo_m and Loading

Engine start sphere chilldown and loading met the requirements for engine start (table 8-2

and figures 8-3, 8-4, and 8-5). Further information is presented in section 4.

8.1.4 Engine Control Sphere Chilldown and Loading

Engine control sphere conditioning was adequate; and all objectives were accomplished.

Significant control sphere performance data are presented in table 8-3 and figure 8-3.

8.1.5 Engine Environment

Measurement C2037 gas generator (GG) LOX bootstrap line temperature and CO010 engine area

ambient temperature exhibited normal characteristics. Measurement C2037 is of particular

interest in this flight for two reasons: (I) it was one of the primary indicators of the

failure that occurred during AS-502 flight; and (2) it is critical with respect to a success-

ful start. During AS-205 flight, C2037 exhibited none of the aberration that occurred during

the 502 flight. At 80 min after engine cutoff it indicated 455 deg R compared to 320 deg R

during the S-IVB-502 flight. Acceptable start limits are 468 to 394 deg R at the 80 min

restart time point. The 205 flight C2037 measurements therefore substantiates the previously

reported 502 failure analysis. It also indicates that a condition suitable for 80-min

starts, from a CG LOX supply line temperature standpoint, will exist during future flights

with a similar environment.

8.2 Start Sphere Performance

8.2.1 During Engine Operation

The engine start sphere conditions at S-IVB Engine Start Command were 1,293 psia and

273.1 deg R with a mass of 3.75 ibm (figures 8-3 and 8-4) as compared to the predicted

values of 1,260 psia, 280 deg R, and 3.36 ibm. The deviation produced a negligible effect

on the start transient.

V

8-2

. /

k,_.7

Start Tank Discharge Valve (STDV) Open Cormnand occurred at ESC +0.983 sec, and the pressure

decay initiated at ESC +1.2 sec. The blowdown was terminated by the STDV closure at

ESC +1.786 sec. Figure 8-5 shows a plot of the start tank blowdown and the resulting

bottle conditions until engine cutoff. Accepting the minimum recorded pressure of 160 psia

to be correct, a minimum temperature resulting from an adiabatic blowdown to this pressure

is 150 deg R, as compared to the recorded temperature of 195 deg R.

The mass was calculated at the adiabatic end conditions (0.84 ibm) and at the actual data

end conditions (0.65 ibm). These two masses were taken as the maximum and minimum possible

mass left in the bottle after blowdown. Mass remaining, based on measured data alone,

ranges from 0.65 Ibm to 0.97 ibm. The discrepancy is due to inaccurate temperature indi-

cations after blowdown.

The measured pressure deviated from the prediction after the start tank blowdown. The

actual pressure initially rose at a faster rate than the prediction" however, it was at a

lower value at engine cutoff. The deviation was due to improper predicted heat inputs

based on AS-204 flight during which the bottle was refilled.

The conditions in the start tank at engine cutoff were a pressure of 312 psia and a tem-

perature between 290 and 360 deg R.

8.2.2 During Orbit

After engine cutoff heat input from the surroundings caused a temperature and corresponding

pressure increase; however, as during the AS-204 and 501 missions, the measured temperature

did not indicate reasonable agreement with gas laws (figure 8-6).

The close proximity of the uninsulated temperature transducer to the turbine crossover duct

exposed the transducer to a high temperature (approximately 1,200 deg R) at Engine Cutoff

Command (ECC). It appears that the transducer measures local conditions and is not

indicative of the hydrogen gas bulk temperature. Perturbations in the g forces on the

stage such as indicated by venting or propellant dumping and impingement of vented gases

on the start sphere, were reflected in the temperature measurement as shown in figure 8-6,

thereby, indicating the lack of convection induced mixing in the 0 g environment. Assum-

ing the pressure measurement to be correct, a bulk temperature was calculated using perfect

gas laws. The results are shown in figure 8-6.

8.3 Control Sphere Performance

8.3.1 During Engine Operation

At Engine Start Command during the AS-205 mission, the conditions in the engine helium

sphere were 3,290 psia, 284 deg R and 2.07 ibm. During the start transient, the pressure

in the helium control sphere decreased 425 psia as compared to the predicted value of

440 psia. The pressure at ECO +i sec was 2,183 psia. The nominal prediction was

2,100 psia. The temperature was 248 deg R and helium consumption was 0.43 ibm., both

of which were well within the range of expected values. During the cutoff transient, the

pressure decay was as predicted. Figure 8-3 shows both the predicted and flight control

sphere pressure profiles.

8-3

8.3.2 During Orbit

The control sphere temperature transducer sensor is located in a region of high velocity

and senses total local temperature during rapid blowdowns. Therefore, the bulk temperature

must be estimated. The transducer is also afflicted with the O-g heat transfer problems of

the start tank temperature transducer although to a lesser degree. The pressure data are

considered more reliable. Figure 8-7 shows the pressure build up from engine cutoff to

the initiation of the pass±vat±on experiment due to heat input. The pressure and tempera-

ture as recorded at the start of the LOX dump were 2,420 psia and 290 deg R. The helium

was dumped through the regulator and terminated when the pressure in the control sphere

reached 50 psia. This is approximately equal to the spring force of the main regulator

which closed at this point and prohibited any further dumping of helium.

8.4 Engine Performance Analysis Methods and Instrumentation

Engine performance for the powered flight portion of the S-IVB-205 mission was calculated

by use of computer programs PA63, AA89, and GI05-1. The average of the results of PA63

and GI05-1, which is considered to be the best current estimate of engine performance, was

calculated by computer program PA49. Revised tag values based on flight data were generated

by computer program PA63 (Rocketdyne PAST.641). The results of PA49 program were used in

determining the best estimate of stage propellant consumption. Computer program UT23A was

used to investigate internal engine performance. Computer program PA53 was used to compute

start and cutoff transient performance. A description of the operation and a comparison of

the results of each program is presented in table 8-4. Data inputs to the computer programs

with the applicable bias are shown in table 8-5.

8.5 Engine Performance

The S-IVB J-2 engine met all objectives during the 205 mission. Plots of selected data

showing engine characteristics are presented in figures 8-8 through 8-14 for engine main-

stage operation. The engine propellant inlet conditions are discussed in sections i0 and ]i.

The engine performance level at STDV +60 sec as determined by computer program PA63 at

standard altitude conditions was as follows:

Parameter Flight

Thrust (lhf) 227,249

EMR 5,464

Specific impulse (see) 425.5

*Used for flight prediction

Stage Acceptance* % Dev. Fit.

(Predicted ±3_) Engine Accept to Pred.

225,657 ±2901 225,343 +0.71

5.484 ±0.09 5.51 -0.36

423.2 ±2.7 422.2 +0.54

A plot of these and other performance values is shown in figure 8-14. All tag values

were within the 60-sec, three-sigma run-to-run deviations. The composite values for steady-

state performance with a comparison to the predicted, as well as overall engine average

8-4

performancefromthe90-percentperformancelevel (chamberpressure= 618 psia [including

bias] by definition) to Engine Cutoff Command are presented in table 8-6. The variation

of the site Isp with mixture ratio is shown in figure 8-15. The stage propellant and

impulse summary is presented in table 8-6. All values were within the prediction accuracy

of i percent.

8.5.1 Start Transient

Engine performance during the start transient was satisfactory. A summary of engine per-

formance during the start transient is presented in the following table:

Parameter Flight Acceptance Firing

Time of STDV Command 0.983 0.646

(sec from ESC)

Time from STDV to 90%

performance level* (sec)

Thrust rise time** (sec)

Total impulse to 90% performance

level* (ibf sec)

J-2 Engine Log Book

1.0

2.25 2.66 2.16

1.83 2.21 1.70

148,013 196,343 144,200"**

*Defined as chamber pressure = 618 psia.

**Time from initial thrust rise after STDV to 90 percent performance level

***Based on stabilized thrust at null PU and at standard altitude conditions.

Engine thrust buildup occurred at a null PU valve position following a i sec fuel lead. The

fuel lead, PU valve position, and main oxidizer valve operation were satisfactory and a good

start was obtained. Thrust buildup to tile 90 percent performance level (chamber pressure =

618 psia) was within the maximum and minimum thrust limits shown in figure 8-16.

Thrust buildup during flight was faster than during the acceptance firing. This was largely

due to the expected shorter MOV opening time during flight. The total impulse during start

(to the 90 percent performance level) was slightly greater than the engine log book value

and much less than the acceptance firing value. These total impulse values were approxi-

mately proportional to tile thrust rise times and were largely the result of the various

MOV opening times during the three tests.

There was some thrust instability during the start transient from STDV +i to +2.2 sec.

This was reflected in some of the engine pressure data and in the main LOX valve position

data. However, this instability was within the Arnold Engineering Development Center (AEDC)

testing experience limits and was not considered to be a problem.

The 205 flight start transient buildup was slightly faster than that observed during the

204 flight start transient.

L

8-5

8.5._ Steady-State Operation

The engine performed satisfactorily during tile steady-state portion of engine burn.

Figures 8-8 through 8-14 contain plots of selected data used as input values to the engine

performance computer programs. Sections i0 and ii contain a discussion of the engine

turbopump inlet conditions; figure 8-17 presents tile computed performance parameters.

A negative shift in engine performance was observed at ESC +244 sec (RO +391 sec). This

shift was observed on the parameters listed in table 8-7 which also contains the observed

magnitudes. These magnitudes were similar to the shift which occurred during the S-IVB-205

acceptance firing. The performance shift during the flight did not recover to the original

level but persisted until PU valve cutback at ESC +308.8 sec. These performance shifts

have been associated with a positive shift in GG LOX feedline resistance.

Table 8-6 compares average performance values with predicted performance values during

closed PU valve and reference mixture ratio operation. All values were within the 1 per-

cent accuracy of the prediction. The specific impulse exhibited a relatively high deviation

(-1.18 percent) during open PU valve operation. Following ESC +375 sec an observed shift in

measured chamber pressure produced an average thrust reduction of 900 ibf. This reduction in

performance was not observed on other related engine instrumentation. Neither the gas

generator nor PU valve resistance indicated any change during this period. It is concluded

that the indicated thrust reduction was caused by an erroneous chamber pressure measure-

ment of approximately -2.5 psi following ESC +375 sec. Therefore the indicated specific

impulse deviation calculated after cutback is invalid. The actual average thrust and spe-

cific impulse following cutback are estimated to be 175,000 ibf and 429.7 sec, respectively.

The deviation from prediction would then be revised to be -0.03 percent and -0.3 percent

for thrust and specific impulse respectively. The actual engine performance tag value

trends were very close to those predicted based on acceptance firing (figure 8-14).

Engine thrust variations produced by closed loop PU system operation were nonexistant

during this open loop flight, therefore, the variation limits are not applicable.

8.5.3 Cutoff Transient

Engine performance during the engine cutoff transient was satisfactory. The time lapse

between engine cutoff, as received at the engine, and thrust decrease to 11,250 ibf (5 per-

cent rated thrust) was within the maximum allowable time of 800 ms. Figure 8-19 shows the

thrust chamber pressure; the thrust decrease, and total impulse during the cutoff transient.

Engine performance during the cutoff transient is presented in the following table:

V

Parameter

Time for thrust decrease

to 11,250 ibf

PU valve position at Engine

Cutoff Command

Thrust at cutoff command

Actual total impulse

To 5% thrust

To zero thrust

Total impulse to 5% thrust

adjusted to null PU valve

position and 460 deg R

MOV actuator temperature

*Maximum allowable = 800 ms

Unit Flight Predicted

DeviationJ-2 Engine

(Actual-

Predicted) Log Book

ms 497 400* +97 475

deg -28.5 -28.5 ±2 0 -O.I

Ibf

Ibf-sec

172,793 174,390 -1,597 204,723

+4,200 +i 564 --41,261 39,697_4,000

+4,200 +i 030 --47,127 46,097_4,000

41,485 .... 39,602Ibf-sec

The total impulse value determined for the flight was adjusted to standard conditions (null

PU and 460 deg R MOV temperature) to compare it to the value obtained from the engine log

book. The MOV actuator was not instrumented and the temperature used in the adjustment

was assumed to be the same as that observed at S-IVB-501 first burn cutoff. The temperature

during flight was probably colder, however, since the MOV started to close late and remained

open longer than expected. A 20 deg colder actuation gas temperature will explain the

1,883 ibf-sec difference between the adjusted total impulse value from the flight and

that from tile log book. This variation is well within the allowable tolerance.

The cutoff impulse to zero thrust computed from actual trajectory data was 57,682 ibf-sec,

which deviates very significantly from both the predicted value of 46,097 ibf-sec and tile

actual value of 47,127 ib-sec as determined from engine thrust data. The cutoff impulse

value from trajectory analysis was determined from observed trajectory data generated by

MSFC; the cause of the discrepancy has not been determined. Figure 8-18 compares the two

values for actual velocity gain during the cutoff transient to the predicted velocity gain

and its predicted three-sigma deviation. The velocity gain as computed from engine analysis

data is close to predicted, while the gain as computed from trajectory data exceeds con-

siderably the predicted three-sigma maximum. The only explanation of this deviation could be

an error in cutoff time of approximately 0.060 sec which cannot be substantiated. The cutoff

impulse and velocity change were as follows:

Unit Predicted Actual-Trajectory Data Actual-Engine Data

+4,200 57,682 47,127Cutoff Impulse ibf-sec 46,097 -4,000

Velocity Change ft/sec 21.9 ±2.5 27.4 22.2

8-7

8.5.4 Trajectory Reconstruction Analysis

Using a trajectory simulation program, propulsion system parameter histories were adjusted

so that an S-IVB trajectory could be generated to closely match the observed trajectory.

To obtain this match of the observed trajectory it was necessary to adjust the levels of

thrust and weight flow from those determined by engine analysis. Before cutback the thrust

and weight flow determined by engine analysis were increased by 0.41 and 0.31 percent

respectively, after cutback the engine analysis thrust and weight flow were increased by

1.13 and 0.01 percent respectively. The corresponding change in specific impulse over the

values determined from engine analysis were 0.I0 percent increase in specific impulse before

cutback and a 1.12 percent increase in specific impulse after cutback.

Histories of simulated thrust and weight flow are presented in figure 6-13. The average

values for these parameters are presented in paragraph 6.3.

8.6 Component Operation

8.6.1 Main Oxidizer Valve

The MOV opened and closed satisfactorily during engine burn.

as follows:

The opening time data were

Time Preflight Acceptance

(ms) Specification Checkout Firing Flight

First stage travel time 50 ±25 40 61 88

First stage plateau time 365 ±75 402 500 417

Second stage travel time 1,390 ±40 1,420 1,930 2,100

Total time 1,805 ±140 1,862 2,491 2,605

The flight data were taken from 12 sps data which was the best available, but somewhat

affected the accuracy of the reported times. However, with careful interpretation of the

data, reasonably good accuracy was obtained. The given specification times are for a dry

valve at ambient temperature. During the preflight checkout when these same conditions

existed, all valve opening times were within specifications, as shown in the preceding table.

The MOV exhibited longer than expected flight travel times during the engine start transient.

However, the start transient was satisfactory. The first stage travel time was 13 ms longer

than the specification. This is normal with valves not incorporating the thermal compen-

sating orifice and reflects approximately the same results as the S-IVB-204 flight. The

second stage travel time was 710 ms longer than specification. ApDroximately 500 ms can be

attributed to the reasons described for the first stage excessive travel time. The remainder

can be attributed to the thrust instability during the start transient. The instability was

within the AEDC testing experience limits and was not considered to be a problem.

The MOV closing time was 233 ms which was 83 ms longer than specification. This resulted in

a slightly higher than expected cutoff impulse.

The MOV was not fully close at the end of the LOX dump sequence as expected. This was due to

lack of pneumatic pressure on the closing port. Approximately 30 psia is required to fully

close the valve.

3

V

8-8

v

8.6.2 Pumps and Turbines

The LII2 and LOX pumps and turbines performed satisfactorily throughout the engine firing.

The pump speeds and discharge pressures and temperatures responded as expected to PU valve

cutback and also to engine inlet conditions. The pressure and temperature increases across

the pumps were satisfactory, although a 480 psi spike was observed in the fuel pump dis-

charge pressure at approximately ESC +2.0 sec. This rise was only observed on one data

sample which was considered to be invalid since the increase was not reflected in the flow-

rate data. However at this same time a 15 psi rise was observed in chamber pressure and

was attributed to transient thrust instability which has occurred for short periods in

past tests at AEDC.

Temperatures and pressures for both turbines responded as expected to PU system cutback.

The pressure and temperature drops across the turbines were nominal. The LH2 and LOX pump

and turbine data are shown in figures 8-11 and 8-12. The LH2 pump performance during start

is also shown on the pump discharge pressure vs flowrate (H-Q) curve (figure 8-20) which

indicated no severe trends toward the stall line.

8.6.3 PU Valve

The PU valve performed satisfactorily. At Engine Start Command, the PU valve was at

-0.59 deg which was within the required range of 0 ±2 deg. The PU valve remained in the

null position (0 deg) during the start transient until PU activation at ESC +6 sec. At

that time the valve started closing, reaching the fully closed position (31.7 deg) at

ESC +6.9 sec. The valve remained in the fully closed position (high EMR) until PU valve

cutback at ESC +308.8 sec. The predicted time of PU cutback was ESC +308.7 sec. The

valve was commanded open to -28.5 deg, where it remained until engine cutoff. After cutoff,

the PU valve started closing to the null position, but did not reach null due to deactiva-

tion of the PU system. PU valve response to PU system commands is further discussed in

section 14. Plots of PU valve performance are shown in figure 8-10.

8.6.4 Gas Generator

The GG performance was satisfactory. The GG chamber pressure and LEI2 turbine inlet tem-

perature indicated nominal values before and after _R cutback (except at time of the

engine performance shift as noted in paragraph 8.5.2). The GG flowrates and mixture ratio

were nominal, and sufficient energy was delivered to the turbines to assure satisfactory

operation. Plots of GG performance are shown in figure 8-21.

8.6.5 Engine Driven Hydraulic Pump

The engine driven hydraulic pump performed satisfactorily during engine burn. The average

power required by the pump was 5.2 hp as determined by a flight reconstruction computer

program.

8-9

8.6.6 ASI System

Both the LOX and the ASI feed system and combustor performed satisfactorily as indicated by

the available instrumentation. A summary of the LOX line skin and combustion temperature

measurements (figure 8-22) follows:

C2043 SKIN TEMPERATURE ASI LINE

The measurement exhibited valid data until RO +415 sec. At this time noise, along with a

decrease in temperature readings began. This continued until engine cutoff. Because of the

magnitude of the noise and the readings during this period, it is believed this is invalid

data. Offscale low readings remained until RO +i,000 sec. At this time, the readings began

a gradual rise to the steady-state temperature of 250 deg R. However between RO +1,200 and

RO +I_300 sec several dropouts occurred.

It is believed that the reasons for the data discrepancies are the following. During stage

separation the retrorocket impingement may have destroyed some of the insulation surrounding

the sensor leads. This condition along with the leads being near a cryogenic environment

could have made the sensor quite sensitive to any vibration. This would result in large

changes in electrical resistance (therefore invalid data) or total electrical discontinuity.

C2044 ASI COMBUSTION CHAMBER TEMPERATURE

The measurement exhibited valid data until ESC +1.85 sec. At this time the transducer

failed, going offscale high. No other data correlated to give an indication that high

temperatures should exist at that time.

The additional vibration instrumentation installed for ASI system evaluation is discussed in

section 21. Also refer to section 16 for general instrumentation summary.

8.7 Engine Sequence

The engine start and cutoff sequences were satisfactory and were compatible with the engine

logic and flight test plan. Table 8-8 shows the times of the significant flight events

compared to the nominal times. Figure 8-22 shows the engine power rise as controlled by

the sequence of events. Some inconsistencies are necessarily introduced into the sequenc-

ing because different sources of data must be used to obtain sequence times. Valve opening

or closing times were obtained from either micro switches or potentiometer positions. In

all cases, valve opening or closing times were obtained from one source or the other, but

not a combination of the two, in order to eliminat_ as many inconsistencies as possible.

Events occurring prior to start tank discharge control solenoid energized were not available

due to a data blackout during this period. The GG valve opening time appears to be slightly

longer than nominal as has been observed on all previous S-IVB flights. The MOV closed

microswitch appears to have been late in dropping out. The MOV opening time was longer than

normal due to a thrust instability in the engine system at start. The validity of the fuel

pump discharge pressure spike at ESC + 2.0 sec is questionable although fuel injector and

chamber pressures seem to substantiate the trend.

_J

8-i0

Engine cutoff events occurred near the nominal times although there were a few exceptions.

The MOV open dropout and closed pickup occurred later than nominal. Main fuel valve closed

pickup occurred later than nominal and the GG valve closed pickup occurred earlier than

nominal. It should be noted that nominal times are based on ambient conditions.

TABLE 8-1

TttRUST CHAMBER CHILLDOWN

PARAMETER

Engine start requirement

Thrust chamber chilldown initiated

Thrust chamber chilldown terminated

Thrust chamber skin temperature at

end of chilldown

Thrust chamber temperature at

engine start

UNIT

deg R

sec from liftoff

sec from liftoff

deg R

deg R

S-IVB-205 [

240 ±50

-765

0

258

283

I

S-IVB-204 S-IVB-203

260 _50

-1,021

0

238

255

260 ±50

-900

0

227

255

PARAMETER

Liftoff

Liftoff requirement

At Engine Start Command

After start sphere blowdown

At Engine Cutoff Command

Total GH2 usage during start

TEMPERATURE (°R)

205 FLT 204 FLT 203 FLT

271 272 278

SEE LIFTOFF BOX

273

199

254

TABLE 8-2

ENGINE GH2 START _PIIERE PERFORMANCE

PRESSURE (psia)

I205 FIA" i 204 FLT 203 FLT

1,278 1,323 1,300

SEE LIFTOFF BOX

274 278

197 210

194 215

205 FLT

3.49

SEE LIFTOFF BOX

i

1,293 1,342

158 200

312 1,365

1,307

160

1,150

3.49

0.62

0.96

2.87

MASS (ibm)

204 FLT 203 FLT

3.49 3.48

3.48

0.54

4.51

2.94

3.62

0.78

5.20

2.84

TABLE 8-3

ENGINE CONTROL SPIIERE PERFORMANCE

PARAMETER

Engine start requirement

At liftoff 275 3,240

At Engine Start Command 278 3,290I

At ECC +i sec 193 [ 2,183

ITotal helium usage during

burn

TEMPERATURE (o R)

2o5FLT204FLT2O3

290 ±301

283 278 [

284 278 ]

248 193 I

PRESSURE (psia)

204 LTt2032,800 to 3,450

3,029 3,320

3,044 3,335

1,585 1,960

*Mass data calculated from indicated pressure and temperature readings

MASS (lbm)*

205FLT i 20!_FLT [ 20?_FLT

2.07 [ 1.98 [ 2.16

2.07 [ 1.98 [ 2.15

1.64 i 1.55 [ 1.87

0.43 ] 0.43 [ 0.28

8-11

PROCRAM

AA89

(;105

CO_ARISO!

INPUT

LOXandLH2pumpinlet pressuresandtemperatures,PUvalveposi-tion, andenginetagvalues.

LOXandLH2flo_mleters,pumpdischargepressuresandtempera-tures,chamberpressures,chamberthrustarea.

PA63

TABLE8-4OFCOMPUTERPROGRAMRESULTS

MEYIIOD

PA49

UT23A

PA53

Pumpinlet andoutletconditions,PUvalveposition,chamberpres-sure,turbineinlet andoutletconditions, fle_eter speed.

GI05 and PA63 outputs.

All measured engine data.

Thrust chamber pressure.

F = Thrust, W T

Influence equations relate nominal inle

conditions to nominal performance.

Using actual inlet conditions, PU valve

position and engine tag values, the

actual performance is simulated.

Flowrates are computed from flowmeter

data and propellant densities. The C F

is determined from equation C F = f

(Pc, EHR) and thrust is calculated from

equation F = CFATP C-

Path models or rocket engine components

are linked together by program which

iterates among the component models

until an operating peint is reached

where the power required by the pumps

"balances" the power available from tile

turbines.

Averaging of PA63 and GI05 and comparing

to predicted.

Calculates turbopump and feed system

performance using classical methods.

Thrust is computed from equation

F = f(Pc). The impulse is determined

from integrated thrust.

RESULTS

AT ESC +60 sec

F = 227,327 ibf

W T = 537,37 ibm/sec

Isp = 423.04 sec

EMR = 5.511

F = 228,905 lhf

W T = 537.18 ibm/see

Isp = 427.12 sec

EMR = 5.502

F = 228,681 ibf

W T = 537.81 ibm/sec

Isp = 425.02 sec

EM_ = 5.502

F = 228,793 lbf

W T = 537.28 ibm/see

Isp = 425.7 sec

EMR = 5.511

Does not calculate

engine output per-

formance, refer to

paragraphs 9.5,1

and 9.5.3.

Computes transient

start and cutoff dat_

only. Refer to para-

graphs 8.5.1 and8.5.3.

= Total Weight Flowrate, Isp = Specific Impulse, EHR = Engine Hixture Ratio

TABLE 8-5

DATA INPUTS TO COMPUTER PROGRAMS

PAR_fETER

Chamber Pressure

IM2 Pump Disch Press,

LH2 Pump Disch Temp.

LOX Pump Disch Press.

LOX Pump Disch Temp.

LH2 Flowrate

LOX Flowrate

LII2 Pump Inlet Press.

LH2 Pump Inlet Temp.

LOX Pump Inlet Press.

LOX Pump Inlet Temp.

PU Valve Position

PROGRAM

CI05"

PA53

(Start)

(Cutoff)

SELECTION

D0001 (TM/FM)

D0001(TM/FM)

BIAS

-15.0 psla

98.6%

-3.85 psi

97.9%

-1.992

REASON

-15 psi Rocketdyne estimation of

Pc purge effect

Agree with bias of steady state

programs at ESC +60 sec

Data zero shift at engine start

Agree with bias of steady-state

programs at Engine Cutoff Command

Post-test data zero shift

GI05*

GI05"

GI05*

GI05*

GI05*

GI05*

DO008 (TM/PCM)

(;0134 (TM/PCM)

D0009 (TM/PCM)

C0133 (TM/PCM)

Fooo2 (Z_t F,'O

FOO01 (TM/FM)

0%

0%

0%

0%

O%

O%

Note: There were no pip counts

on 205 Flight.

AA89

AA89

AA89

AA89

AA89

DOOO2(TM/PCM)

CO003(TM/PCM)

D0003(TM/PCM)

CO004(TM/PCM)

G0010(TM/PCM)

+1.38 psi

0%

+2.6 psi

0%

0%

[ _

Dynamic bead adjustment

Dynamic head adjustment

TM = telemetry, FM = frequency modulated, PCM = pulse code modulated

*Bias apply to PA63 also

V

%..

8-12

PARAMETER

Thrust s

Total Flowrate

LOX Flowrate

LH2 Flowrate

Engine Mixture Ratio

Specific Impulse

TABLE 8-6

ENGINE PERFORMANCE

CLOSED PU VALVE

OPERATION

UNIT

ACTUAL

ibf 226,817

Ibm/sec 536.2

ibm/sec 453.7

ibm/sec 82.44

5.504

sec 423.03

PREDICTED % DEV

226,687 +0.50

534.6

452.4

82.23

5.501

424.01

ACTUAL

174,088

+0.30 407.23

+0.29 332.52

+0.26 74.71

+0.05 4.451

-0.23 427.49

OPEN PU VALVE *

OPERATION

PREDICTED % DEV

]75,058 -0.50

406.14 +0.27

330.92 +0.48

75.22 -0.68

4.400 +1.16

431.0 -0.81

PARAMETER

Burntime

Consumption

LOX

LH2

Total Impulse

UNITACTUAL

se 466.524

lb 191,897

lb: 37,175i

lbf/sec i 97.19X106

MAINSTAGE **

PREDICTED

470.075

191,633

37,555

98.04XI06

% DEV

-0.76

-0.07

-0.99

-0.87

*Refer to remarks in paragraph 8.5.2

**Mainstage is time from 90 percent thrust to cutoff.

***Depletion is time from Engine Start Command to LOX load = 518 ibm.

OVERALL PERFORMANCE

-90% THRUST TO ECC

AC PREDICTED % DEV

i

208,514 l 208,850 -0.16

491.34 490.15 +0.24

411.58 410.37 +0.29

79.76 79.78 -0.02

5.137 5.122 +0.29

424.66 426.5 -0.43

ACTUAL

469.954

193,258

37,509

97.94XI06

TO DEPLETION ***

PREDICTED

472.605

192,828

L 981768_i16

% DEV

-0.56

+0.22

-0.75

-0.75

TABLE 8-7

ENGINE PERFORMANCE AND DATA SHIFT Si}}IARY

PARAMETER

i. Main Chamber Pressure

2. LOX Injector Pressure

3. Fuel Pump Discharge Pressure

4. Fuel Turbine Inlet Temperature

5. LOX Turbine Inlet Temperature

6. LOX Flowrate

7. Fuel Flowrate

DO001

D0005

DO008

C0001

C0002

F0001

FO002

MAGNITUDE

6 psi

5 psi

I0 psi

15OR

IO°R

i0 gpm

30 gpm

8-13

TABLE8-8(SheetI of3)ENGINESEQUENCE

CONTROLEVENTS

MEAS[ EVENTANDCO_IENTNO. I

K0021 I *Engine Start Command P/U

(K0021) I

K0008 1(K0537) I

KO021 1

(KO021) I

K0096 I

(K0536) I

_0005 I(K0538) I

**Ignition Detected

tEnglne Start

D/O

ttStart Tank Disc Con-

trol Solenoid Enrg

Mainstage Control

Solenoid Fnrg

bIEAS

NO.

K0007

(K0531)

K0010

(K0454)

K0011

(K0455)

KO006

(K0535)

KO012

(K0530)

K0126

(K0558)

K0127

(K0557)

K0020

(K0627)

K0119

(G506)

K0118

(C506)

K0123

(G508)

K0122

(G508)

K0096

(K0536)

(KOXXX) Actual number from acceptance firing

CONTINGENT EVENTS

EVENT AND CO_|ENT

llelium Control

Solenoid Enrg P/U

Thrust Chamber Spark

on P/U

Gas Cenerator Spark

on P/U

Ignition Phase Con-

trol Solenoid Enrg P/L

Engine Ready D/O

LOX Bleed Valve

Closed P/U

LH2 Bleed Valve

Closed P/U

ASI LOX Valve Open

P/U

Main Fuel Valve Closed

D/O

Main Fuel Valve Open

P/U

Start Tank Disc Valve

Closed D/O


Open P/U

Start Tank Disc Con-

trol Solenoid Enrg D/O

event recorder.

NOMINAL TIME FROM

SPECIFIED REFERENCE

(AMBIENT, DRY)

0

Within I0 ms of K0021

Within i0 ms of K0021

Within i0 ms of K0021

Within 20 ms of K0021





60 ±30 ms from K0006

80 ±50 ms from K0119


P/U

Approx 200 ms from

K0021 P/U

1,000 ±40 ms from

K0021 P/U

i00 ±20 ms from K0096

105 ±20 ms from K0123

450 ±30 ms from K0096

450 ±30 ms from K0096

ACTUAL TIME

(ms)

FROMFRONI

ESC I SPECIFIEDREFERENCE

_/A I N/A

NIA I NIA

N/A I N/A

N/A I N/A

N/A I N/A

NIA I NIA

NIA i NIA

NIA i N/A

N/A [ NIA

NIA I NIA

N/A I NIA

NIA I NIA

N/A [ N/A

9831 983

1,2021 219

1,2851 83

1,425[ 442

1,4331 450

*Engine ready and stage separation signals (or simulation) are required before this command will be

executed. This command also actuates a 640 ±30 ms timer which controls energizing of the start tank

discharge solenoid valve (K0096).

**Thls signal must be received within I,Ii0 ±60 ms of K0021 P/U or cutoff will be initiated.

ITh_s signal drops out after a time sufficient to lock in the engine electrical.

_An indication of fuel injection temperature of -150 ±40 deg F (or simulation) is required before this

command will be executed. This command also actuates a 450 ±30 ms timer which controls the start

of mainstage.

P/U - Pickup D/O - Dropout N/A - Not available

8-14

TABLE8-8(Sheet2of3)ENGINESEQUENCE

MEASNO.

K015_(K057_K015!

CSS-IK0011(K0521

CONTROLEVENTS

EVENTANDCOMNENT

MainstagePressSwitch#I DepressD/OMainstagePressSwitch#2DepressD/O

EngineCutoffPU(Newtimereference)

CONTINGENTEVENTS

_ASNO.

K0121(G507)K0116(G509)K0122(G508)K0117(G509)K0124(C510)

K0123(c5o8)

R0125

(c51o)

K0120

(G507)

K0010

(K0454)

K0011

(K0455)

KO005

(K0538)

KO006

(K0535)

K0020

(K0622)

K0120

(G507)

K0117

(G509)

K0018

(G506)

K0121

(G507)

K0116 I

EVENT AND CO_NT

Main LOX Valve Closed

D/O

Gas Generator Valve

Closed D/O


Open D/O

Gas Generator Valve

Open P/U

LOX Turbine Bypass

Valve Open D/O

LOX Turbine Bypass

Valve 80% Closed


Closed P/U

*LOX Turbine Bypass

Valve Closed P/U

Main LOX Valve Open

P/U

Thrust Chamber Spark

on D/O

Gas Generator Spark

on D/O

Mainstage Control

Solenoid Enrg D/O

Ignition Phase Control

Solenoid Enrg D/O

ASI LOX Valve Open

D/O

Main Oxidizer Valve

Open D/O

Gas Generator Valve

Open D/O

Main Fuel Valve Open

D/O

Main Oxidizer Valve

Closed P/U

Gas Generator Valve

(G509) Closed P/U

K0119 I Main Fuel Valve

(G506) L[ Closed P/U

*Within 5,000 ms of K0005 (Normally - 500 ms)

P/U - Pickup D/O - Dropout

NOMINAL TIME FROM

SPECIFIED REFERENCE

(AMBIENT, DRY)

50 _20 ms from K0005

140 ±I0 ms from K0005

95 ±20 ms from K0096

D/O

50 ±30 ms from K0116

400 +150ms from K0122

- 50

250 ±40 ms from K0122

2,435 ±145 ma from

K0005

3,300 ±200 ms from

K0005 P/U

3,300 _200 ms from

K0005 P/U

0


Within I0 ms of K0013

50 ±15 ms from KO005

+2575 ms from KO006

-35

90 ±25 ms from K0006

120 ±15 ms from K0120

500 ms from K0006

225 ±25 ms from K0018

ACTUAL TIME

(ms)

FROM

FROM SPECIFIED

ESC REFERENCE

1,513 88

1,610 185

1,618 185

1,703 93

1,711

1,910 292

1,786 168

1,960

2,727

2,727

4,118 2,605

4,700 3,275

4,700 3j275

0

0 0

0 0

86

94 94

67 67

89 89

327 233

255 255

447 358

8-15

MEAS

NO.

K0158

(K0572)

K0159

(K0573)

K0191

(K0610)

KOC07

(K0531)

SS-22

K0507

CONTROL EVENTS

EVENT AND CO}BIENT

Mainstage Press Switch

A Depress P/U

Mainstage Press Swit[:h

B Depress P/U

Mainstage OK D/O

Helium Control Solenoid

Enrg D/O

PU Actiwlte Switch D/O

K0126

(K0558)

K0127

(K0557)

P/U - Pickup

LOX Bleed Valve Closed

D/O

LH2 Bleed Valve C]osed

D/O

D/O - Propout

TABI,E 8-8 (Sheet 3 .f 3)

ENGINE SEQUENCE

CONTINGENT EVENTS

MEAS

NO.

K0125

(G510) i

K0124

(G510)

EVENT AND CO}DIENT

At injection pressure

of 500 ±30 psia

At injection pressure

of 500 ±30 psia

At 20 to 105 psi below

P/U

Oxidizer Turbine

Bypass Valve

Closed D/O

Oxidizer Turbine

Bypass Valve Open

P/U

NOHINAL TDIE FRObl

SPECIFIED REFERENCE

(AMBIENT, DRY)

1,000 ±ii0 ms from

K0013

N/A

I0,000 ms from K0005

30,000 ms from K0005

30,000 ms from K0005

ACTUAL TIME

(ms)

FROMFROM I

SPECIFIEDESC I

REFERENCE

294:

294

984 984

199

878 777

2,943 2,943

2,943 2,943

v

V

8-16

--.._/

III

--|--

III

4LkOXTURBINESEALDRAIN(C)

INTERMEDIATE SEAL PURGE

LOX TURBINE SEAL CAVITY PURGE

[tttHitttJ

LOX HEAT EXCHANGER

TURBOPUMP HELIUM INLET

PU

FC¢01

HELIUM \ r

REGULATOR_ PNEUMATICK(_O_ . leg CONTROL

KOOO7 _ F PACKAGE

TO UMBILICAL

ASI I

K0558

7 q

LOXPUMP

PRI.V _" .,SEAL

DRAIN

_) ; ; |1; 1 1[ _. ,

• PRIMARY ', ,"JLOX LOXTANK • FLIGHT | , _ ICBILLDOWN PRESS- = INSTRUMENT| L ..... J IBLEED ONIZATION-- PACKAGE t :-- ---- J(TO STAGE (TO STAGE •

LOX TANK) lOX TANK) : 290 CU IN. / C0197ACCUMULATOR ---'-

• THRUST CHAMBFR

• JACKET PURGE

• (FROM UMBILICAL)

i II • • II II II II II II II II II II • • II II III

AUXILIARYFLIGHTINSTRUMENTPACKAGE

l

PURGE VALVE

\

l

MAIN LH2 SHUT(

nnnlllllllllllllllllll[

[J-2 ENGINETHRUSTCHAMBER

(O)"11"IIIII

0

v

i,i

ry"i,ir_

I,I

500

40( --

301

200

HOLD

THRUST CH/_MBER SkINTEMPERATURE (C01)9)

I

\\

\

100

-THRUST CHAMBERCHILLDOWN ON

THRUST

0

CHAMBER CHILLDOWN OFF _"

-_--ENGINE STARTCOMMAND

-_-EMRCUTBACK

1

ENGINE---_CUTOFF--

'1200 -800 -400 0 400 800

TIME FROM LIFTOFF (SEC)

Figure 8-2. Thrust Chamber Chilldown

8-18

PURGEMANIFOLDSYSTEM(FROMSTAGE)

PA FASTSHUTDOWNVALVE

GGLOX PURGEKOII6

/_ Ij'12TANKPRESS- tibia

DO00_--

LH2TURBOPU_

-II-LH2

m cooo3

_..,]_ LK2PUMP&TURBINESEALCAVITIESPURGE

URIZATION •

BLEED

t_,,BLEED

VALVE

Ill

II

LHZCHiLLDOWNBLEED(TOSTAGELK2TANK)

--m,--.--- STDVCAVITYDRAIN

LV UlllillUlllllllll i

LH2 TURBINESEAL DRAIN

(AS

START TANK

VENT & RELIEFVALVE CONTROL

(FROMSTAGE)

STARTTANKVENT& RELIFFVALVE DRAINGO UMBILICAL)

LB2PUMP

UMBILICAL

CONTROL

HELIUM SPHERE

TURBINESTART FILL

SPHERE

DO242D0019

DOO]7

EMERGENCYVENT

START SPHERE

DISCHARGEVALVE

START SPHERE

DISCHARGE

SOLENOID

CONTROL

VALVE

STARTSPHERE

INITIALFILL(FROM UMBILICAL)

(C)(O} (A) I'_ BLIND

ORIFICEf- ....... "I

I ENGINE AREA lI II AMBIENT I"---- coo1_

IL ........ ,.J

ENGINE- J_33

NOTE:

SEE FIGURE 3-] FORLEGEND

Figure 8-I. J-2 Engine System and Instrumentation

8-17

=

II

(_Io) 3_Inl_rd3dW31 (VISd) 3_IFISS3_Id (WO7) SS_I

, j J °i §

'Ii_ ! i

i ,,' It o #

\ iV -o .<__o x,,__ - -_<_ ..... o_ = v

§

N

(_o) 3_nlV_3dW31 (VISa) 3_nsS3_d (W@]) SSVW

0

¢.}

c-

to

E0

0

0

0

¢-

r_

0

4J

0

0

tO

t_

q_

E

I

00

_J

_r_

IJ_

8-19

1450

1400

1350

13oov

1250

1200

1150

140

...... I I

- I ' - T -,

...... L .....

160 180 200 220 240 260 280 300 320 340

TEMPERATURE (_R)

V

Figure 8-4. GH2 Start Sphere Critical Limits at Liftoff

1600 F

1400 _ _ --ESC

SAFE START REGION

ADIABATIC BLOWDOWN

800_ - /600 _

40C_ * // / F0.84 LB MASS LINE

I _fS_ ,

200 _ ..

0 _ _140

/ z1-,_ /

-_--0.65 LB MASS !]NE

160 380 200 220 240 260 280 300 3 0 3BO

TEMPERATURE (°R)

L JV

Figure 8-5. Engine Start Sphere Performance

8-20

450

400v

l,l

::::3

Or)

I,I

r_o_ 350

START SPHERE PRESSURE (DO017)

)- _:)G

2 3 4 5 6 7

500 , l l

45O

START SPHERE TEMPERATURE

I I/400 )_ _ 0

350 _ _'

7/

300 i

)25_

0

LOX DUMP [] CORRECTED 0.84 LBMACORRECTED 0.65 LBM

1 2 3 4 5 6 7

TIME FROM ENGINE CUTOFF COMMAND(HR)

Figure 8-6. Start Sphere Orbital Conditions

8-21

r_

i,i

el)l_iJ

r_

260

18C

lO0

I I

ENGINE CONTROL SPHERE TEMPERATURE (C0007)

G MEASURED DATA

A CALCULATED DATA

I-_---INITIATION OF LOX DUMP

i++

o

oe"

I'--

W

2400

1900

1400

5OO

.._')

ENGINE CONTROLSPHERE PRESSURE

(OOOl9)

2 3

TIME FROM ENGINE CUTOFF COMMAt_D(HR)

4

Figure 8-7. Control Sphere Orbital Conditions

8-22

i

8OO

I,:,,_ e _x "QaQI_I

76O

C/3

v

L_

(/3(/3i,irv-r_

74O

720

700

680

660

640

620

6OO

0 5O

-- DO001X DO001 MINUS 15 PSI_[] PREDICTION

1O0 150 200 250 300 350 400

TIME FROM ENGINE START COMMAND(SEC)

,I• I

J

450 500

Figure 8-8. J-2 Thrust Chamber Pressure

8-23

_- 160C_C

o

L_

140I---

LI../

_- 1201,1

100

300

rY

o

,,, 200r_

I00L_

CL

ILl

F-"

0

1000

_C

_- 900

k_J

my"

800W

r_

700

1000CZ_

r_

"' 800

h_

6000

(C0199)

.... L,

LH2 iI_JECTO'RTEHPERATURE (CO200)

[, I I I

|i|_jji-L

_ _ --,F_''_ "1' _ J _" vr '_ 'w'Lr_ .-v-cT _-r-1 ,r

LOX INJECTOR PRESSURE (DO005)

.... , a,

LH2 }NJECTiR PRES_U_O004 ) L=_;____.___._ _,__==__=:_":',i

50 100 150 200 250 300 350 400 450


5OO

Figure 8-9. J-2 Engine Injector Supply ConditionsV

8-24

4O

_" 2Ol,n

v

Z

o 0_m

0

-20

-40

4OO

35O

300

250

200

150

I000

PU VALVE POSITION (GO010)

PREDICTION

h-

PU VALVE OUTLET PRESSURE (D0057)

I00 200 300 400


II

5OO

Figure 8-10. PU Valve Operation

8-25

LH2 PUMP SP

LH2 PUMP

LOX PUMP SPEED (TO001)

DISCHARGE PRESSURE (DO008) _ ............

50 I00 150 200 250 300 350 400 450 500

TIME FROM ENGINE START COMHAND (SEC)

V

Figure 8-II. J-2 Engine Pump Operating Conditions

8-26

I I I I I

LH2 TURBINE INLET TEMPERATURE (CO00 )

_ ___ i....... t..... _J

l ....OX TURBINE INLET TEMPERATURE

i

TIME FROII ENGINE START COMF4Ai4D(SEC)

Figure 8-12. Turbine Inlet Operating Conditions

8-27

c__(__

c_c)

v

I,I

F--

r_13=C)

i,

(__

00

v

L_

F--_Cr_13=C)

82

78

76

74

72

7O

LH2 FLOWRATE (FO002)

'- I_ "'_'r" ,,,IT n,,,

, r3O

28

26

24

22

2O

LOX FLOWRATE (FO001)

0 1O0 200 300 400

TIME FROM Ei4GINE START COMMAND (SEC)

500

Figure 8-13. LOX and LH2 Flowrate

8-28

,-.%

UJ

,"7

.....

I4I

-u J---- I

_- "-" i• =C C_•",," UO

- O----cO--

. co II,, v II

+I

O0O0

L....

I

(33SIW07)3iWflO7_

0

COv

]i-- --1__ --

(387 000[) ISn_HI

_J

-- ----L

/

0 _"

>< CO • t

o+____///_x,

t_

0

0

00

.... i,i __e_

13...

•--._ --i .......

• /

I

I

I _oI

.#____ _1" __

.... CO----

00

r--

' 0

(335/L187) 31V_M07.:I

(ZH7 I!87/X07 NO7)

OIIV_ ]_NIX II'i

(_s)3SlflaH! 31_I_3aS

U

Z,<

0U

CO

Z

N

0

,,er-

b"

ttl

r_

E--

(1)

c-

,p

E

i,i

JI

CO

(D

E_

o1--

LL

8-29

V

44O

435

43O

L_C.O

Ld

¢/')

425i-...--i

t.l...

I_1./

m 420

415

4104.0

_ov_uv__o_c_

"_/PREDICTED

LAVERAGE DURING

HARDOVER OPERATION

4.4 4.8 5.2 5.6 6.0

ENGINE MIXTURE RATIO

Figure 8-15. Specific Impulse Versus Engine Mixture Ratio

8-30

(..),., 500O0

I

" 400C)00"- 300v

- 200C)_

lO0._J

o 0I---

250

" 200

o° 150O

v

_= 100__ 50

0

8OO

i,.-,i

600

tul_" 400tZ3(23fu.J,-,.- 200t'_

I i I J

TOTAL IMPULSE (CALCULATED)

I

I I

THRUST (CALCULATED)I I

C

IMAXIMUM

f._--.----- MI,,IMUM

S-IVB-204.STAGE FLIGHT

® S-IVB-205 ACCEPTANCE

TEST ADJUSTED TO

FLIGHT STDV TIME

I I ICHAMBER PRESSURE (DO001)

I i/

--MAINSTAGE oKPICKED UP

.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0


Figure 8-16. Engine Start Transient Characteristics

8-31

oILlC/)

rY_..J

W

z_o,,._1

(,_

v

I--c_

z_o

L,t_

9O

80

70

6O

5O

40

5OO

450

400

35O

3OO

250

2000

I

LH2 FLOWRATE

50 I00

I

T ILOX FLOWRATE

X ACTUAL

0 PREDICTION i

-- d

I150 200 250 300 350 400 450 500

V


Figure 8-17. Engine Steady-State Performance (Sheet 1 of 3)

8-32

v

260

" 240

o

o 220

200(29

rY-r-

180

160

LLJ

u_ 435._J

_ 430_._

425

420

5.6

5.4c_J

5.2

,,,× 5.0

-,_ _..jI--

_--_m 4.8

4.6

4.4

ITHRUST

----4 ...........

|

!

i

u I ISPECIFIC IMPULSE

..... b i

ACTUAL

__X.PA49O GI05

[]PREDICTION

T F........50 100 150 200

•A__ ,-_--_ _'t-_,%_'C.'_F "-_,Irl," -I"-_i "_''-

....... i

MIXTURE RATIO

I

....

I

e

I

/wL__, '-,-..... -- [

250 300 350 400 450 500


Figure 8-17. Engine Steady-State Performance (Sheet 2 of 3)

8-33

V

240

THRUST

l.l._

._.g

000

F-"

-r-l---

230

220 ..... I ....i

J

210 ....

200 ......

190

180 ---

170 -

ACTUAL× PREDICTION

1600 50 I00 150 200 250 300 350 400 450 500


Figure 8-17. Engine Steady State Performance (Sheet 3 of 3)

V

8-34

I,mCZ_

LI_v

i,m

Z

:2:

),-

00

LL3

28

26

24

22

2O

18

_"_--ACTUAL (TRAJECTORY DATA)

_+3-SIGMA DEVIATIONFROM PREDICTED

f

ACTUAL (ENGINE

_-_PREDICTED

_----3-SIGMA DEVIATION

.... FROM PREDICTED

DATA)

00 0.5 1.0 1.5 2.0 2.5 3.0

TIME FROM ENGINE CUTOFF COMMAND(SEC)

X._../

Figure 8-18. S-IVB Change in Velocity Due to Cutoff Impulse

8-35

V

500_ "

I

400 _

o TOTAL IMPULSE (CALCULATED)o

o 300 -_ .....

200 .........

_ 100

o 0

200

00

l l

l I I------. THRUST (CALCULATED)

__I . 7"------,------

Iir_-- 150o(Do_- 100

b---

m 507-

0

800

600

I,I

_" 400

I,I

_" 200---r_

!

ll

\

[ I I I ITHRUST CHAMBER PRESSURE (DO001)

1 I 1

-L0.2 0.4 0.6 0.8 1.0 1.2

l

I4--

, J

l .4 l .6 1.8 2.0

TIME FROM ENGINE CUTOFF COMMAND (SEC)

UFigure 8-19 Engine Cutoff Transient Characteristics

8-36

i,

0CD0r---

v

l,l

4O

35

3O

25

2O

15-

I0

25,6oo_ ¢- .....

22,000

-- INC- Ir ),

_,,_oo,__\_

/J 1_'_'_''5 --9,000 RPM

0 1 2 3 4 5 6 7 8 9

DISCHARGE FLOW (IO00 GPM)

Figure 8-20. LH2 Pump Performance During Engine Start

8-37

V

l !

MIXTURE RATIO

I

J

2

I_L_•:%Z CZ_

Orm_._Jl.l_v

40

!

I I

LOX FLOWRATE

I

d r

LH2 FLOWRATE

I I

TOTAL FLOWRATE

I00 200 300 400 500


Figure 8-21, Gas Generator Performance

8-38

4°°F---_ 1 T r I_I I SKIN TEMPERATURELH2 ASI LINE (C0243) I i

300 ............

200

i°I

lOO0 200 400 600 800 I000 1200 1400 16DO

TIME FROMLIFTOFF (SEC)

2900

2500

2100

1700

W

_- 1300:E

900

5OO

lOO1.0

ASI COMBUSTION

0 0.5

CHAMBERTEMPERATURE

START TANK DISCHARGE VALVEOPEN-DROPOUT(0.937 SEC)

I !

1.0 l.S 2.0

(C0244)

2.5

TIME FROMENGINE START COMMAND(SEC)

Figure 8-22. ASI Temperatures

8-39

oO

Z

>

(39NV_I -I0 IN33_13d) NOlllSOd ONV 3_InSS3_Id

0 0 0 0 _ 0 0 0 C_ 0

| -!

"-_'_--- J i L ..... o.

0

0

W

,<

c,

c1.oO

el.

(J

bJc_v

0(J

E--

E--

w

(J

E

(_

cr

r_

O'9

E

°r--

cr_

I,I

CO

O,JI

CO

_US..

C_.p

LL

8-40

/

mB

i

m

i

i_i

/

ii

! i

m

m

i

m

m

m

m

• L_< ......

i

m

k

lilli I SECTION 9

SOLID ROCKETS

9° SOLID ROCKET

The solid rocket motors on the AS-205 launch vehicle perforned satisfactorily and

accomplished their intended purpose. The S-IB stage was separated from the S-IVB stage

by the retrorockets, and the S-IVB propellants were settled prior to engine start by tile

ullage rockets.

9.1 Retrorockets

The four retrorockets mounted on the S-IB stage performed satisfactorily and separated

the S-IB stage from the S-IVB stage. Neither chamber pressure nor retrorocket event times

were recorded. The retrorockets were fired approximately 146.8 sec after liftoff as indi-

cated by the telemetry data dropout that has occurred at retrorocket ignition during this

and several past tests. The time compares well with RO +144.7 sec, the predicted time,

since the first stage burn time was approximately 1.2 sec longer than predicted.

9.2 Ullage Rockets

Ullage rochet performance was satisfactory. The Ullage Rocket Ignition Command was given

at RO +145.377 sec, with the Jettison Command at RO +154.476 sec. These times compare well

with the predicted times of RO +144.7 and RO +153.6 sec, respectively, because of tile

difference in burn times discussed previously. No instrumentation existed to measure the

chamber pressure of the ullage rockets.

Average performance values received from NASA/MSFC, as calculated from acceleration data,

are shown below compared with nominal values.

Burntime (sec)

Thrust per motor (ibf)

Total impulse per motor (ib-sec)

Nominal

Average at 520CR

1.49 1.52

37,696 36,720

56,167 57,337

9-1

° ..

|

| /

m

.... f

II Ill I Ill I I SECTION 10

OXIDIZER SYSTEM

=

i0. OXIDIZER SYSTEM

The oxidizer system performed as designed and supplied LOX to the engine within the

specified limits. The LOX tank was adequately safed subsequent to burn (section 23).

i0.i LOX Tank Pressurization Control

The LOX tank pressurization system (figure i0-I) satisfactorily controlled pressure in the

LOX tank during all periods of flight. The LOX pressurization module regulator performed

as expected.

i0.i.i Prepressurization

LOX tank prepressurization was satisfactory and was followed by a gradual LOX tank pressure

increase (caused by common bulkhead depression during LH2 tank prepressurization, and by

vent valve and sensing line purges) until a LOX tank vent occurred at RO -I sec. Subsequent

to liftoff the ullage pressure gradually decreased because of the LOX tank volumetric

increase with increasing acceleration. Significant LOX prepressurization data are presented

in figure ].0-2 and compared to previous flight data in table i0-i.

10.1.2 Pressurization

The LOX tank pressurization system performance was satisfactory during engine operation

(figure 10-3) and compared reasonably well with that from previous flights. Secondary flow

was required seven times, instead of the expected eight times. The actual pressurant flow-

rate was slightly higher than predicted.

The 205 flight S-IVB LOX tank pressurization data are compared with that from other flights

in table 10-i. The modified LOX tank pressurization system sequence, utilized for the first

time during the S-IVB-506N acceptance firing, was also employed during S-IVB-205 flight.

The LOX tank pressurization control module shutoff valves were opened at ESC -2.5 sec, and

the heat exchanger control valve was programmed to the open position during cold helium lead

and during the first 21 sec of engine burn. (During prior flights the shutoff valves were

not opened until Start Tank Discharge Valve (STDV) Command -0.2 sec, and the control valve

was maintained closed by the pressure switch until the ullage pressure had dropped below the

lower switch setting.) The resulting high initial flowrate completely eliminated the usual

LOX ullage pressure dip. This modified pressurization sequence is planned for all future

flights.

10.2 Cold Helium Supply

The cold helium sphere pressurant supply was adequate throughout the mission. The helium

usage and sphere conditions at significant times during the flight are shown in table 10-2

and figure 10-4.

The initiation of cold helium passivation occurred at RO +6,149 sec. The cold helium

dump is discussed in section 23.

10.3 J-2 Heat Exchanger

The J-2 heat exchanger operated satisfactorily. Pertinent data are presented in figure 10-5

and compared with previous flight data in table 10-3.

i0-i

10.4 LOX Chilldown

The LOX pump chilldown system performed adequately. At Engine Start Command the NPSP at the

pump inlet was above the minimum requirement.

Recirculation chilldown was started at RO -764 sec and was terminated shortly before Engine

Start Command. The prevalve was commanded open at ESC -5 sec to remove any bubbles that

might have collected under the valve durin_ chilldown. The chilldown pump was then turned

off, although the chilldown shutoff valve remained open.

After prepressurization, the ullage pressure varied with the normal makeup cycles until

liftoff. During this time interval, the LOX pump inlet pressure followed the ullage pres-

sure trend. After liftoff the ullage pressure decreased, while the chilldown system pres-

sures increased as a result of the increasing vehicle acceleration. The LOX pump inlet

pressure increased beyond 60 psia at RO +4 sec, thus exceeding the range of the transducer.

From that time until S-IB cutoff, the LOX pump inlet pressure was calculated by adding the

ehilldown pump developed head and liquid head pressures (determined from predicted vehicle

acceleration data) to the ullage pressure.

During the chilldown process the LOX was subcooled throughout the recirculatlon system.

Significant data are presented in figures 10-6 and 10-7 and are compared to previous flight

data in table i0-4.

10.5 Engine LOX Supply

The LOX supply system (figure 10-8) delivered the necessary quantity of LOX to the engine

pump inlet throughout engine operation and maintained the pressure and temperature conditions

within a range that provided a LOX pump NPSP above the minimum requirements. Figure 10-9

presents the data and the calculated performance; table 10-5 compares the S-IVB-205 stage

data and calculated performance with that from previous tests.

The LOX pump inlet temperature and pressure were plotted in the engine LOX pump operating

region (figure I0-i0) and showed that the LOX pump inlet conditions were satisfactory through-

out engine operation.

In figure I0-ii the LOX pump inlet temperature is plotted against the mass remaining in the

tank during engine operation and compared to the S-IVB-204 flight test data.

%.f

v

10-2

TABLEI0-iLOXTANKPRESSURIZATIONDATA

PARAMETER

Prepressurizationduration

Numberof makeupcycles

Numberof secondaryflow intervals

Preprcssurizationhelium

Flowrate

Hassaddedto LOXtankduringprepressurization

Massaddedto LOXtankduringmakeupcycles

Pressurecontrol band

Minimum

Maximum

Ullagepressure

At prepressurizationinitiation

At prepressurizationtermination

At liftoff

At EngineStart Command

Minimumduringstart transient

At EngineCutoffCommand

Pressuranttotal flowrate

Duringundercontrol

Duringovercontrol

MaximumLOXtankvent inlet temperatureEvents

Prepressurizationinitiation

EngineStart Command

UNITS

see

ibm/sec

ibm

ibm

psia

psia

psia

psia

psia

psia

psia

psia

ibm/sec

Ibm/sec

deg R

sec from

liftoff

see

see

S-IVB-205

FLIGHT

16

2

7

0.32

5.]

1.3

37.3

39.2

15.3

38.9

41.5

39.6

37.2*

37.8

0.25 to

0.33

O. 37 to

O.45

502

-163

+147

S-IVB-204

FLIGHT

14

1

7

0.22 to

0.25

3.2

0.26

37.7

39.6

15.4

40.3

42.3

4O.0

34.9

39.3

0.27 to

0.31

0.37 to

0.42

513

-163

+145

*See paragraph 10.1.2 for explanation of effects of pressurization sequence change.

10-3

TABLE10-2COLDHELIUMSUPPLYDATA V

PARAMETER

PressureAt liftoffAt EngineStart CommandAt EngineCutoffCommand

AveragetemperatureAt liftoff

UNITS

psiapsiapsia

degR

S-IVB-205FLIGHT

3,0813,1001,107

37.6At EngineStart CommandAt EngineCutoffCommand

HeliummassAt EngineStart CommandAt EngineCutoff CommandUsagecalculatedfromsphereconditionsUsagecalculatedbyintegration of flowrate

degRdegR

ibmibmibmibm

37.947.348.8

349186163158

S-IVB-204FLIGHT

2,9582,9271,179

40.940.4

to 48.9 to56.2

334175159149

TABLE10-3J-2 HEATEXCHANGERPERFORMANCEDATA

PARAMETER

FlowratethroughheatexchangerDuringovercontrolDuringundercontrol

Heatexchangerinlet temperatureDuringovercontrol

Duringundercontrol

MinimumHeatexchangeroutlet temperature

At endof 50-sectransientDuringovercontrol

Duringundercontrol

UNITS

At EngineCutoffCommandHeatexchangeroutlet pressure

Duringovercontrol

Duringundercontrol

AverageLOXvent inlet pressureDuringovercontrolDuringundercontrol

MaximumLOXvent inlet temperature

S-IVB-205FLIGHT

ibm/sec 0.20ibm/sec 0.075

degR 4376

degR 5075

degR 43

degR 950degR 960

988degR 962

1,040degR 920

327

340

400

429

68

48

502

psia

psia

psla

psia

deg R

to

to

to

to

to

to

S-IVB-204

FLIGHT

0.19

0.07

45 to

60

50 to

75

46

950

981 to

1,O03

990 to

i,O54

952

334 to

347

369 to

402

67

48

513

*Transducer D0055 was faulty on S-IVB-203.

10-4

TABLEI0- 4LOXCHILLDOWNSYSTEMPERFORMANCEDATA

PARAMETER

NPSP

At EngineStart CommandMinimumrequiredat enginestartAt openingof prevalve

LOXpumpinlet conditionsat enginestart command

UNIT

psipsipsi

S-IVB-205FLIGHT

24.412.843.3

PressureTemperatureAmountof subcooling

Averageflow coefficient

Heatabsorptionrate

Section1 (tankto pumpinlet)Section2 (pumpinlet to bleed valve)

Section 3 (bleed valve to tank inlet)

Total

Chilldown flowrate

Unpressurized

Pressurized

psia

deg R

deg R

sec2/in2ft 3

Btu/hr

gpm

gpm

41.5

165.1

17.4

16.2

3,500

33,000

33,000

36,500

40.0

43.0

Chilldown pump pressure differential (pressurized)

Events (sec from liftoff)

Chilldown initiation

Prevalve closed

Prevalve Open Command

Prevalve closed signal dropout

Prevalve open signal pickup

Delay between Prevalve Open Command and pickup

of open signal

Chilldown shutoff valve closed


sec

see

sec

sec

sec

sec

sec

sec

10.5

-764

-753

141.960

143.036

144.286

2.326

147.008

S-IVB-204

FLIGHT

22.64

12.8

43.01

39.9

165.1

16.6

20.4

5,000

18,000

6,000

29,000

36.8

38.3

10.5

-588.032

-582.016

140.269

141.288

143.088

2.819

568.071

144.905

*Did not close

k.j

10-5

TABLE 10-5

LOX PUMP INLET CONDITION DATA

PARAMETER

Pump inlet conditions

Static pressure at engine start

Temperature at engine start

Temperature at engine cutoff

NPSP

Required at Engine Start Command

Available at Engine Start Command

Maximum during firing

Minimum during firing


LOX feed duct

At high EMR

Pressure drop

Flowrate

After EMR cutback

Pressure drop

Flowrate

UNITS

psia

deg R

deg R

psi

psi

psi

psi

psi

psi

ibm/sec

psi

Ibm/sec

S-IVB-205

FLIGHT

41.5

165.1

166.3

S-IVB-204

FLIGHT

39.9

165.1

166.3

12.8

24.4

28.7

23.6

24.2

2.4

454

1.2

334

12.8

22.6

27.0

21.8

24.8

2.3

445

363

*Calculation inaccurate

i0-6

COLD HELIUM

FILL & LOX

PREPRE_

3100 *I00 PSIG

AT BOaR

GSE

Im

Im

lI

I STAGE

I

II

II

Il

II

II

II

II

Il

II

I

##

I

IP)##

m 11'qL i _1'lwlk_w_.Im,'1,'1'IL'iL'qm.lm._ im,'wv1'w,'ilm._ i_ _

II

SEE FIGURE3-1FOR# LEGEND

I 3100 PSIGFR3M

@ PURGE

MANIFOLD

#

_._ SPHERE, ")i0 _C0208

m BULKHEAD _

I b _ RO_ ACTUATION• _ '-"_-- _ m _--'_ CONTROL MODULE

,ltjiI 1(0533

mnmmmmmmmiCRACK 44 PSIA MAX_II I

/ %O'(lm'_ LO×TANK .alml'l"-(]]m,m_mm[[}"• L II--YRE_AT.PS,A,,"I "_.?F.Q, _ I .C203(3D2.13• C2031D244 • _U.'Hc _l _-",_- .-m, I--, • mmmmmmmvmmmmmmimmtvERTk-.- LOX FILL "_,Z W41 "_ I t ,OOlTg . /] ",. "

&ORAIN I I'--oo., • m"c®.-'l ",--_s

I J L -"-_ CRACKI] i i ERO, I--_. ,_P,IKMA*i i ACTUATION i \ RESEATI • CONTROL I _DESiCCANT 42 PSIA MIN

TO ENGINE _ i MODULE L PORT

I I _,_ PRE PRE_,

b m i I I m m m m imJ_) F L GHT CONTROL &

3100PSIA _''cn_ GROUND FILL VALVEFROM PURGE KOIOZ

MANIFOLD X0563K0646

CRACK :

AND

RESEAT

32_ TO

_00 P_

i3,s,2sPs,G_ _z_ _ ,_osgs

l r - -e.... _ l

I _ , • _oo,,_-,!_ I ';Io I .1. I I _I

I! I ,,_ET,,®.,OO.I' | ! _ W HE. ,

' ' VALV_ lI LOX TANKPRESSURE

m CONTROLMODULE

I

COLD HELIUM #

DUMP MODULE $i

........ ._-.t ............................ J

###@

-I1##1#

1

jlI#t

iFR_ TO

HEAT HEAT

EXCHANGER EXCHANGER

Figure I0-I, LOX Tank Pressurization System

10-7

_ _z

w

m L "7

L

(VISd)3_nSS3_d (_0) 3_nl_3dN31 (33S/N_3)]IV_MO13

_E

F--

E

'_i

t

'T

__o _

ou_

i

(vISd)3_nss3_d

L_

0

0

CC_

c-

c-O

N

!

C

0

,r'-

,r'-

c-

O

t"

I---

C)

-..1

!

C)

Ix_

V

LJV

10-8

I

.... i b

. ) - _

liI

)

-L -- ----

--]__

[

-- -- --j

t

-].

w

.J o,

+---_ -_

II ,,eIi _-_ - --|1 :H

uI 41 : _J

t_'_ _

• _;'._ __

Z

t:C

n I c

I

__L__ t

II I ,

I

0T-_ -8.

t_

<

)

--7

....

(VISd) 3_nSS3_d (33S/W81) 31V'dMOI_ (VISd) 3_flSS3_d

8

e..i

I

1

I ' -T_ _'---0

, _Nk-vzOUJ

1

\

_t._(.,.) CIC

.-I

X(3.-I

! ,

(VlSd) 3_flSS3_d

I - •

I0

-- --_-_.__ ,uul _

O

u..

•_r-- ! ; I--

_I_, _C" I-- _

i IO

(_io) 3_llllY'd3dW31

w

÷ --

/

¢

0 !

v

8

0Uc-

E0

flJ

EO

o_.,

4J

N

V)

I-'-

O._.1

o4I

O

°p-

i0-9

6O

--. 5OC_0

v

L_C_

40

i,i

=E:i,i 30

2O

35OO

3O0O

2500v

W

2000

1500

I000

I I I

COLD HELIUM SPHERE TEMPERATURESf i

II

I I_Ico_o_>.___

"--SPHERE

NO. I (C0208)I

COLD HELIUM

k\

\\

SPHERE PRESSURE (DO016)

ENGINE CUTOFF COMMAND

-I00 0 I00 2O0 300


4OO 50O

V

Figure 10-4. Cold Helium Supply

V

i0-i0

\

00

,,,,,,,,

E0

f,,,,.

f,,,.

I,I

"-r"

I

,.r;I

C)

r-'-

,r--

LI.-

i0-ii

(d0) 3BN1_3dR31 (Bo) 3BnlV'd3dH31 (_o) 3_n1_3dR31

L j

loh

v

u_J

...i I_J

_.+ __

T

o

v

wo::

w i

z

g_1

-g

_J

1i

__I

(VISd) 3_n_S3_d ((]ISd) 3_fl_53_d

\

k

__L

9g _ g

{VISd) 3_n_S3gd

u

-__

_1_.1

I_L

g v

o

_J

g _-

g,

G

g v

o

_J

1--

i

go i

c-O

,p

e-_0

E

4.-}

t--

0

r---

.p-

c-

e7E

xo_J

1

5-

I1-

V

10-12

m

ILl

o

z _--

I._ c_J

.-J

__ __. _

-d--_ ....

1

\

i

v

w

0

g

oI

oo

o'T,

I

oo?

oI

0

(_HlnlB000[) (_Hln18000[) (_HlnlBO00t)±hdNI 1V3H lndNI IV3H L_dN] 1V]H

,,-:-.-J

LL

F--

W

v

o

.-I

I--

(./'1

(.,1

,I-"

f,.__.)

(.1

c-(_)

o"o

ii.

°e'-

(.-o

f7E-,,I(__

xo._I

,-LI

0

Ii,

f,-

or,-

l.,i._

10-13

GSE I STAGE

I GSEAMBIENT

I HELIUM3100t100PSIG

I

II

I H31

! FROM

LEVELMEASUREMENT {INCHESFROM

NO.TANK BOTTOM_

K_;75 1503C0169 24C0368 lZLOD_5 15

i ACTUATION

CONTROL L_¢ iiC0040

"l" .ODULET -BEP_

i | i, I l _s_I I l 1-"®'_ LOX TANK

_OOD4I, _, PURGE _ _K_18

LOX FILL l& _-_AND DRAIN _7I I i i I I I i I_I III I I I I I I_

i NC 30) "_ _ LOXLOX FILL

AND DR_)N mm_ • • _O PUMP {St-"VALVE _ -- _ i_

_m 0_o_ IJ__L

/m I I m s• l I • LOX

I 1 i FEE[FROM LOX • m m m

CHILLDOWN • :RACK_ I I • DUCT•PUMPPURGE • RESEAT I i • •

MODULE • 65 8SPSIAI,_I I • •• _mm •• '' Am m• ym •

• ,.L,m •+LUN •

8 F COMMON

uu • _LKNEAD

\ \?_........-';iT--t,

)_m_ " DEP L I LOX TAHKIIJLTO

PRESSURESWITCHES

PRESSURIZATION

• • •

• • •

• • •

• • •• •

• LOX • 'F_ •• CRILLDOWH• VALvEDOWN__ :

• 4 J • c_I_3 •

• K0552A I_ ,7Zl_l_l_LOX PREVALVE• • Imm_',• • ,o• ,

• ,6_ ( _0110

• ; : :°o;'oI LOX CHILLDOWN• RETURN LINE : :

COlSgJ : :

mm : :ENGINE

• LOX FEEDt : ,OUGTFROM ENCiNE

COB ICAL _;_ I"l

FILTER t_l _ • (cooo4i•••= _603

JI.

lTO ENGINE

FROM ACTUATIONCONTROL MODGLE

I

Im

II

II

Im

II

II

II

II

II

II

II

Im

II

GSE ISTAGE

I

512

SEE FIGURE 3-1 FOR

SYSTEM

LEGEND

Td LH2/CHILLDOWNVALVE

_TO LH2 PREVALVE

V

v

Figure 10-8. LOX Supply System

10-14

(ISd) dSdN

v

i.-.

0

=*

s,

0

10-15

I.O

• /, ,xl/

/// .

f'%l __

C_ILl

¢-_ _- o w , v>_ -. _.'_/// /'/._./_./'//9__¢-u_._ _ _ I _ \\_>_.._.. z

_uo¢- 3 ,,, ,,,

Z ._ 0 _ LOI "_'.//// ,'////, ,...'_)_v_)VV_

t-_ _.-_ Z l-_ Z _-I

_W_ I-- I_z o_ _ o _:ol _, ,:...';/..;/..'<".-"..-'.///

-__ _._ _-_ < ;.",',',,'/////',;.,9/_O"t,,...'_ CO W I-- W _; "'1...'., //,.,'/'/wz_, __<:__<: "kL.-..,,I,/, ,"Y/_ o

-r >- "_, .-/.,.-,,-,,///,

(_o) 3_fllV_3dN3±

c--

"F.

LL

"F_

0

°_..

t-O

0

0

t-

r_

X0--.I

I0

ft.)

°1--

10-16

S-1-

._J

0

I

SS

(to) 31N1_3dN31

0

0

rr_

0

0

Z

I-

X0 0

:7

r-- e_

O

OON

4-_

E

F-

.4J

(i;

c'-

E2J

XO--I

O

--1

U')

::,<:0.-I

4-0

(.)0.)

u,_

W

CD

I.L

10-17

V

V

v

--T

SECTION lI

FUEL SYSTEM

• . _ m___v_ _ _ _ , _ _ _IIi _ _

11. FUEL SYSTEM

The fuel system performed as designed and supplied LH2 to the engine within the limits

defined in the engine specification.

11.1 Pressurization Control and Internal Environment

The GSE and airborne LH2 tank pressurization systems (figure 11-i) satisfactorily con-

trolled the LH2 tank ullage pressure during countdown, boost, and powered flight.

11.1.1 Prepressurization

The LH2 tank was satisfactorily prepressurlzed with helium. Subsequent to prepressurization

the ullage pressure continued to increase as the ullage warmed, reaching a relief condition

of 32.1 psia at approximately T -20 sec. Relieving was continuous from that time through

Engine Start Command (ESC) with the exception of a period from liftoff to RO +60 sec. This

temporary drop in ullage pressure resulted from the increased boiloff caused by vibration at

booster ignition and liftoff. Figure 11-2 presents the prepressurization data; table ii-i

compares the S-IVB-205 data with that from previous flights.

The prepressurization duration (18 sec) was considerably less than it was during previous

Saturn IB flights as a result of the initial ullage volume being smaller than usual, and

ullage pressure requirements being revised due to fracture mechanics considerations. The

prepressurization requirement was reduced from 34 psia to a nominal 31 psla on this stage.

During prepressurization, the stage LH2 pressurization module inlet pressure (D0104) peaked

at 875 psia as compared to a nominal 550 psla on past flights. This condition was also

noted on the AS-205 CDDT. This was a result of reducing the pressurization module orifice

sizes on this stage, thereby increasing the percentage of flow resistance and pressure

loss downstream of this measurement. The quick-disconnect fitting in the line upstream

of this measurement had been qualified at 750 psia; however, previous testing has indicated

that the quick-disconnect fitting will maintain its structural integrity to pressures in

excess of 2,000 psia. Therefore no problems were anticipated, nor did any occur during

the launch countdown.

11.1.2 Pressurization

During engine operation, LH2 pressurization was satisfactorily accomplished by GH2 bleed

from the J-2 engine (figure 8-I and 11-i). Although operation was nominal, it differed

from previous flights in that the vent system relieved during the entire engine operation

period. This behavior resulted because the pressurization module control orifices had been

resized, with the consideration that the ullage pressure should be maintained near the high

edge of the pressurization range. This was compounded by the fact that the tank vent/

relief valve apparently began relieving at 32.1 psia, 1.9 psi below the nominal, and 1.1 psi

below previous relief levels for this valve. Pressurization system data are presented in

figure 11-3 and compared to AS-204 data in table 11-I.

ii-i

Because D0104 (pressurization module inlet pressure) failed to provide valid data after

ESC +198 sec, the GH2 flowrate could not be calculated directly. Consequently, a pressure-

time profile for D0104 subsequent to ESC +198 sec was reconstructed based on relationships

with other system measurements determined from previous testing (figure 11-3). The flow-

rates and the total GH2 mass added during pressurization were calculated using this

reconstruction and agreed very closely with predictions.

11.1.3 LH2 Tank Venting During Engine Operation

The LH2 tank ullage pressure relieved slightly during the engine burn period, with

significant flow occurring briefly after Engine Start Command and all through step

pressurization (ESC +300 sec to Engine Cutoff Command). These periods of significant venting

were indicated both by valve talkback and by vent nozzle pressure data. Flow could not be

calculated prior to step pressurization due to the gas temperature measurement being offscale

high. Subsequent to step pressurization initiation, the vent flowrate varied between 0.12

and 0.20 lhm/sec (figure 11-4).

The talkbacks during these periods make it apparent that the vent/relief valve began

relieving at 32.1 to 32.2 psia in contrast to the component acceptance test level of

33.2 psia. Although a definite statement cannot be made, it is probable that tile backup

relief valve did not open.

II.2 LH2 Chilldown

The LH2 chilldo_n system performed satisfactorily. At Engine Start Command, the NPSP was

well above the minimum requirement. System temperatures, pressures, and LH2 flowrate are

presented in figures 11-5 and 11-6.

Chilldown was initiated at T -764 sec. During unpressurized chilldown, subcooled conditions

existed at the pump inlet. The chilldown flowrate stabilized within 60 sec after initiation.

The liquid entering the system was sufficiently subcooled after pressurization to absorb all

the heat input to the system without vaporizing.

When steady-state conditions were acheived after prepressurization, subcooled LH2 at the

pump inlet and return line exit indicated subcooled liquid throughout the chilldown system.

During pressurized chilldown prior to liftoff, the LH2 pump inlet NPSP was 19.0 psi. It

increased during boost, and the head developed due to acceleration increased and the system

temperatures decreased. Heat leakage into the fuel system is shown in figure 11-6 and is

compared with the corresponding preliftoff data from the AS-204 flight in table 11-2.

11.3 Engine LH2 Supply

The engine LH2 supply system (figure 11-7) provided LH2 to the engine within specifications

throughout the engine firing period. The minimum available NPSP during engine operation

occurred at cutoff and was above the allowable minimum NPSP at that time. Figure ii-8

presents the data and calculated performance; table 11-3 compares the data to that of

previous tests.

11-2

LH2pumpinlet pressureandtemperatureduringengineoperationare presentedin figure 11-9whichshowsthat the engineLH2pumpinlet conditionsweremetsatisfactorily throughoutengineoperaton.

Figureii-i0 is a plot of the pumpinlet temperatureas a functionof the propellantmassremainingwithin the LH2tankandincludesS-IVB-204flight test datafor comparison.Thedatausedfor comparisonhavebeenbiasedto the LH2pumpinlet temperatureobservedatEngineStart Commandof S-IVB-205flight to correct for instrumenterror, different heatingduringpressurization,andother test to test variations. As the figure shows,the datafromthe twotests agreeclosely.

"k._ /

11-3

TABLEii-I],112 TANK PRESSUL_IZATION DATA

PAR_IETER

Prepressurization duration

Helium prepressurization mass added

Ullage pressure

At prepressurization initiation

Rate of increase after prepressurization

UNITS

sec

ibm

psia

psi/min

S-IVB-205

FLIGHT

18

10.7

16.O

1.14

S-IVB-204

FLIGHT

46

25

16.2

1.58

At prepressurization termination

At liftoff



Pressure switch setting

Lower

Upper

Events (sec from liftoff)

GH2 Pressurant flowrate

Undercontrol

Overcontrol

Step before cutback

Step after cutback

Total Gll2 added

Prepressurization initiation

Prepressurization termination


Step pressurization

Relief valve opening

psia

psia

psia

psia

psia

psia

sec

Ibm/sec

ibm/sec

ibm/sec

ibn/sec

ibm

30.4

32.1

32.1

32.3

28.3

30.3

0.64

0.92

0.87

349

-113

-95

147.008

447 .O

33.7

36.4

39.2

38.7

31.6

33.5

0.61

1.27

357

-113

-67

144.9

445.1

477.9

*The overcontrol mode was not required during 204 or 205 powered flight.

**The vent/relief and/or the backup relief valves were venting continuously throughout

powered flight.

11-4

: sv

TABLE 11-2

LH2 CHILLDOWN SYSTEM PERFORMANCE DATA

PARAMETER

NPSP


Minimum required at engine start

At opening of prevalve

Fuel pump inlet conditions at Engine

UNITS

psi

psi

psi

i

Start Command

Pressure

Temperature

Amount of subcooling

Average flow coefficient

psia

deg R

deg R

sec2/in2ft 3

Fuel quality in sections* 2 and 3

Maximum during unpressurized

chilldown

Heat absorption rate during

unpressurized chilldown

Section i*

Sections 2 and 3*

Total

Heat absorption rate during

pressurized chilldown

ib gas/ib

mixture

Btu/hr

Btu/hr

Btu/hr

Section i

Section 2

Section 3

Total

Chilldown flowrate

Unpressurized

Pressurized

Chilldown pump pressure differential

Pressurized

Btu/hr

Btu/hr

Btu/hr

Btu/hr

gpm

gpm

psi

S-IVB-205

FLIGHT

\

14.3

4.53

26.45

32.78

37.94

4.01

16.3

0.04

16,500

26,000

42,500

14,000

29,500

43,500

N/A

N/A

N/A

N/A Not available

*Section I is tank to pump inlet; section 2 is pump inlet to bleed

valve; section 3 is bleed valve to tank.

**Sections 2 and 3 could not be calculated separately.

S-IVB-204

FLIGHT

20.18

6.3

26.54

39.83

38.08

5.4O

17 .i

0.057

25,500

31,500

57,000

27,500

27,5005,000

60,000

86

145

7.8

11-5

TABLEii-2 (Cont) V

PARAMETER

Events(secfromliftoff)

ChilldowninitiationPrevalveclosedPrepressurizationinitiationPrevalveOpenCommandPrevalveclosedsignaldropoutPrevalveopensignal pickupDelaybetweenPrevalveOpenCommandandpickupof opensignalChiildownshutoff valveclosedEngineStart Command

UNITS

see

S-IVB-205

FLIGHT

-764

-753

-112.25

141.960

142,895

144.536

2.566

147.008

S-IVB-204

FLIGHT

-598.107

-582.170

-112.409

140.269

141.288

143.088

2.819

568.071

144.905

**Not closed

TABLE 11-3

LH2 PU_ INLET CONDITION DATA

PARA_fETER

Pump inlet conditions

Static pressure at engine

start

Temperature at engine start

Temperature at engine cutoff

NPSP

Required at engine start

Available at Engine Start

Command (psi)

Maximum during burn

Minimum during burn


LH2 feed duct

At high EMR

Pressure drop

Flowrate

After E_ cutback

Pressure drop

Flowrate

UNITS

psia

deg R

deg R

psi

psi

psi

psi

psi

psi

ibm/sec

psi

ibm/sec

S-IVB-205

FLIGHT

32.8

37.9

39.4

4.53

14.3

14.8

i0.0

i0.0

0.9

83

0.7

75

S-IVB-204

FLIGHT

39.8

38. i

40.1

6.3

20.2

22.0

14.5

14.5

0.8

76

0.7

72

11-6

j

I

II

GSE ISTAGEI

LH2 TANK

PREPRESS Im_11_ Im,lm,_'qL'm,_mmI_ _

! F:I- I ENCINE, I _ II I I CONTROL

I LH2 TANK PRESSURE I

I CONTROL MODULE L- _--

SEE FIGURE 3-1 FOR

LEGEND

C_15

_---D0054

l KZ42I

K24_

] DESICCANT KO_i/R K0,_ LH 2 PASSIVATtOK

/PO_ _v_

I I , CONTROL,ODOLE_, IVENT & RELIEF VALVE K0561 C0_54

D,RECT,ONAtJ Ko"_l.JlCRACK 34 PSIA CONTROLr'°*" I I RE,_A,3_IA r-----"II"-JVALVE ....K°'"ILVNON_RO_UL_IVE

: LU,_r._S_AONM_RXOL _._ K{_]I '[_ ]--DOi78 'J'_m_m_I I KK01_[/I NC(_mD" _IIIIII( YI_ VENT

DOZBPSIAMIN _ I O0'"_l'''_'J" ::}''-"_" ;;;:"GROUND FILL I _ _ CRACK 3g PSIA MAX

VAF'LRVEpRC;sN_ROL"_PU 3] PS,A,AX ,_ -- ( '_ RESEAl 35 PSIA,IN

LH2 TANK

i TO ENGINE

I1F I I

ILRi;iTA

I

I

Figure II-I. LH2 Tank Pressurization System

11-7

=g

&N

_m

J

lI

g _ g

(VISa) 3unss3ud

D

k--

L_J

¢-_ O-

N NU-

z_

r.4tm

m

• uJ

[ q I:1_--

(Wo) 3WfllV_3dW31

la-

L.

I --J

::E

(33$/N@I) 31V_MOI3

--.-.e---

t

(VlSd) 3HnSSHHd

wc_v

z

,.=,

N

_J

C-

O

4--

_J

flJ

O0

c-

O

N

"E

t---

I---

-'r-._.1

I

I.J-

V

ll-8

Z

5=

CO

(VISd) _n%3_a

m

_ _I

--z -- -u_ -- _z,

e_ S-

-lii.N N ,_ _N

(VISd) 38_SS3_Jd

I

@

t-

(_Jo) 3_alVd3de31

c-ro

Eo4.-

0..}cL

4--}(.n

0

-r--,4..1

S

,_...

e"

I---

__1

I

,r'-Ix_

11-9

v

r_

tz)C_i,ic_C

C_Cov

L_JC_C

F--

OCLU(_.

L_

¢_)Wcz_

r_

v

L_J

rv-

C)_Ji,

4O

30

20

I0

0

300

200

I00

0

0.5

0.4

0.3

0.2

0.I

LH2 TANK ULLAGE (D0178)

L_NPvPRESiURESOO183 AND00184

I !

EIATURE (C0254)T== --

NPV TEMPER

INPV FLOWRATE (CALCULATED)

ENGINE CUTOFF COMMAND----_--

0 I00 200 300 400 500 600


Figure 11-4. LH2 Tank Venting During Engine Operation

ii-i0

[

oc_

u_

_J

-it-_ N N

!

Hi

II

{I

ItI]

(VISd) ]_nSS3_d

Lq

:E " '

tli__

tL _ :

C . , j

--A- .... D--

Z ! !

U ,

3S . ,C.: +

i --'H _.... -----.-t

(_o) 3_IV'd3dH31

U_ uP O

(OISd) 3_hSS3_d (VISd) 3_SS3_d

[! +

oct- --_--

_ -_-

-- -- ___

E-: 13_ _.1

i

._J

i

i

(_o) 3_IVW3dH31 (_o) 3_1V_3dW31

{--

O

-m-

:OK-

CL

O

O

(._)

C_-

C_J

7-

I

r--

5-

_D_

I,

ii-ii

o

oo

---- --I _ t

K

I o o i,ELI

k-"

F- ..... Z---

F2 ---cxa _

_J

, I

(Wd9) 3iV_MOTJ (ISd) dSdN

C_

uJ

G

,,-e

%

m

--_o o

o

.... _ ;.------ _

_ t

io

r_.l

o_O

- f(

i

(_Ld_'NI/_33S)1N313133303 MO7J

_ -_--

E_

_g-_

0

o

I

N _c_

w-

-J

EL

I

_ v

7 _I--

(_Ini] 000[) (_Hln±_ OOO[)indNl iV]_l /nd_l iV3_

(_H/_I_ 000[) l_d_;I IV3H

U')

(D

0r--'

"E

Q;

r_

¢.-

O

r---

E

1:3-

-r-

._J

I

r--

(D[,-

I,

JV

11-12

LN2 FILL

AND

DRAIN

3000 GPM

MAX

II

II

I GROUND

I SUPPLY

I PURGE

B

II

'II

I|

1| TO

I NONPROPULSIVE

VENT

I LH2INSTR.

I PROBE

MEASUREMENT

NO.

I K_L_2

I DEPLL0001

_52

I

II

I|

II

I|

I|

I

FR_ACTUAT?ON

CONTROL MODULE

LEVEL

(INCHES FROM

TANK BO_)3()314BO

29.311

?8,5

TO LOXCHILLDOWN

VALVE

TO LOX

PREVALVE _

FROM

ACTUATION

CONTROL

MOOULE

PRESSURIZATION

LINE

PROPELLANt

UTILIZAIION

MESS SE NSON

LH2 TANK

P

D021B

0(3579

r

LOX TANK

SCREEN

SEE FIGURE 3-1 FOR

LEGEND

LHZ

PREVALVF

II

KUIll - J

KUI]2

K{_4g

FROM AMBIENT

HELIUM SYSTEM

I

I

D_2

TO ENGINE {TO

ENGPNE

FROM

ENGINE

Figure 11-7. LH2 Supply System

11-13

:::)

LiJ

£_-_

W

Z"_C

:;Z::,--I

o

(VISd) 38fl$538d (ISd) 38n_S38d (VISd) 380_S38d (ISd) 3HNS_3Hd

¢.¢%

c-

O

-m'--

"I0¢--

0

OJ

r_

7-,--,I

I

OJ

.,m.

V

J

v

-- I

11-14

w w

I--C_ t--"XLLI

__1

0 t-_ 0I_L. Z I__

o, Z

t"_ LI_ :_ °

_ I-'-'_:0 ":_0

LJ_-- LJ _---

Or..,,,- Ore,,"

r-_ wL_r_"___- _'_ l--

W_-0 r-r- _-_,

NN

0°

I---- I---

,,,_--

0

0_-;'odwL___

m

l--W

W

00000

,--- eO _t-

w

O0

c_

tO

o_

............... o_

(Wo) 3WAlV_3dN31

00

c-0_

or-

c-or-

c-O

._...

c-O

E

_J

-i-_..1

!

r---

.t.

0_...I.I_

11-15

\

LL

0

O0

(_o) 3WNIV_3dN3I

0

L_

0

rr__J

0L_ 0

0

:7

OJ-1-

<

O

O

_J

4-J

E

I--

q.I

E

t7

C_J

7---J

c-O

_J

_J--J

C_J7--J

9--0

_J4--

4-W

o

r_-

qJ

I,

V

11-16

mm

m

i

m

m

m

m

m

m

m

m

mmm

m

m

mmm

mm

mm

m

m

mm

m

mm

m

m

m

m

m

m

m

m

_...._

imlll I I IIIlllll I 'l 11-- SECTION 12

AUXILIARY PROPULSION SYSTEM

12. AUXILIARY PROPULSION SYSTEM

The auxiliary propulsion system (APS) flight data indicated that the two modules (figure

12-1) operated very well. The pulsing sequences of the six engines indicated that both

modules functioned as required to perform the attitude corrections desired.

The APS supplied roll control to the vehicle during S-IVB powered flight. At S-IVB engine

cutoff_ the APS pitch and yaw control were activated to maintain the vehicle in the desired

attitude. After this time, the two APS modules functioned to compensate for induced

disturbances and to maneuver the vehicle.

12.1 Propellant and Pressurization Systems

The oxidizer systems, fuel systems, and helium pressurization systems operated normally, and

no difficulties were encountered. Table 12-1 presents the initial and final propellant and

helium bottle conditions for each module. This table also gives the total propellant and

helium usage for each module. There appeared to be a helium leak of approximately 3 scim

from module 1 during the mission. This leakage rate was well below the allowable limit of

35 scim.

Table 12-2 gives the APS propellant usage for the various mission events. The average engine

mixture ratios for the mission from liftoff to RO +55,780 sec was 1.65 to i and 1.67 to 1

for modules 1 and 2, respectively, which agrees well with the expected nominal of 1.65 to I.

The APS propellant quantities remaining and the propellant temperatures are presented as a

function of mission time in figure 12-2. Propellant depletion occurred in both modules

son,crime between Redstone orbit i0 (RO +57,410 sec) and Canary orbit ii (RO +58,780 sec).

The exact time of depletion is not known because of lack of station coverage in this time

interval.

The APS propellant temperatures ranged from 499 to 562 deg R, well within the allowable limits

of 480 to 585 deg R.

The helium regulator outlet pressures were as expected throughout the mission, ranging from

193 to 198 psia once the pressure decreased from the sea level referenced regulator pressure

to the altitude referenced pressure. The desired range is 196 ±3 psia.

12.2 Engine Performance

The sum of the total impulse of each module is presented as a function of mission time in

figure 12-3. This figure only extends to RO +28,600 sec because of the scarcity of data beyond

this point. The average specific impulses of modules 1 and 2 were 215 and 218 sec, respec-

tively, for this portion of the mission, which agrees well with the 213 sec expected for

minimum pulsing operation.

The APS engine operation was satisfactory. The chamber pressures ranged from 90 to i00 psia.

These values were obtained mainly from 0.065 sec pulses which were sampled every 0.008 sec

with straight lines drawn between the sample points to simulate an analog trace. Because of

the method, it was impossible to obtain accurate readings on short pulses. Engine No. I in

12-1

module2 wasconsistentlylowerthanthe otherengines,rangingfrom90to 95psia. Noneofthe engineshadanyapparentchamberpressuredecayduringthemission. Thechamberpressurevaluesrecordedwerein accordwith thepropellantmanifoldpressureswhichrangedfrom190to 196psia.

Figure12-4showsthat the engineperformanceagreedcloselywith the enginemanufacturer'stest dataobtainedat simulatedaltitude conditions. Thevariation fromtheTRWtwo-sigmavariation canbeattributed to themethodsusedin determiningthe performance.Thepulsewidthwasdeterminedfromthe timethat chamberpressureincreasesto I0 psia until it dropsto i0 psia. SinceAS-205wasanoperationalvehicle, the enginechamberpressuresweresampledat 120sps. Therefore,anaccuratepulsewidth couldnot beobtained. Thepulsewidth determinedby this methodcouldbe longerthanactual, andthe resulting thrust valueobtainedby dividing the impulseby pulsewidthwouldbe lowerthanactual. This is alsoresponsiblefor the indicationof lowtotal impulseat pulsewidthsof about0.085sec. Thesepulseswereprobablyminimumpulsesof only 0.060secdurationwhichwouldmakethe total impulseperpulseagreewith the T_#two-sigmavalues.

v

12-2

v

PARAMETER

Oxidizer

Bellow height

Temperature

Mass

Usage

Fuel

Bellow height

Temperature

Mass

Usage

Helium

Pressure

Temperature

Mass

Usage*

Usage**

IIl

UNITS I!

!

in. i

°R i

ibm i

ibm i

!

In. !

°R i

ibm !

ibm i

psia !

°R

ibm

ibm

ibm i

i

TABLE 12-1

APS LIFTOFF AND FINAL CONDITIONS

MODULE i

INITIAL

9.90

556

39.0

9.90

552

23.9

3,110

555 I

RO +55,780

(sec)

1.55

564

6.1

32.9

1.60

560 --

3.9

20.0

1,900

567

RO +58,800

(sec)

0

0

39.0

0

23.9

1,690

567

0.3035 I 0.1901 0.1691

-- l 0.1134 0.1344

-- I 0.0975 0.1159

*Usage calculated by change in helium sphere conditions.

INITIAL

9.80

543

39.2

9.80

540

23.8

3,130

543

0.3122

MODULE 2

RO +55,780

(sec)

3.05

5OO

12.2

27.0

3.05

5OO

7.6

16.2

2,010

5O0

0.2238

0.0884

0.0885

RO +58,800 1(see)

0

0

39.2

0

0

23.8

1,570

493

0.1773

0,1349

0.1305

**Usage calculated by change of ullage volume.

TABLE 12-2

PROPELLANT USAGE

EVENTS

Roll control during S-IVB

powered flight

Coast period from end of

powered flight until start

of LOX dump

LOX dump

Coast period from LOX dump

to start of manual control

Astronaut manual control

Coast period from manual

control thru retrograde

Coast period from the end of

retrograde to RO +55,780

MODULE NO. i

OXIDIZER USED FUEL USED

ibm % ibm %

i.I 2.8 0.7 2.9

3.2 8.2 2.0 8.4

1.6 4.1 1.0 4.2

0.8 2.1 i 0.5 2.1

3.5 9.0 2.1 8.8

5.4 13.8 i 3.2 13.4 ]

43.9 '

8LT'I- 20.0 1TOTAL 32.9 84.4

Average EMR module 1 = 1.65

Average EMR module 2 = 1.67

Note :

MODULE NO. 2

OXIDIZER USED

ibm

1,2

2.0

0.8

0.I

3,5

4.4

15.0

27,0

%

3.1_

5.1 1.3

I FUEL USED

ibm %

2.9

8.9 2.2

11.2 i 2.7

68.8 I 16.2

5.4

2.1

0.4

9.2

ii .3

36.4

67.7

All the propellant was depleted by RO +58,800 sec. This was at Canary Island

during eleventh orbit,

12-3

KOI3Z

(X9131)

ROLL

(_1)

(EXIT SKIN}

ENGINEP'N'S|A39597-503

K0_33

PITc_

APSMODULE I(SHOWN)APSMODULE 2

(DEVIATIONSNOTED (XXXX)

SEEFIGURE3-] FORLEGEND

(XlD1]a)

ROLL AND YA)V

(O0:163)_

IIIIIII.IIlIIllIII

iI!I!!!!|!i

II

III

11I!I!I!I!!

i!III!!iiIIIIl!

OXIDIZERCONTROL MODULEIA494Z;-SO91 APSI_SE

-r,' iTRANSFER (FILL)

I MC172_

IL.

ULLAGEPRESSURE [ 1 II OXIDIZER ULLAGEI I I MONITORING PORT CRACK 325 PSIA MIN _ l • OVERBOARD RELIEFI m | (OXICIZER) RESEAT 2;5 PSIA MIN

m , m T _ I "_[Z_-4_E_I I I L oo_o [ Mm7;I I I _ I 0.0S,R.D'A I OXIDIZER

.--,m 0.0027 : rSEC I BELLOWSI I L D0m4 (D009_) HELJUMLOW • COLLAPSEI I I (oores_ PRESSUREMODULE I ANDVENT' ' ' ]A49998-506 II I I r -_'l II I Lcol.I I I (col_)

-" II I r_c 24(_.sI I I OXtOIZER QUAD CHECKVALVEI I | SYSTEM 1A67912-503

I I I MONITORINE I

I I I PORT II I I II I I

I I I ZOO t5 I

I I IPSlA II I IDxmlzeR I

___-- __._ HELIUM PRESSURE

MORITOR{N'G PORT

MC[72-? I

IUM ' I,10(

0OO64 D(IO65IDle) (O_9) m

-- DOZS2 ICOL': HELIUMPRESSURE REGULATO2

PRIMARy 1% 3 PSIA ISECONDARY _O 3 PSIA

_lJppL y PRESSURE I350 lO 3_ PSiA

I TAKR l

' p II ;BS1361~lmIm m

mm I] RE(-IUMFILLI

!

' 1I o_3I (D0C_) "- mHELIUM LOWI COh'O ULLAGEPRESSURE QUAD CHECK VALVE croo,_ PRESSUREMODULE II (CI)I:II MONITORING PORT

I MCI 7z-6 (FUEL) MC74_2 IA6)912-$D5 (D_)' I IA49998-SD3 m- mMC112-30.03 IN (PfA FI FUEL _ _._ I o,o_7, m UELBELLOwS

_vE_tDRAC,,_,P,IAMtRI I _ . I --I r RESEAT 225 PSIA MIN

, "_ _C] - m OVERBOARD RELIEF

m ' II m MCI7Z-S

I ' _ ] ] FUELm ' [ i I RECIRCULATION

'I PURGE

l

_ • q MC172-8*FUEL CONTROL MODULE I" FUELFILL

(DDCW_7+ I I_.49422-SI0 APSIGSE

Figure 12-Io Auxiliary Propulsion System and InstrumentationI NOV 1968

V

12-4

,.'w,._J

v

Z

l.a.J

l.--Z

,,...J

l.JJ

r-,0

r_

,,-,.-ov

!.a.l

r_

I--

i,ir,,

Ia-I

I'--Z

.--IdLI-I

CL0

,-..,

24

20

16

12

FUELFu21L l__

OXIDIZER 2

Xl DIZEF1

57O

550

530

510

4900

_ FUEl.

_-- O×IDI7ER 2

5 I0

OXIDIZER

l---_.

---..,

1-- N

15 20 25 30 35 40 45 50 55 60

TItlE FROM LIFTOFF (I000 SEC)

Figure 12-2. APS Propellant Conditions

12-5

V

I

-.I

00

i,i<./')__1

P,

_.1

0

m-[0,_c_To .HORIZONTAL t]

, IILox_

DUMP _,'J_

r i _ _ ,

1 I iMODULE NO. 1

I I- ASTRONAUT • ,.u

RETROGRADEMANEVER

,--- MANEUVERSEPARATION

iTI

• |

LM

!

__1

000

I,i

I---0I---

,

00

I----+PITCH TOLOCALHORIZONTA_

,n

I i IMODULE NO. 2

RETROGRADEMANEUVER

I •I

_J Ig

1

SEPARATION

I IASTRONAUTCONTROL

' 156

p:11 g_l • II

208 260 312

TIME FROM LIFTOFF (I00 SEC)

V

Figure 12-3. APS Total Impulse

12-6

'\

Lu

! l.J u.J

i •

I

I

-- - "-- to "'i0

= I

-- -_-- .%, II

-'o.1

_i " I

. 'T _, '? . I

,° i _ '¥

(D3S-_7) 3S7NdNI 7V101 (a87) l_n_]Hl

oo

%

oo

oo...... _0

A

__ oo o

<-0 _-

__,___ _F--

_-_ _

!

I

I o

,_,_, _

_J _J _J F-- _--- _

jl,

(0]_-@7) ]_7ndwI 7V101

L_

v

I

IJ

|

!

-- -_-- _ "I -_, I

---_ .-_I

" l

-%:

. .,,,_ "_.:I

.._,, l. i

I

1 i i

- _','1 _

.. _ ,_--_- _ oo

(_7) lgnM_l

q_

c-

rCl

E0

_

O_

(..,p-,

¢-

1,1

I

Od

f,-

.r--

LI-

12-7

: : i7 7 -

m

m

m

i --

m

m

BDm/m

m

//Bmm

SECTION 13

PNEUMATIC CONTROL AND PURGE SYSTEM

13. PNEUMATIC CONTROL AND PURGE SYSTEM

The pneumatic control and purge system (figure 13-i) performed satisfactorily throughout

the flight. The helium supply to the system was adequate for both pneumatic valve control

and purging; the regulated pressure was maintained within acceptable limits; and all com-

ponents functioned normally.

Ambient helium sphere conditions at significant times during boost and powered flight are

sho_ in table 13-1. Pneumatic control system data during prelaunch, boost, and burn

periods are shown in figure 13-2. Pneumatic helium usage during orbit is discussed in

section 22.

All stage and GSE purges were satisfactorily accomplished throughout the countdown.

TABLE 13-1

PNEUMATIC CONTROL AND PURGE SYSTEM DATA

PARAMETER

Sphere volume

Sphere pressure

At liftoff



Sphere temperature

At liftoff



Helium mass

At liftoff



Usage during engine operation

Regulator outlet pressure

Maintained pressure band

Minimum system pressure during

start and cutoff transient

Average LOX chilldown motor

container purge pressure

S-IVB-205UNITS

FLIGHT

cuft 4.5

psia 3,067

psia 3,068

psia 3,090

deg R N/A

deg R N/A

deg R N/A

ibm N/A

ibm N/A

ibm N/A

ibm N/A

S-IVB-2

FLIGHE

psia

psia

psia

525 to 565

401

55

4.5

3,032

3,011

3,040

459

456

461

9.90

9.90

9.90

0

530 to

409

63

04 S-IVB-203

FLIGHT

4.5

3,113

3,089

3,087

492

490

490

9.56

9.49

9.47

0.02

565 535 to 540

410

52

N/A = Not available. Sphere temperature measurements have been removed from the S-IVB-203

and subsequent stages.

13-1

II

iI

II

II

GSE I STAGE

a

I!

II

II

I!

I!

AMBIENTHELIUM |FILL [_'

]lO0!100PSU3|

I

I!

I!

II

II

I|

I!

I|

I!

I!

I!

SEE FIGURE 3-I FOR

LEGEND

m

COIiTRO

'4)rCONTROL HELIUM

i HELIUM FILL SPHERE

MODULE

, _' _ -

1 l ToJ-2 ENGINETURBINESTARTTANK VENT &

RELIEFVALVE

I PNEUMATIC POWERCONTROL MODULE i

,NLE1 3]00 I00 PS,G I

OUTLET 490_25-35 PSIA I

I 600+15 PSlA TO ] I

_r-KO_2

KC_16

tOX VENT ANDI /it

RELIEFVALVE I / I

TO LDX _ m_m _"TANK SENSINC_LINE

ACTUATION

CONTROL

MODULE

K_574uj_

1

CRACK AND RESEAF65 TO85PSIA

m ENGINE PUMPI PURGE CONTROL

MODULE [K0575 I

t l o3 ,IPURGE! PU 130PSIAMAX |

MANIFOLDSYSTEM[ DO ID5PSIAMIN ]

D247

TO LOX

,/_'L_I _ _i

I

L _

LOX NPV

[]

K0004

K0109

K011OK0541

KZ427 _.l

LN2 PASSIVATION

KO0|8 KOSGI KOD1

• K0553_ / CHI LDOWN -- GRO_JND--

/_l , U , U-T: "K

K K0551

K0i142 K0544--KD571

_ i ,_o...o. I ICONTROLI 'CONTROLI ', ',CONTROLI

ORAINVALV

_,_I9 NC

,R0546

Figure 13-I. Pneumatic Control and Purge System

V

13-2

\ /v

3200

< 3100

v

iii

3000i,i

2900

650

60O

55O

CL

L_J

CO

500i,i

45O

I i i IPNEUMATIC CONTROLSPHERE PRESSURE

I I I

EFFECT OF GSE HELSUPPLY

l ....

(DO160)I

IUMREGULATOR

--- ENGINESTART COMMAND

I I ! I I I I

PNEUMATIC CONTROLREGULATOR DISCHARGE PRESSURE(DO014)

I I i I I_CYCLE LOX AND LOX VENT VALVE OPENED-- H

LH2 VENT VALVES i

Iw vcoo { v vo iLOX FILL VALVE CLOSED-- LH2 FILL VALVE CLOSED''I

LH2 DIRECTIONAL ---_- OPENED

CONTROLVALVE TO iFLIGHT POSITION LOX VENT VALVE CLOSED-

Hi

"i-'----PREVALVES

CLOSEDw |4OO

-I000 -800 -600 -400 -200 0 200 400 600 800

TIME FROMLIFTOFF (SEC)

Figure 13-2. Pneumatic Control and Purge System Performance

13-3

m

=

SECTION 1,1

" PROPELLANT UTILIZATION

v

_J

14. PROPELLANT UTILIZATION

The propellant utilization (PU) system successfully met the loading accuracy requirements

of the stage and satisfactorily accomplished propellant management during engine burn. The

best estimate propellant mass values at liftoff were 193,360 ibm LOX and 39,909 ibm LH2.

These values are well within the required ±1.12 percent stage loading accuracy.

The total propellant residuals at Engine Cutoff Command (ECC) were 1,581 ibm LOX and

2,492 ibm LH2. The usable masses at Engine Cutoff Command were 1,732 Ibm LH2 and

1,063 ibm LOX. By extrapolating,to depletion cutoff at propellant flowrates of 74.5 ibm/sec LH2

and 332 ibm/sec LOX, depletion cutoff would have occurred 3.2 sec after Engine Cutoff

Command with a usable LH2 residual of 1,494 ibm. The higher LH2 residual is due to the open

loop mode of PU system operation and the 1,040 ibm LH2 bias load to insure LOX depletion.

The PU system was operated inflight in the open loop mode. The PU valve operation was con-

trolled in response to launch vehicle digital computer (LVDC) issued commands. The PU valve

was positioned at null during engine start and remained there until the PU MR 5.5 ON Command

was issued at RO +152.976 sec. Following receipt of this command, the mixture ratio valve

moved to the LOX rich stop until the PU MR 5.5 OFF Command was received at RO +455.591 sec.

At RO +455.783 sec, the PU MR 4.5 ON Command was received followed by a corresponding valve

motion to the low EMR stop where it remained until engine cutoff. Since the source of these

commands were LVDC originated, the difference between actual and predicted time was less

than 50 ms.

14.1 PU Mass Sensor Calibration

The preflight propellant masses at the full point calibration points were determined from

the S-IVB-205 acceptance firing full load data. The acceptance firing full load masses were

determined by the flow integral analysis method. The capacitance values corresponding to the

full load masses were actual measured test data.

The propellant masses at the lower calibration point were computed from unique tank volumes

and predicted propellant density data. The corresponding capacitance values were determined

from the fast drain data obtained during the S-IVB stage acceptance firing.

The following table presents a summary of the PU mass sensor calibration data:

FULL POINT EMPTY POINT

SENSORMASS (ibm) CAPACITANCE (pf) MASS (ibm) CAPACITANCE (pf)

LOX

LH2

189,957

36,344

409.55

1,152.24

1,270

206

282.06

974.55

14-1

14.2 Propellant Mass History

The predicted, measured, and best estimate propellant masses at significant flight events

are presented in table 14-1. The best estimate propellant masses are derived by subtracting

nonpropellants (dry stage, ullage gases, etc.) from the AS-205 second stage best estimate

masses presented in section 7, The remaining propellant mass is then divided into LOX and

LH2 according to the prevailing mixture ratio at the specific flight event time.

The propellant mass measurement systems represented in table 14-1 are:

a, PU indicated,

b. PU indicated-corrected,

c. PU volumetric,

d, Flight flow integral,

e° Trajectory reconstruction.

A brief description of each measurement system is as follows:

ao The PU indicated method measures propellant mass from the raw PU probe output which

is reduced according to the preflight flow integral calibration slope,

b. The PU indicated corrected method is constituted in a manner similar to item (a)

above but it also includes adjustments for acceptance firing flow integral non-

linearity and PU flight dynamics effects.

c, The PU volumetric masses are derived from raw PU probe output data which are

reduced according to volumetric calibration slopes and adjusted for flight dynamics

effects and volumetric tank to sensor mismatch. The calibration slopes (Ibm/pf)

were computed from the capacitance-propellant mass relationships at the upper and

lower probe active element extremities. Propellant masses at the extremities were

calculated from unique tank volume determined from tank measurements and propellant

density.

d. The flight flow integral method consists of determining the LOX and LH2 mass flow-

rates and integrating as a function of time to obtain total consumed propellant

masses during engine burn. The flow integral propellant i,_asses at Engine Start

Command (ESC) are determined by adding propellant at Engine Cutoff Command

to the total propellant consumed by the engine, the fuel pressurant added to the

ullage, and the propellant lost to boiloff0

e, The trajectory reconstruction method determines vehicle mass changes from thrust/

acceleration relationships.

The results of the five methods of propellant mass evaluation are presented in table 14-I.

V

V

14-2

Thebestestimatetotal propellantmassat liftoff was233,269ibmwhichis 349Ibmgreaterthandesired. BothLOXandLH2masseswerewell within theguaranteedloadingaccuracyof ±1.12percent. Theliftoff mass,as determinedby eachindividual in measurementsystemcomparedto the bestestimate,is within the accuracyconstraintsfor eachsystem.

Thebestestimatetotal propellantmassat EngineCutoff Commandis 4,073ibmwhichis 306ibmgreaterthanpredicted. Nosignificant differencesexist in total propellantconsumptionbetweenmeasurementsystems:Thebestestimatetotal consumptionis 229,166ibmwhichis 13 ibmgreaterthanpredicted.

14.2.1 Propellant Loading

Propellant loading was accomplished automatically by the loading computer. Table 14-1

presents a tabulation of the LOX, LH2, and total propellant mass at liftoff. The desired

and best estimate values are shown in addition to the mass values determined by the various

measurement systems, The deviation of each value from the best estimate is also shown.

The loading computer values at liftoff were 0,01 percent for LOX and 0,13 percent for LH2

which were well within the 0.5 percent loading computer accuracy,

The postflight best estimate total propellant liftoff mass was 233,269 Ibm which is 319 ibm

greater than desired; the LOX mass was 193,360 Ibm which is 87 Ibm less than desired; the

LH2 mass was 39,909 Ibm which was 262 Ibm less than desired.

Both LOX and LH2 were within the required loading accuracy of ±i.12 percent.

14.2.2 Propellant Residuals

The Propellant residuals were computed at Engine Cutoff Command by means of the residual

point level sensors and the PU mass sensors. Two level sensors were activated in the LOX

tank during the engine burn and were used for residual computation (level sensors LO004 and

L0005).

Because of the high cutoff residual in the LH2 tank the residual level sensors did not

activate; therefore, the residual was determined from the PU mass probe only.

The LOX tank point level sensor residuals were generated using the engine consumption data to

extrapolate from each level sensor activation to Engine Cutoff Command. An average level

sensor residual was computed from the two level sensors in the LOX tank. The final LOX pro-

pellant residual mass at engine cutoff is the weighted average of the level sensor and PU

mass sensor residuals. This value is considered the most accurate determination of propellant

residuals.

Table 14-2 summarizes the propellant residual data determined by the PU mass sensor and point

level sensors.

Total masses at Engine Cutoff Command were 1,581 ibm LOX and 2,492 ibm LH2. These total

masses include unusable masses of 518 ibm LOX and 760 ibm LH2. The usable masses at Engine

Cutoff Command were 1,063 ibm LOX and 1,732 ibm LH2. By extrapolating to depletion cutoff at

14-3

propellantflowratesof 332ibm/secLOXand74.5Ibm/secLH2,LOXdepletionwouldoccur3.2 secafter EngineCutoff Commandwith a propellant residualof 559ibmLOXand2,254IbmLH2.

Thefollowingtable presentsthe deviationsthat effectedthe differencein residualsbetweenbestestimateandpredicted.

Loadingdeviation(PUindicatedminuspredicted)

Masscapacitancedeviationsat liftoff(BestestimateminusPUindicated)

Flowratedeviations(Consumedpredictedminusconsumedbest estimate)

Unexplained

Total at ECC(Bestestimateminuspredicted)

LOX (ibm) LH2 (Ibm)

117 64

-30 198

152 231

-30 0

209 493

14.2.3 PU Efficiency

The open loop PU efficiency was found to be 99.8 percent, and is based on utilizing the

extrapolated flowrate and usable LH2 residual less bias of section 14.2.2.

14.2.4 Total PU Volumetric Method Mass Sensor Flight Corrections

Figures 14-1 and 14-2 present a comparison of the predicted and postflight evaluation total

correction to the indicated propellant mass, as determined by the PU volumetric method, for

the LOX and LH2 mass sensors. The total predicted mass correction is the sum of the pre-

dicted effects due to cg offset, changing tank shape inflight, volumetric tank-to-sensor mis-

match, and the difference in preflight flow integral and volumetric calibration slopes. The

postflight correction for the LOX mass sensor includes the actual correction due to the above

effects in addition to a linear correction due to an empty capacitance deviation from predicted.

Due to the relatively small LOX residual at Engine Cutoff Command, the LOX level went below

the lower sensor extremity subsequent to cutoff. The data then exhibits normal increasing

mass associated with 0 g. The capacitance (empty capacitance) when the total LOX probe was

exposed to ullage gas was 0.19 pf less than predicted based on acceptance firing data. A

cursory evaluation of the ullage conditions between the acceptance firing and flight do not

account for this difference in empty capacitance values. The measured flight empty capaci-

tance value requires a 293 ibm adjustment to the indicated mass at the bottom of the probe;

this adjustment diminishes to zero correction at the top of the probe. The actual LH2 cor-

rection data is in very good agreement with the predicted. The deviation between the pre-

dicted and actual LOX correction is caused primarily by the empty capacitance shift.

V

14-4

-v

14.2,5 PU Nonlinearity Analysis

A comparison of the predicted and actual LOX and LH2 mass sensor nonlinearities as determined

by the flow integral method is presented in figures 14-3 and 14-4. The predicted flow integral

nonlinearity was obtained from smoothed acceptance firing data and predicted inflight dynamics

effects. The flow integral actual data are smoothed nonlinearities from the flight flow

integral analysis which include inflight dynamics effect.

14,3 PU System Response

Table 14-3 contains a compilation of the actual engine mixture ratio commands and accompanying

response,

Since the system was flown open loop, there were no cutback dispersions experienced. Similarily,

there were no PU induced thrust variations at anytime during engine burn as a result of operat-

ing in an open loop fashion, except for the mixture ratio shift.

14.4 Anomalies

No PU system anomalies occurred during the S-IVB-205 flight.

14-5

OE-_c_

O

I

ZH

H

ZM

O

N

mNmMH_

M

L

M

MM_

5

M_m

_ NO

I M

,-_ c.2 <

C_

Z

i>_2

o40

0

+

0

g-

I

_S

v0

+

• • • , . .

+ + + + +

O O O

• •

_-_ 00

+ + +

,--4 o ,--4 ,-4 O

o oq o _ 0o

I + I I + I

,-4 O0 u_

v

o+ + J +

-I- I i -I- i i + + + + i

+ I I I I I

.... _ .5

,-4 _

I I I I I I

_-_ _ O _ O0

-.-I- _ 4- + 4-I

0"_ c_ _ _ o_

,--4 r'_

o_ _

O

¢_ 0-1

o _ _ o o o o co co _ _- m _ _

V

V

14-6

TABLE14-2PROPELLANTRESIDUALSUMMARY

PUMassSensorMass- ibm

LevelSensorMass- ibm

LevelSensorExtrapolatedResidual- ibm

WeightedAverageResidual- ibm

LO005RO+591.727

9,917

9,833

I, 640

LEVELSENSOR(ACTIVATIONTIME)

LOXTANKL0004

RO+614.892

1,955

2,174

1,564

LH2TANKECC

RO+616.757

1,615

1,577

1,581

ECCRO+616.757

2,492

2,492

TABLE14-3PUVALVERESPONSEATSIGNIFICANTTIMES

=

v

TIME FROMPU RATIO VALVE CO_AND PU RATIO VALVE RESPONSE

RANGE ZERO

PU valve at null position (0 deg)

PU mixture ratio 5.5 ON

PU mixture ratio 5.5 OFF

PU mixture ratio 4.5 ON

S-IVB ECO

PU mixture ratio 4.5 OFF

PU inverter and DC power OFF

PU valve leaves null (0 deg)

PU va]ve at 5.5 position (33.8 deg)

PU valve leaves 5.5 position (33.8 deg)

PU valve at 4.5 position (-28.8 deg)

PU valve leaves 4.5 position (-28.8 deg)

PU valve at null position (0 deg)

-600

152.976

153.0

153.9

455.591

455.783

455.8

457.9

616.757

619.165

619.5

62].1

857.01

14-7

I/!I

CDl_ul

/r_

r,r"r,,

/

!p D

I---

II

/III

\

i///

l_ul

._I

ILlI--"

r-_Zi---i

C,LLI-

ZOi--iI'--(_ILI.Jr'w"

O(.-)

l'--

r,,.-I--

DOr)

63I--"CDZ

r--e,,Jr-" r--

CO LID '<I- C,.J CD

(NS3 000[) N01133_03

0CD

r--

(D

r--

0

r---

or---

oor--

0_D

(D

0

CD

000r-"

O0O0

X0

-,/Z

I---

Z

0c-"

(.;

"T_

E

(D

*r--E

_J

_J

r_

c-O

°l,.-

0QD

0

t_

0

%4--)0

%r.,-

0_..t.l_

; 14-8

v

_J

('4

J//

\,-- O

//

j

S//

i/

..J

t-%wF--

(-3

C_Z

0

Z0

0

I--

I--

CJO

Lr)

,°

W

0Z

I I I I

0

_CJ

(W87 00[) N01133HH03

N

O0

CD

_D!

A

e_-.J

OOCD

v

U_

--J

Z

Z

O

(.3

5,-4JqO

=E

_0

>__Q

(Dc-

4J

C3

O

O(.D

u_

K-

O

u9

Nn-._J

%O

_n

I,

f

v

14-9

rh

I--.._I ¢_.>

I-- L_

I

I

/\

I

AI/

!

III

I!Il

\

\

}Lj

w;f

f

- c; d d o o

(IN33W3d) 9VW931NI MOgd SQNIN 03IVDIONI nd

(xj

o!

0

C_

0O0

0

0

C)

C:O.J

000

0 t-O

(_

_..1

.-I

I--

(Z)t.D

0

0

0

"C

_Jc-

°r-

_J

.._0_..

I__

"0

N

r--r_

E0

--1

I

.r,-,

V

14-10

I:d

\ ,

\\

\\

\• \

/fl

,/

(/N33U3d) ]VU93iNI MO]a SNNIW 03IVOIQNI Nd

,ED

C)_0

mn.J

00

0 0O_ r--

O,J

--r-

J

.J

I--oI--

o

o

14-11

SECTION 15

S-IB/S-IVB STAGE SEPARATION

15. S-IB/S-IVB STAGE SEPARATION

The separation analysis was done by a comparison of AS-205 data with the AS-204 separation

data. Table 15-1 summarizes the separation events and compares them with AS-204. The

majority of the data compared very closely for the two vehicles. The longitudinal accelera-

tions compared well with AS-205 showing a slightly higher retrorocket thrust (figure 15-1).

The comparison of the angular velocities (figure 15-2) for both stages was good. The magni-

tude of the yaw and roll rates were close, but with the direction being opposite on the roll

rate for both stages. The pitch rate for AS-205 was slightly larger and the direction

reversed from that of AS-204 for both stages.

Since the separation data of AS-204 and AS-205 compares well, an in-depth analysis was not

performed to establish precisely the clearance distance used and the separation completion

time. From the evaluation performed it can be estimated that a detailed analysis would

yield a separation completion time of 0.96 sec and a lateral clearance utilization of

approximately 5 in.

TABLE 15-1

SEPARATION EVENTS

EVENT

S-IB OECO

S_IVB Ullage Rocket Ignition

Separation Command

S-IB Retrorocket Ignition

First Axial Motion

Separation Complete

S-IVB Engine Start Command

TIME FROM

RANGE ZERO

(Sec)

AS-205

144. 323

145. 377

145.59

145.59

145.68"

146.59*

147.008

*Estimated based on comparison with AS-204 data

TIME FROM

SEPARATION COMMAND

(Sec)

AS-205

-1.27

-0.223

0.0

0.0

0.09*

0.96*

1.42

AS-204

-1.25

-0.2

0.0

0.0

0.09

0.97

1.4

15-1

I0

oJ

W

F--I,

Z0

r,t

._J1,1(_)

-I0

-2O

-3O

-4O

-5O

0

l

IIl\

S-IVB

S-IB

0 0.5 1.0 1.5

TIME FROM SEPARATION COMMAND (SEC)

------ AS-204

AS-205

Figure 15-I. Longitudinal Acceleration

= 15-2

L_

___

W

_/_

W

-r-C_)F--

r_

1.0

-I .0

S-IBS-IVB

S-IVB

S-IB

W

tZ_

Wr-_

>-

1.0

-I .0

f

S-IB

S-IBS-IVB

S-IVB

W

tZ)

LO

r_

1.0

0 b...--

..... S-IVB

f _'_" S-IB

__ S-IVBS-IB

0 0.5 1.0 1.5 2.0

TIME FROM SEPARATION COMMAND(SEC)

AS-204

AS-205

Figure 15-2. Angular Velocities

15-3

SECTION 16

DATA ACQUISITION SYSTEM

i

16. DATA ACQUISITION SYSTEM

Measurement evaluations will be performed in two phases. For incentive purposes, phase I

will cover liftoff to S-IVB engine cutoff +10 sec, and phase II shall encompass liftoff to

planned launch vehicle spacecraft (LV/SC) separation.

16.1 Summary of Performance

Measurements assigned to the data acquisition system which are evaluated in this report are

specified in the Instrumentation Program and Components List (IP&CL), MDAC-WD Drawing

No. IB43558 ("AH" change).

The performance of the data acquisition system was very good throughout both phases of

evaluation. All systems performed as designed, and no system malfunctions were observed.

A summarization of the AS-205 launch vehicle measurements is presented below:

Measurements assigned

Checkout only measurements

Landline measurements

Vibration measurements deleted from incentive

Measurements inoperative due to stage configuration

Measurements deleted prior to liftoff

Total active incentive measurements at liftoff

Phase I measurement failures

Phase II measurement failures

Phase I measurement efficiency

Phase II measurement efficiency

Measurement failures not affecting cost plus

incentive fee (CPIF)

A detailed measurement status is presented in table 16-1.

16.2 Instrumentation System Performance

379

12

114

8

2

0

243

2

2

99.2%

99.2%

2

The performance of the instrumentation system was very good throughout both evaluation phases.

Two measurements were classified as phase I failures, and both measurements were classified

as a phase II failures under the CPIF evaluation rules. An additional measurement failure

was noted during phase I, however, it was one of the eight vibration measurements deleted

from the incentive evaluation. One measurement failure occurred during phase II but it had

fulfilled its intended purpose and is not a CPIF failure.

Phase I measurement failures were C2044-401, Temp-ASl Combustion Chamber and D0104-403,

Press-LH2 Press Module Inlet. The measurement failure occurring during phase II was

C0001- 401, Temp-LH2 Turbine Inlet. The non-incentive measurement failure was E0210-401,

Vibration LH2 Turbo-Pump-Lateral.

16-1

Theninemeasurementswhichdeviatedfromexpectedperformancebut providedusableflightinformationandhavebeenclassified asmeasurementanomaliesare:

C0369-406 Temp-LOX-Position"B"

C2043-401 Temp-SkinLH2-ASILine

D0009-401 Press-LOXPumpDischarge

D0066-415 Press-OxidizerSupManfMod2 (APS)

D0084-414 Press-OxidlzerSupManfMod1 (APS)

E0243-401, Vib-ASILOXValve-Radial

M0012-411 Freq-PUStatic Inverter-Converter

M0069-404 Volt-Aft T/MFull ScaleReference

N0055-411 Misc-T/MRFSystRefl Power

Onemeasurement,K0008-401Event-IgnitionDetected,is simulatedutilizing a dummyignitiondetectionprobe. TheONindication is expectedat liftoff andit will remainonuntil theterminationof enginecontrol power. Nocorrelation canbemadeto the actual detectionofengineignition. Themeasurementperformedasexpected.Detailedevaluationsof measurementfailures andanomaliesarepresentedin tables 16-2and16-3respectively.

16.3 Telemetry System Performance

The performance of the pulse code modulation (PCM) system was excellent. All multiplexers were

properly synchronized and their outputs properly interlaced as attested by the reduced data.

16.4 RF System Performance

The RF system performed without any difficulty in the transmission of airborne data to

ground stations located throughout the orbital flight path during the phase I and phase II

evaluation period. Approximately 0.75 sec of data blackout was observed at RO+146.7 sec on

the data from Bermuda. As a result, the exact S-IVB engine start time was not retrievable.

At liftoff, the RF assembly power output was 20.5 W with the RF system VSWR at 1.46:1.

Subsequent data evaluated after phase If, at RO +64,000 sec from Canary Island, indicate the

loss of RF transmitter power on the S-IVB CPI data link. A check of forward battery No. i

voltage indicated 29 vdc and a load current of 6 amp. Nominal loading of forward battery

No. I, without the battery heaters, was 9.5 amp.

16.5 Calibration System

16.5.1 Telemetry

Inflight 270 multiplexer calibrations were evaluated at RO +663 sec, RO +Ii,131 sec and

RO +22,543 sec. The calibration at RO +128 sec indicated average data point dispersions of

±12 bits (60 my) with periodic data points of ±17 bits (85 mv). This was due to the chill-

down pumps being on at this time. At the other calibration times, the chilldown pumps were

off and the data dispersions were within the acceptable bit counts of ±8 bits (approximately

40 my).

%J

16-2

16.5.2 RACS

RACScalibration wasevaluatedat R0-1,464sec. Twomeasurementsshowedminorproblemsandtheyare fully detailedin table 16-3asanomalies.

C0369-406,Temp- LOX- PositionB, indicateda negativeshift in calibration of slightlygreaterthan2 percent.

D0009-401,Press- LOXPumpDischarge,remainedin highRACSuntil prelaunchcheckoutgrouppowerwasturnedoff. Thisproblemdid not presentanydifficulty for flight.

16.6 ElectromaGnetic Compatibility

An electromagnetic compatibility (EMC) review of flight data showed a 2 percent peak-to-

peak noise on measurement M0069-404--Volt-Aft TM Full Scale Ref during chilldown pump

operation. This noise increased to 4 percent after external to internal power transfer.

The noise level on this measurement is caused by coupling from the 56 V power distribution

onto the 5 V signal llne of the aft 5 V excitation module. The increased noise level at

power transfer is caused by a common vehicle structural ground between the chilldown

inverters and the aft 5 V excitation module.

The noise on this reference channel does not adversely affect interpretation of flight data.

The noise occurrence is during chilldown operation and does not coincide with significant

flight events.

16.7 Signal Strength

Approximately 20 percent of the actual RF signal strength plots expected from all tracking

stations have been received and analyzed. Because insufficient data is available, on overall

statement of the degree of acceptability of the system performance cannot be made. Therefore,

particular points of data dropouts are discussed with respect to RF signal strength.

The following data dropouts are the only RF signal strength problems identified to date:

a. The Bermuda tracking station had a 2 sec data loss at R0 +326 sec. Examination of

the received RF signal strength for left hand circular polarization shows a signal

strength drop to -119 dbm which substantiates the data loss. At the same time, the

received RF signal strength at Tel 4 was -45 dbm and at MILA-CIF was -85 dbm and

there was no data loss. It was noted that the Bermuda tracking station antenna

elevation angle was only 4 deg at the time of dropout; therefore, the loss could have

been caused by interference at the tracking station. It was concluded that the data

loss was due to either a low gain portion of the vehicle antenna pattern or problems

at the tracking station. Efforts to isolate and recommend resolutions for the

problem will be continued.

b. The Corpus Christi tracking station had a data loss at R0 +5,810 sec which lasted

less than i sec. Examination of both right and left hand circularly polarized

signal strengths showed a severe drop in RF signal strength at this time. The

16-3

e,

signal strength at the tracking station at Guaymas was approximately -80 dbm

and there was no corresponding data loss, Examination of the preflight predicted

trajectory did not reveal any reason for dropout due to antenna coverage. The

shape of the signal strength versus time plot does not have the general appearance

of losses due to vehicle antenna pattern variations. It is expected that this

data loss is caused by receiving station parameters.

The Corpus Christi tracking station had a data dropout at R0 +11,450 sec which

lasted 167 ms, Examination of the RF signal strength substantiates this because

there was a drop to -109 dbm. The antenna patterns and the preflight predicted

trajectory were examined and there was no apparent reason for the data loss. This

data loss is as yet unresolved and is currently being investigated.

16-4

I,

2.

3.

4.

TABLE 16-1

MEASUREMENT STATUS

Total number measurements listed in IP&CL (ib43558 "AH")

Checkout only measurements

K0141-411 Event-R/S

K0142-411 Event-R/S

K0143-404 Event-Ull

K0144-404 Event-Ull

K0145-404 Event-Ull

K0146-404 Event-Ull

K0147-404 Event-Ull

K0148-404 Event-Ull

K0149-404 Event-Ull

1 Pulse Sensor

2 Pulse Sensor

Rkt 1 Ign Pulse Sensor 1

Rkt I Ign Pulse Sensor 2





Rkt Jettison i P/S

K0150-404 Event-Ull Rkt Jettison 2 P/S

K0168-404 Event-Switch Selector Register Test

K0169-404 Event-EBW Pulse Sensor Off Indication

Landline measdrements

Vibration measurements deleted from incentive

E0209-401 Vibration -








5. Measurements inoperative due

Combustion Chamber Dome-Longitudinal

LH2 Turbo Pump-Lateral

LOX Turbo Pump-Lateral

Main LH2 Valve Tangential

_lain LH2 Valve Radial

LH2 ASI Block Radial

ASI LOX Valve - Radial

ASI LOX Valve - Longitudinal

to stage configuration

K0095-401 Event - Thrust Chamber LH2 Inj Temp OK

K0152-404 Event - Rate Gyro Wheel Speec OK Ind

6. Measurement failure prior to liftoff

7. Total active incentive measurements at liftoff

8. Phase I measurement failures

C2044-401 Temp - ASI Combustion Chamber

D0104-403 Press - LH2 Press Module Inlet

9. Measurement failure occurring during phase II

C0001-401 Temp - LH2 Turbine Inlet

i0. Non-incentive measurement failure

E0210-401 Vibration LH2 Turbo Pump - Lateral

ii. Problem measurements

C0369-406

C2043-401

D0009-401

D0066-415

D0084-414

E0243-401

M0012-411

M0069-404

N0055-411

Temp - LOX, Position B

Temp - Skin, _12 ASI Line

Press - LOX Pump Discharge

Press - Oxidizer Supply Manf, Mod 2 (APS)

Press - Oxidizer Supply Manf, Mod i (APS)

Vib - ASI LOX Valve Rad

Freq - PU Static Inverter-Converter

Volt - Aft T/M Full Scale Ref

Misc - T/M RF Syst Refl Power

379

12

114

8

0

243

2

16-5

TABLE 16-2

MEASUREMENT FAILURES

LAUNCH PHASE

C2044-401 Temp - ASI Combustion Chamber

The measurement indicated a failure at RO +149.1 sec, 2 sec after the

Engine Start Command. The sensor circuit opened causing the channel

to exhibit an off-scale-high condition. The malfunction was probably

caused by high vibration experienced in the ASI vicinity. This

transducer was supplied and installed at the launch site by

Rocketdyne.

D0104-403 Press - LH2 Press Module Inlet

This measurement failed to exhibit valid data subsequent to RO +350 sec.

The unusual pressure decrease after RO +350 sec and the off-scale-low

indication at cutoff cannot be explained fully at the present time.

Trend-type information, however, was recovered during the invalid

period. During orbit, the measurement followed the ullage pressure

behavior as expected. This malfunction is unlike any previously

experienced on these strain gage type pressure sensors.

E0210-410 Vib - LH2 Turbo Pump - Lat

This measurement failed to indicate valid data from liftoff. The

band edge to band edge excursions of the data was experimentally

duplicated in the laboratory when a diode in the inverter circuitry

of the transducer was open circuited. This failure is considered a

random-type failure.

ORBIT PHASE

C0001-401 Temp - LH2 Turbine Inlet

The measurement failed at TO +1,170 sec by indicating an abrupt

off-scale-low response. The malfunction was attributed to a shorted

sensor or open circuiting of the temperature bridge reference resistor

circuitry. Observations during orbit did not indicate recovery from

the malfunction. The sensor was supplied by Rocketdyne with the

J-2 engine. The measurement operated satisfactorily during boost and

S-IVB burn which fulfilled its intended purpose.

16-6

C0369-406

C2043-401

D0009-401

D0066-415

D0084-414

E0243-401

TABLE 16-3 (Sheet i of 2)

MEASUREMENT PROBLEMS

Temp - LOX, Position B

Both high and low preflight RACS levels were slightly over 2 percent low.

Since the RACS levels indicate a linear shift downward, a positive 2 percent

data compensation could be applied to retrieve more accurate information.

Data history indicates that the RACS calibrations for the measurement was

initially low although within the acceptable tolerance of 2 percent.

Temp - Skin LH2 ASI Line

The measurement exhibited invalid data from RO +415 sec to RO +i,000 sec.

Another period of data discrepancy was observed between RO +1,200 and

RO +1,300 sec before the measurement performed as expected for the duration

of the flight. Analysis of the problem during the periods of invalid data

indicate that the sensor-lead Junction of the lead which ties into the

reference resistor of the temperature bridge developed high Junction

resistance. This can be attributed to a low temperature shock of the sensor

installation causing a partial severance of electrical continuity during

cryogenic temperature periods. Such a problem can result in the measurement

being susceptible to vibration during the engine burn period as seen between

RO +415 and RO +590 sec. It can also result in sudden off-scale-low

indications as observed between RO +i_200 and RO +1,300 sec. The transducer

was provided and installed by Rocketdyne at KSC.

Press - LOX Pump Discharge

The data indicated a prelaunch ambient pressure of approximately 80 percent

of its range. It was determined that the high RACS relay was energized

during the preflight RACS checkout and did not drop out on command.

Malfunction analysis disclosed that the channel decoder output gate remained

in the open condition maintaining power to the high RACS relay. Removing

the prelaunch checkout group power at RO +1,160 sec removed power from the

channel decoder which in turn permitted the RACS relay to drop out.

Subsequent normal operation was verified.

Press - Oxidizer Supply Manf, Module 2 (APS)

Press - Oxidizer Supply Manf, Module 1 (APS)

High noise levels were observed during liftoff and maximum q periods.

These potentiometer-type pressure transducers are susceptible to high

mechanical vibrations which are present during liftoff and maximum q periods.

Since the APS is not exercised during the first stage boost period, no loss

of data was incurred.

Vib - ASI LOX Valve, Rad

Unusual low frequency (12 Hz) oscillations were observed during sampling

16-7

M0012-411

M0069-404

N0055-411

TABLE16-3(Sheet2 of 2)MEASUREMENTPROBLEMS

periods between RO +152 and RO +310 sec; data were also lost at this time.

Analysis has isolated the malfunction to the charge amplifier section of the

amplifier unit. This malfunction appears to be a random-type problem since

the transducer system has no history of similar anomalies.

Freq - PU Static Inverter. Converter

The measurement indicated a frequency decrease of 6 Hz from RO +5,450 to

RO +5,840 sec. Since analysis did not reveal any malfunction of the PU

inverter-converter output voltages, it indicated a meas_trement system

malfunction. Two components make up the instrumentation monitoring system--

the frequency standard and the frequency converter. The probabilities of

malfunction is either an increase in frequency of the frequency standard, or

a degradation of the frequency converter output. Investigation is proceeding

to define the problem area.

Volt - Aft T/M Full Scale Ref

The measurement exhibited noise during the operation of the chilldown pumps.

Peak-to-peak noise levels were 1.5 percent on external power and 2.5 percent

on internal power. Since the chilldown pumps are turned off prior to engine

start, no degradation of data occurs during the primary data evaluation

period of engine burn. The problem is due to coupling between the 5 V

line and the 56 V power distribution lines and a common vehicle structural

ground between the chilldown inverters and the aft 5 V module.

During the second revolution over Carnarvon, RO +8,700 to RO +9,400 sec,

the measurement indicated approximately 1.5 percent lower than the nominal

level of 5 vdc. Since the aft 5 V module 5 vdc remained stable, an

instrumentation anomaly is suspected and investigation into the problem is

being continued. Subsequent data show that the voltage recovered to its

nominal value of 5 vdc.

Misc- T/M RF System Refl Power

The measurement exhibited several variations of reflected power during

launch and orbital phases. These changes of power were not believed to

be actual shift in levels. As on previous stages, changes in reflected

power levels were observed for no apparent reason. The RF antenna system

is a passive system, therefore, changes in reflected power would be

mechanically induced. Mechanical integrity has been proven on previous

stages; however, the detectors are still under scrutiny.

16-8

SECTION 17

ELECTRICAL SYSTEM

17. ELECTRICAL SYSTEM

The electrical control system and electrical power system performed satisfactorily

throughout the launch (phase I) and orbital (phase II) phases of flight.

17.1 Electrical Control System

The operational integrity of the stage electrical control system is verified in the sequence

of events of this evaluation. All responses to switch selector commands were satisfactory.

17.1.1 J-2 En$ine Control System

All J-2 engine event measurements verified that the engine control system had responded

properly to the Engine Start and Cutoff Commands. Engine start was initiated at

RO +147.008 sec with engine velocity cutoff initiated at RO +616.757 sec, resulting in a

total engine burntime of 469.749 sec. The telemetry event measurements which describe

engine performance occurred in the proper sequential order and within the specified

incremental times.

17.1.2 Control Pressure Switches

A review of the event and pressure measurements verified that each control pressure switch

functioned properly during flight. The LOX orbital coast vent low pressure switch was

installed but was not made operational for flight. No data is available to evaluate its

performance.

17.1.3 APS Electrical Control System

A review of the APS feed valve and chamber pressure data verified that the APS electrical

control system performed as expected during flight.

17.1.4 Chilldown Shutoff Valves

The LOX and LH2 chilldown shutoff valves which are normally open valves operated properly

as indicated by the chilldown flow measurements.

17.1.5 Vent Valves

The vent valve measurements indicate that the LOX and LH2 vent valves responded to their

respective commands during flight and operated properly.

17.1.6 Fill and Drain Valves

The LOX and LH2 fill and drain valves were commanded close through the umbilical prior to

liftoff and remained closed through flight.

17.2 Electrical Power System

The electrical power system performed satisfactorily throughout flight.

17.2.1 Flight Batteries

All batteries performed within the expected limits as verified from the load profiles and

temperature data shown in figures 17-1 through 17-8.

17.2.2 Chilldown Inverter

_lere were no direct measurements to verify the electrical parameters of the chilldown

inverters. However, the acceptable performance of the chilldown pumps verified their

operation.

17.2.3 5-Volt Excitation Modules

All three 5 vdc excitation modules performed satisfactorily during flight. See table 17.1

for the performance values.

17.2.4 Static Inverter-Converter

The static inverter-converter operated within design limits throughout the flight.

Measurement M0012-411, Freq-Static Inverter-Converter, exhibited a shift in frequency from

401Hz at RO +5,540 sec to 395 Hz at RO +5,840 sec. After a study of the problem, it was

resolved that the apparent degradation of the frequency measurement is an instrumentation

anomaly. The converter frequency is determined by the regulated 21 vdc, measurement

M0023-411, therefore, it would reflect the frequency change. A change in measurement

M0023-411 was not noted over the period of anomaly. See table 17-I for the static inverter-

converter performance values.

17.3 Exploding Bridgewire System

The exploding bridgewire (EBW) system charged, fired, and jettisoned the ullage rockets as

expected. EBW ullage rocket firing units were charged at RO +140.8 sec and ignited at

RO +144.5 sec. EBW ullage rocket jettison firing units were charged at RO +153.6 sec and

fired at RO +156.7 sec.

EBW system.

Measurement No.

M0032-416

M0033-416

M0034-417

The following measurements describe the performance of the

Measurement Nomenclature Acceptable Range Actual Value

Volt - F/U 1 EBW Ullage 4.2 ±0.3 vdc 4.29 vdc

Rocket 1


Rocket I


Rocket 2

V

V

17-2

Measurement No. Measurement Nomenclature Acceptable Range Actual Value

v

M0035-417

M0036-418

M0037-418

M0038-404

M0039-404

Volt - F/U 2 EBW Ullage

Rocket 2

Volt - F/U i EBW Ullage

Rocket 3


Rocket 3


Rocket Jettison


Rocket Jettison

4.2 ±0.3 vdc

4.2 ±0.3 vdc

4.2 +0.3 vdc

4.2 +0.3 vdc

4.2 -+0.3 vdc

4.35 vdc

4.22 vdc

4.25 vdc

4.13 vdc

4.27 vde

TABLE 17-I

FIVE-VOLT EXCITATION MODULES PERFORMANCE

MEASUREMENT NO.

M0024-411

M0068-411

M0025-404

M0001-411

M0004-411

M0012-411

M0023-411

MEASUREMENT NOMENCLATURE

Volt - 5 Volt Excitation Mod Fwd.

Volt - 5 Volt Excitation Mod Fwd 2

Volt - 5 Volt Excitation Mod Aft

Volt - Static Inverter-Converter


5 Volts DC

Freq - Static Inverter-Converter


21 Volts DC

*Attributed to measurement anomaly.

ACCEPTABLE RANGE

5.000 ±0.025 vdc

5.000 +0.025 vdc

5.000 +0.025 vdc

115.00 +3.45 vrms

4.9 ±0.1 vdc

400 +6 Hg

+1.5 vdc21.0 -i .0

ACTUAL VALUES

MINIMUM

5.016 vdc

5.009 vdc

5.023 vdc

115 vrms

4.950 vdc

395 H *Z

21.9 vdc

MAXIMUM

5.017 vdc

5.010 vdc

5.023 vdc

115 vrms

4.982 vdc

401 Hg

22.1 vdc

17-3

151 ....

5r_

v

ov

,,=,

31

3O

2g

28

27

570

560

550

540

530_-50

l

I NT!ERNAZ ""

I

iI

E I1 I

it! i!

II!

t' i Ii _'°_16 I

_ r lII i _f

!if i i

i I I

L ! , _.

I !I ' iI

__l_J......i ,,, Ii i, i I,

C0102 UNIT 1} CO2]! UNIT 2 ------

! I _ I,.... ! i 1

I2_- 1-- ---_-_----4 _ J-- _ ....

' I

I ] '0 100 2O0

ir

! L__300 400

!I

,I

I ,

!

till[_---_ !'i ,J

1ii r! 1 L

500

II 1 j! I ,_;qbI i I

[t

i

i 1 j600 703

TIME FROMRANGEZERO (SEC)

Figure 17-1. Forward Battery No. l - Launch Phase

!l I i II I .,i i

I I

PU MIXTURE RATIO 5.5 ON...... I I

! ' ,I PU MIXTUREI

l I I i IRANGE SAFETY SYSTEM 2_-

l !_ '-m OFF/• _-_-', i _,I

RATIO 4.5 OFF-[I i

I I iI ...... L.., '_"i

I I

I I

TRANSFER tO J

INTERNAL . ..... i

JiI

,, . ___d

.!i

I ii ....

i------4--

-50 0 iO0 200

If f

..I ii I! I ,

____I,.____:_---_-i--'_'-

' i J.ELI300 400 500 600 700


Figure 17-2. Forward Battery No. 2 - Launch Phase

17-4

3o j,_oo211 i I I I iI I FTYPICAL< 2o--CHARGEEB,_AND_--,'--FSPARKSOFF _--APSEBW RESET _ CYCLE

0 --I'-'_'.-'-_"_------,._'_-'''i

31i--L_i_ I ._ I I I I I I I io, i -__, I I _LH2 TANK PRESSURIZATIu:_:

> 3o_ - i ' i--\--C_:_TROLSWITCHDiSA_LE-_oi I 1E,_,_._E___II I I \! t I LF"_" STA_T--_I'_'-,L_I L___.j_L_____ i i i-'281 I I ',i ,I.... 3 .... L__.I___I.!,_ I I II I HEAT EXCHANGE VALVE CYCLING

27 L _ I. I I I I I

i I_I, ENGINE CUTGFF

I i II\ .,,.r-z.i-VENT_NG i

Ii i

.I J

55°i tco_,o41 i I Il i I I I

__ 540

530 _ .J-50 0 I00 200 300 400 500

I ....Ill600 700

TIME FROMRANGEZERO (SEC)

Figure 17-3. Aft Battery No. 1 - Launch Phase

=v M002275 ¸

50

25_(_}

q J

j,_1,"_-_L'TRANSFER l

I I _ i I I.-,,---LOXAND LH2 CHILLDOWNPUMPOFF I

I I I I I 1 I

i I I IAUXILIIARYHYDRAULIcPmCPI I i64 MOo15

56_ -: \_s21

C010558G

ov

I-.

w

I II- I

-PITCH I, YAW MOTION

I I .....

II

ti_m

!

57O

56C

550

540-50

I

I

0 50 1O0 150

I,[_

I IPl-

II

L !,J.l200 250 300 350 400 450 500 550 600 650 700 750

TIME FROMRANGE ZERO (SEC)

Figure 17-4. Aft Battery No. 2 - Launch Phase

17-5

301

20 i MO019'I

IF'10 I

_ oj -,r,

--BATTERY HEATER T_-- LCYCLING

' ' I Il

550!' C0!02' UNIT

!C0211 UNIT m! I

540! --.._-J- ;

•- i I I_ j530t I

1 2 4

---- DATA

___ 110 DATA

l i i,L I iLI/

5 6 7 8 9 I0 II 12


--LIi

I

i

,]-__

13 14 i5 15

Figure 17-5, Forward Battery No. 1 - Orbit

V

• MOO2___9O ,_____._ __ , ,

:iI ii!U NV-RTER ND !

'_P--_Z/----b--_----i- ----fic:'-_ .... _i ,I ;<i t _ 1 ! ! I

oL !_t.... J..... :..... L___J ! i....... J..... _32 M1918

-' ' ' J i I , _ _ I t .... I. 1i [ I l i ' '£ "_fi_T .... !---k , --, ! --J ......... J.

' rt_'-Y ....... !-- t: i I t I i

1 t ' I'- f i : " , tI j.

'- 24......... I 1 _1COLD3

I/iy , _IiI3 4

5GO

N550

tH= 54o

53O0 1

ii J

i-.i ..........,' 'I ' I I JI i_J' I i i iI ,, i,, !

I

I'6 7

/-

1 I

-1 t9 lO 11 12

,I,,

2 8 13 14 15 16

_- _DATA

.... NO DATATIME FROM RANGE ZERO (I000 SEC)

Figure 17-6. Forward Battery No. 2 - Orbit

17-6

z

30

2O

I0

0

31

w 29,,::I:I--

28

MOO11 I (_)'LH2 TANK VENITCYCLE I

I o _t_ DUH2pIPUMP PIURGE C(CLE I/

HEAT R CYC -\--_ VALVES OPEN_----_J--

\_ I'_.... . __r-] __i -b- - J.-,.:J__!.......

NO0141

3o t_"_ t ii-I i

[27

560

o

550

I.-.-

:_ 54.o

' !C0104I

I

--/

---- HEATER

_2_'_

.... L..... _-<

I

J

I I___I -L

L--L,_TANK!_VENT CYCLE_

ill

530 _1 2 3 4

I

r I

lq5 6 7

I i I t

r_COLD HELIUM VALVES CLOSE! /t 1 I I

J L t_4----_---C--

-_ LOX LU;; !113-J-"L,II_'--' ' ' 'OMeLeT'UI 1

--k_---FFLH2 !ENT CLOSE i I 1

,ri_ i8 9 I0 ii 12 13

III

!,<___iII

!

I

14 15 16

TIME FROM RANGE ZERO (1000 SEC)

Figure 17-7. Aft Battery No. 1 - Orbit

i , i I I I -AUXILIARY _ I i

5ob_L--J- L__/_ HYDRAULI C--!--J- !! l l _/ PUMPCYCLE-_I I

_,____l_____U_!___t_t__[i ! '! -to__L_I_I__L!LLLj__I__

<d>

59O:colo_isso__L I

<_ -_i I570 I --.._ I

5_,o'.---- i i II i

_o I I1 2 4

_F,°__L_.] i -I I 1 i62! i --r---7-!F-y---7--! c----r---!---I

_L._, ._J_J I-- II

I _--,--k....I--

! t,I'_t

l-- i

t-- ' iDATANO DATA

"'_ i

i/ ! , 'b._ ii , _L_,_I ._1__._t ....5 6 7 8 9 10 II 12 ]3 ]4 ! 1

TIME FROMRANGEZERO (I000 SEC)

Figure 17-8. Aft Battery No. 2 - Orbit

17-7

SECTION 18

RANGE SAFETY SYSTEM

"v

18. RANGE SAFETY SYSTEM

The range safety system was not required for propellant dispersion during flight. All

indications showed that it operated properly and would have satisfactorily terminated an

erratic flight.

18.1 Controllers

The controllers are designed to distribute command signals for engine cutoff, exploding

bridgewire (EBW) charge and fire, and to distribute power to the range safety components.

Performance was satisfactory throughout range safety operation.

18.2 Firing Units Monitors

The following measurements indicate that the firing units were not charged throughout

flight.

M0030-411 Volt - F/U 1EBW Range Safety

M0031-411 Volt - F/U 2 EBW Range Safety

18.3 Receivers Signal Strength

An RF carrier was received by the stage until the range safety system was safed at

approximately RO +670.5 sec. Range safety receiver I low level signal strength was 3.75 V

and range safety receiver 2 low level signal strength was 3.72 V. A momentary signal

strength dropout of 2 sec was observed at RO +121 sec due to range safety command control

transfer difficulties.

k_Y

18-i

IIIII SECTION 19

FLIGHT CONTROL

19. FLIGHT CONTROL

The thrust vector control system provided satisfactory control in the pitch and yaw planes

during powered flight. The auxiliary propulsion system (APS) provided satisfactory roll

control during powered flight and satisfactory pitch, yaw, and roll control during orbital

coast.

19.1 Powered Flight

The attitude and control system response to guidance commands for the pitch, yaw, and roll

axes are presented in figure 19-1, 19-2, and 19-3, respectively. Significant events related

to control system operations are indicated on each figure.

As experienced on previous flights, a steady-state roll torque (approximately 15.7 ft ibf

clockwise looking forward) required roll control APS firing throughout powered flight.

This roll torque is considerably less than the maximum steady-state roll torque previously

experienced (AS-502 40 ft ibf).

Thrust vector misalignment was +0.55 deg and -0.41 deg in pitch and yaw, respectively (using

actuator position convention).

Sinusoidal variations were detected on both hydraulic actuators throughout powered flight.

The variations were approximately 0.05 deg peak-to-peak amplitude with a frequency of

0.4 Hz. The frequency corresponds closely with the telemetered LH2 slosh frequency and,

therefore, it is assumed that the LH2 slosh mass was the driving force. Similar actuator

oscillations have been evidenced on previous Saturn flights. Maximum actuator oscillations

observed to date were 0.i deg peak-to-peak between 0.4 and 0.8 Hz on AS-201. The frequencies

corresponded closely with LH2 slosh frequencies. The propellant sloshing did not have a sig-

nificant effect on the control system operation.

A sudden shift in the pitch and yaw actuator positions and attitude errors was noted follow-

ing the programmed engine mixture ratio (_R) shift at approximately RO +456 sec. The shift

in actuator position appears to have been caused by the relaxation of the thrust structure

following PU cutback which resulted in a decrease in thrust of approximately 51,000 ibf. The

thrust structure relaxation required the extension of both actuators to reposition the thrust

vector through the center of gravity and a shift in attitude errors was required to keep the

actuators in the new trim position. This noted shift in the actuator positions and attitude

errors at the time of PU cutback was more abrupt than on previous flights. This is attri-

buted to the rapid change in thrust and acceleration (less than 2 sec) resulting from the

programmed EMR shift on AS-205 as opposed to a much slower change in thrust and acceleration

experienced on previous flights which employed closed loop PU system operation.

Maximum values of attitude errors, angular rates, and actuator position are summarized for

significant events during powered flight in table 19-1.

Propellant sloshing was observed on data obtained from the LH2 and LOS PU sensors. The pro-

pellant slosh amplitudes and frequencies were comparable to that experienced on previous

flights and did not have an appreciable effect on the control system.

The LH2 slosh amplitudes and frequencies experienced during powered flight are shown in

figure 19-4. The maximum LH2 slosh amplitude indicated at the PU sensor was 9.37 in.

19-1

zero-to-peak(correctedfor probeattenuation). TheLH2sloshfrequencycorrelatedwellwith thepredictedLH2first modesloshfrequency.PreviousSaturnIB flights haveexibitedanLH2sloshfrequencynearthe first modefrequency.

TheLOXsloshamplitudesandfrequenciesduringS-IVBpoweredflight areshowninfigure 19-5. ThemaximumLOXsloshamplitudeobservedat the PUsensorwas0.25in.zero-to-peak.TheLOXslosh frequencycorrelatedwith the predictedL0Xfirst modesloshfrequencywith the exceptionof the timeinterval betweenR0+300andRO+350secwhenLOXsloshingappearedto bedrivenby theLH2sloshingat theLH2first modefrequency.

19.2 Attitude Control During Orbital Coast

Following S-IVB cutoff and configuration to coast control mode, normal programmed pitch and

yaw maneuvers were executed (TB4 +20 sec) to align the stage with the local horizontal and

establish the desired yaw attitude, respectively. Disturbances were noted during the 30 sec.

propulsion LOX vent occurring at TB4 +30.2 sec. Attitude control during the interval

appeared normal. The control system response to guidance commands and stage disturbances

during the interval are shown for the pitch, yaw, and roll axes in figures 19-6, 19-7, and

19-8, respectively.

Attitude control during the L0X dump (RO +5,669 to RO +6,390 sec) appeared normal. Pitch,

yaw, and roll control system parameters and associated APS engine firing during this interval

are shown in figures 19-9, 19-10, and 19-11, respectively. Thrust vector misalignments

during dump were:

Pitch Yaw

0.34 deg 0.65 deg (RO +5,669 to RO +5,750 sec liquid dump)

0.15 deg -0.41 deg (RO +5,750 to RO +6,100 sec gaseous dump)

Manual control of the S-IVB was initiated at approximately RO +9,050 sec. During a 3 min

control interface exercise, the crew performed various pitch, yaw, and roll maneuvers.

Control system commands and corresponding vehicle responses including APS engine firings

during manual control of the S-IVB are shown in figures 19-12, 19-13, and 19-14 for the

pitch, yaw, and roll axes, respectively. The vehicle command and response during manual

control correlated well with the scheduled timellne and expected vehicle response. The

actual APS propellant usage during manual control (5.6 Ibm module 1 and 5.7 Ibm module 2)

correlates closely with the predicted usage of 5.2 ibm per module.

Attitude control during spacecraft separation appeared normal. The control system response

in the pitch, yaw, and roll axes during this interval are shown in figures 19-15, 19-16, and

19-17, respectively.

APS propellant requirements for attitude control during this mission correlated closely with

the nominal predicted propellant requirements. A comparison of actual and predicted APS

propellant usage for attitude control is shown in figures 19-18 and 19-19 for modules 1

and 2 respectively. Some deviation between the actual and nominal predicted usage was

noted for module 2 during the LOX dump. Slightly less APS propellant was required than

predicted from the module. This is attributed primarily to a difference in the actual

thrust misalignment and that used to determine the mean predicted usage.EL I

v

19-2

A summaryof APSimpulserequirementsfor attitude control duringsignificant eventsispresentedin table 19-2. APSpropellantdepletionoccurredbetweenRedstonerevolutioni0(15hr 56minG.E.T.)andCanaryIslandrevolutionii (16hr 29minG.E.T.). Availablecontrol systemdata indicatedthat APSfiring frequencyincreasedoverRedstone,revolu-tion i0. It wasreportedthat IU batteries werenearmarginalvaluesfor the ST-124M-3stable platformstability loopwhichis theprobablecausefor the increasedfrequencyofcommandsto fire APSengines. CanaryIsland, revolutionIi, datashowedall attitudeerrors increasingtowardmaximumnegativevaluesandAPSpropellantdepleted. It wasreportedthat the IUbattery that supplieslaunchvehicledigital computernegativebiasvoltagehaddroppedbelowthe requiredvoltage; therefore, the attitude errorsbeingsentto the control systemwereerroneous.Thereis insufficient data to determinethe exactreasonandtimeof lossof attitude control. APSpropellantdepletionoccurredonAS-204at approximatelyi0 hr G.E.T. Theextendedcontrol systemlifetime of AS-205overAS-204is attributed primarily to a higherAS-205orbit resulting in loweraerodynamicdisturbancesthanAS-204.

19-3

E-_

C_

o

Hi%Q

i

%t3

[-_

!

o',M,---t O

MZ

_4

r...)H

b-4

O

u3M

H

Z

ZO

<9 <_9

o Z

<

o

_o_

Z0

(..D

_Z

Z_-4 o

}-4o9

, M

Z

09

b-I

<

c; _ c;+ , +

+ , +

+ , +

+ , +

+ , +

o

4_<

u_ o o

o o oI

o o

!

09 0 0

I

!

o-_ o o

+ +

o4 u_

o d o

cJ o _J

o9 _ o9

bO O8 O0

_J

,mo ,-_

•r_ o_ o

b8

b8 t,O

0

0

0 0

_J0

0

o_m

o

V

19 -4

TABLE19-2APSI_ULSESUMMARY

EVENT

Poweredflight:separation,guidanceinitiation andullagerkt jettison RO+145toRO+210sec

Limit cycleoperationsfor remainingburntimeRO+210to RO+617sec

Initial recoveryfollow-ing J-2 cutoff: 617to636(includesLH2venting)

_lignmentto localhorizontal followingJ-2 cutoff 636to 678sec(includesLOXandLH2venting)

LOXmainenginedump5,669to 6,390sec

Manualsteeringcontrol9,050to 9,240sec

Initiate neg20degpitchmaneuver9,840to 10,270

S-IVB/CSMseparation10,500to 10,515sec

Initiate maneuvertoalign vehicle retrogradewith local horizontal11,816to 11,840sec

UNITS

ibf-sec

ibf-sec

Ibf-sec

Ibf-sec

ibf-sec

ibf-sec

ibf-sec

ibf-sec

ibf-sec

MODULE1

]39.4

251.5

0.0

391.6

560.8

1,839.5

22.2

208.9

144.1

MODULE2

APSENGINEIIV Ip Iii IIIIi IIIp IIIIv

(i) (2) (3) (4) (5) (6)

150.3 51.1 0.0 88.3 59.4 0.0 90.9

274.5 0.0 0.0 251.5 0.0 0.0 274.5

21.8 0.0 0.0 0.0 19.7 0.0 2.07

162.0 40.2 252.7 98.7 70.3 5.7 86

264.0 209.9 289.8 61.1 62.9 0.0 201.1

1,511.2 487.4 838.6 513.5 463.8 612.8 434.6

255.3 15.5 0.0 6.7 0.0 239.8 15.5

199.3 84.7 41.7 82.5 101.5 0.0 97.8

299.2

68.3 0 75.8 63. 170.0

65.3

19 -5

_" -40

z r"-, 0< _z -60

z r'-,, :z,

_ _ -80O

_- _ _ -100

_ -i20

W _c_- 2I-- kd

F.-- O

S-IB/S-IVB SEPARATION, S-IVB ENGINE START,S_7 FLIGHT CONTROL COMPUTER BURN MODE ON

S_71NITIATE ITERATIVE GUIDANCE MODE

INITIATE ARTIFICIAL TAU MODEINITIATE CHI TILDE GUIDANCE

INITIATE CHI FREEZE

V S-IVB ENGINE CUTOFF, FLIGHT CONTROL COMPUTER BURN MODE OFF

COMMAND (×y)

AT:ITUDE

_7

(ey)

o

j _z_

"1- c,3{..._ LLI :_,I--- I.-- ..U

klA _

OF--

N_

2

0

-2

I

.A I L

, #_0 -

-1120 170 220 270 320 370 420 470 520 570 620

RANGE TIME, SECONDS

I , I , I _1 I I _1

Figure 19-I. Pitch Attitude Control - Powered Flight

19 -6

\ f

r_0I--

I--

S-IB/S-IVB SEPARATION, S-IVB ENGINE START,FLIGHT CONTROLCOMPUTERBURN MODEON

INITIATE ITERATIVE GUIDANCE MODE

INITIATE ARTIFICIAL TAU MODEINITIATE CHI TILDE GUIDANCE

INITIATE CHI FREEZES-IVB ENGINE CUTOFF, FLIGHT CONTROLCOMPUTERBURN MODEOFF

--COMMAND (×z)i_If--- ' _/._ ATTITUDE (Oz),

VV

170 220 270 320 370 420 470 520 570 620

RANGE TIME, SECONDS

VV , , , , ,._V, , , _,

Figure 19-2. Yaw Attitude Control - Powered Flight

19 -7

_7 S-IB/S-IVB SEPARATION, S-IVB ENGINE START,FLIGHT CONTROLCOMPUTERBURN MODEON

_;7 INITIATE ITERATIVE GUIDANCE MODE

V INITIATE ARTIFICIAL TAU MODE

_71NITIATE CHI TILDE GUIDANCE

V INITIATE CHI FREEZE

-IVB ENGINE CUTOFF, FLIGHT CONTROLCOMPUTERBURN MODEOFF

PF

13=

Z _ _.j LL

vCD

Zr_ C_ _

_--F-xO

0 I._ !_!_ .--I

_ LUW-J C_)_.Jo_,_

0

-..1

2

I

0

-I

-2

-\1

I I

____ATTITUDE (ex)

_--COMMAND (x x)

,-, ovO

taJ -.1

2

A

-2

J

ILl

MO t__

N

_- Ip

u_ ii_ I_ IIIii

,z IIIp

_ IIIIv

2

0 ---:,Jl,. .i_,,,,_ ,,,._

_2 ¸

3 2IIV _ I II

_t-l#''_ , ,_ I1

II IHlllll

I_ • _ _1 r'_

I IIIIJS_LLIIIIIIII 1111 III I I11.11 I11.

!-- I I

I II II Iii1111 11 tl 111 I111 I1 1 I II III I 111

120 170 220 270 320 370 420 470 520 570 620

RA;IGETI[IE, SECONDS

,VV , , , V v_oo:oo:oo oo:o_:_oI oo:o_:_o1 oo:o,:oot oo:o_:_o'i _'.... I Y

00:10:2000:02:50 00:04:30 00:06:10 00:07:50 00:09:30

RANGETIME, HOURS:MINUTES:SECONDS

Figure 19-3. Roll Attitude Control - Powered Flight

19 -8

v

w

Q ,,,

q. o.

D

i< ()

° 4l,ii

I,

Jf

0

-D Q

O

OO

O0 _0 _'-

0 0 0 0

0 0

(ZH) ADN3Ab3_3 HS07S ZH7

('NI) 3QNillJHV0

0

_V3d 01 OM3Z (WD) 30A117dWV(MOSN3S Ad) 3QnLIqaWV HS07S ZH7

°i--

I..i_

"0G.I

0

I

o'I0

o9

N--i-

4i

C_l-I

.r-I,

19-9

)

C)

/

C)

C)

.3

E)

C)

i,i

H

L_Jr_r_

r-- 0 0 0 C)

(ZH) A3N3nb3wJ HSOIS XO7

0

('NI) 3QALIldNV

j o

f

0 _ 00 _ _ o_1

r-- 0 0 0

0

(NO) 3QA/IlaWV 7V3d OL O_3Z

3QN±IqdNV HSOIS XO1

CD0_D

00LO

00

oo0_

000J

00

0

cO

Z0

L,-I

La-I

C12

,r,-

Ix_

(IJ

(I)

0

I

c-"

0

0

LO!

O_

i,

V

19-10

-I0

P_o '-'_ -125

u x

,_ _ " -135

_- -1454

I-,,, 2_-4 r-_ Wi-- -___ _

_ r_ Z0

-_- _ G_ 0

-2

_ 0 5ioe" _ O_ °

--,I m

z 0.0<N oz-r"

_N m_ _ -0.5O-_v

I IV

,,, Ipz co

_z Iz_ IILU e_

,--, IIIii(./-)I,

< III P

IIIIv

INITIATE CHI FREEZE

S-IVB ENGINE CUTOFF COMMAND,LH2 TANK VENT OPEN COMMAND

FLIGHT CONTROL COMPUTERBURN MODE OFF

5 _'__ COM AND (Xy)

5 I ........--ATTITUDE

S_71NITIATE MANEUVER TOLOCAL HORIZONTAL

7LOX TANK VENT OPEN COMMAND

LOX TANK VENT CLOSED

(ey)

t

..r

3011

I 71 III

1311

II I IIIII

600 650

I 21 I 21 I I I I

21 I I2

/ III

7OO

.I I I I

750 800 850 900 950 1000 1050

RANGE TIME, (SEC)

I I I I I I I

Figure 19-6. Pitch Attitude Control - S-IVB Alignment with Local Horizontal

19-11

z ry

___ w

r-_ w Goz r_ o

_- w GOCD _ _

•_ wx

}---r-

"-_ 1,1 tY_- r__--_ _ W

I-- GoI-- rr" C)_ C) z

"_ c_ el3

o_

c__ -r-

_:C GO _-4__ _ r_""-_ C._c__ w Wz r'_ GO

z

,=:_ I.- GO

>_ _ --,_J

1,1z Go

zz

(._ I..L.

S_jTINITIATE CHI FREEZE

v S-IVB ENGINE CUTOFF COMMAND,LH2 TANK VENT OPEN COMMAND

V FLIGHT CONTROL COMPUTERBURN MODE OFF

1NITIATE MANEUVER TOLOCAL HORIZONTAL

S_TLox TANK VENT OPEN COMMAND

S_7LOX TANK VENT CLOSED

5.0

4.0

3.0

2.0

I.

2.0

0

-2.0

I I

ATTITUDE ( Oz)--I I

_/_COMMAND (x z)

._z___.

-3 .C

0.5

0.0

-0.5

IIV

Ip

Ill

IIIii

I!Ip

IIIIv

301112

I 71 lllt

13m

I ,11

I I mill600 650 700

J_ll 21 1 I i I I

21 I I

I

II I i I I750 800 850 900 950 I000 I050

RANGE TIME (SEC)

I I I I I I I I

Figure 19-7. Yaw Attitude Control - S-IVB Alignment with Local Horizontal

19-12

\ • S_71NITIATE CHI FREEZE

S_TS-IVB ENGINE CUTOFF CONI_AND,LH2 TANK VENT OPEN COMMAND

FLIGHT CONTROL COMPUTERBURN MODE OFF

1.2

:3=

=_=_ 0.8Z t-_ -J'=_Z_ r_ C._

_N_N 0.4_o_ _ -J01_.. LL

-<_ 0.0

0 v

_ -0.4

LLI _

I"- _

I'-- v 0 I.LI--- _j

0=7

0 ILl

0v _j

l/J

V1.5

0.5

-0.5

-1.5

_ o.5_._m

_ _ 0.0.-J_ Z

_<" _-0.50

IIV

,,, Ip

_ II_ Z,,, _ III

_" II_- " III< P

IIIIv

1211

30112

I 71 III

131

--I ]--I I illl I I

;00 650 700

--COMMAND (Xx)

V

21

21

x_71NITIATE rIANEUVERTO LOCAL HORIZONTAL

S_TLOX TANK VENT OPEN COM_ND

S_TLox TANK VENT CLOSED

) /I

J

I I ...... I i

I I

I I I I I

750 800 850 900 950 1000 1050

RANGE TIME (SEC)

I i I I I I l

t

Figure 19-8. Roll Attitude Control - S-IVB Alignment with Local Horizontal

19-13

7 NITIATE LOX DUMP

/ TERMINATE LOX DUMP

-80 --

_ -I00

_'_ -120-- ----

_ _-_ -14o-

-160

COMMAND (Xy) j

I.ATTITUDE (@y) , !

III

5 =

i--- v _,. I

_o 10

:N -1_ _.J

12L

-5

1.J

uJ_ 0.5_muj

_N_ ° 0.o

__R -o.5

.C

llv

Ipz

_ III

IIIii

<_ lllp

IIIIV5500

___ I tl

_lli ._] I!

61 __Ull

I Ill l I I5600 5700 5800

I01:31:40

ql : 33:20

01:35:00

[1. iL

•ML _L

.............L........... L____I

_Ll.l _[J____ J I L_i.]__I.

!1 II A I I II 1 II 1

II III II I I I I

5900 6000 6100

RANGE TIME, SECONDS

I I I01:38:20 01:41:40

01:36:40 01:40:00

I III I

6200 6300 6400 6500

I I .... _ i01:45:00 01:48:20

01:43:20 01:46:40

RANGE TIME, HOURS:MINUTES:SECONDS

Figure 19-9. Pitch Attitude Control - LOX Dump

19-14

S_71NITIATELOXDUMPV TERMINATELOXDUMP

_C-)Z

@.=

3 --"_._

/\\

\

I

__ _COMMAND (Xz)

5

F--,- 3

I.LI r_

I--.- _

>- --I -3C_-

-5

].0"1-

_ o.5

_ -_._ o.o

_m -0.5

c:C ca_>- -._ -1.0

(2")

Z

rY

U-

IIV

Ip

Iii

IIIii

flip

IIIIv5500

I01:31:40

01:33:20

41!t! U IJ[l[ J_ I I I ] LL_ I I

I |llill II III I I I I I I I III I5600 5700 5800 5900 6000 6100 6200 6300 6400 6500

RANGE TIME, SECONDS

01:35:00 01:38:20 01:41:40 01:45:00 01:48:2001:36:40 01:40:00 01:43:20 01:46:40


t :

Figure 19-10. Yaw Attitude Control - LOX Dump

19-15

INITIATE LOX DUMP

_7TERMINATE LOX DUMP

z

0

- _ATTITUDE (eX_

(×x )

//

o /\v 'V\ : "

,A

"fl

5

L_

_gd_

CJ L'_-J ._ CDC}..Ov ..-.I -3

-5

_I.0

_ 0.5_-._ 0.o "_ "_'_

<_N -0.5--_ _oo _'-1.0e_

-_ ,,L,/,.. _-.._..,..__

(__z

HLL

(.r}

IIV

Ip

I II _.....

IIIii i

lllpi

IIIIv

55OO

4ml tt II iii II I I

lllll JU _.IIi I II I I J _17II6

• .III

]i

I rail II II ,ill I _ I I5600

' I01:31:4001:33:20

1 I I1 I1 1 I

I II I II __1._

I I I III I5700 5800 5900 6000 6100 6200 6300 6400 6500

RANGE TIME, SECONDS

V, , , , , , , _i ,01:35:00 I 01:38:20 I 01:41:40 l 01:45:00 I 01:48:20

01 : 36:40 01:40:00 01:43:20 01:46:40


V

Figure 19-11. Roll Attitude Control - LOX Dump

19-16

(3_

(..)_-. UJ

':Cv_

_oF_h

-r':C

0

W

F--

,,=,_

-Jc_

_u3,,I oa z

-r

(3Lr_ V

Z

_D

Z1,1

8O

6O

4O

20

0

_7ASTRONAUT MANUAL TAKEOVER

S_7BEGIN PITCH MANEUVER

_7BEGIN ROLL MANEUVER

_7BEGIN YAW MANEUVER

I I

_ FATTITUDE (Oy)

_COMMAND (Xy)

-4

1

J I

-lJ

III!

IIIii -

IIIp

IIIIv

8730

I

I

I8780 883O

,-2 912 /

- ' '_ " t..22.... ILL__ IIi _

+ +

8880

I ' r02:25:30 02:27:1002: 26:20 02: 28:O0

8_3o 8g_o _030_080_1309180 +230RAN+ETIME,SECO,OS

, , ,V,_ ,V _702:28:50 l 02:30:30 J 02:32:10 J 02:33:50

02: 29:40 02:31:20 02:33:00


Figure 19-12. Pitch Attitude Control - Manual Control

19-17

I

_z

I..-

eyz

F-..v

c:_ c2J

2O

10

ASTRONAUTMANUALTAKEOVER

V BEGIN PITCH MANEUVER

V BEGIN ROLL MANEUVER

_7 BEGIN YAWMANEUVER

........I/--COMMAND (×Z)

-- LA!TITUDE (eZ)

-IT

II W I

V

Iiv__ - I-i .... _ 221 I 2 _ 6I

[ p ] L ] i I 2 f I I f I L]

.... 2 2 2 4 'Ill __ III I 1 _t_

lllp ....... _ _I _ IIIIIv , _ _

8730 8780 8830 8880 8930 8980 9030 9080 9130 9180 9230

RANGETIME, SECONDS

02:2_-30 f 02:27.-10 t 02:28:5o I 02:3o:3o I 02-32..10 I 02:33:_002:26:20 02;28:00 02:29:40 02:31:20 02:33:00

RANGETIME, HOURS:MINUTES:SECONDS

v

Figure 19-13. Yaw Attitude Control - Manual Control

19-18

_L_l---X

J

l--- IJ-I _/ t_r .

O

_o

zr_ OC)

4O

2O

ASTRONAUT MANUAL TAKEOVER

BEGIN PITCH MANEUVER

_TBEGIN ROLL MANEUVER

_7BEGIN YAW MANEUVER

!]

COMMAND (×X)

ATTITUDE (OX) "_ "'_

0

-4 J

1

/

0e_

_ IIIii I

z flip

_ IIIIv

8730 8780 8830 8880 8930 8980 9030 9080 9130 9180 9230

RANGE TIME, SECONDS

, , , . ,_7 7_ ,'7 _ ,02:2_:30I 02:27:10I 02:_8:s0I 02:30:30, 02:32:10 02:33:s002:26:20 02:28:00 02:29:40 02:31:20 02:33:00


Figure 19-14. Roll Attitude Control - Manual Control

19-19

-IVB/CSM SEPARATION ,_

r_

Z r_cl_v

Z rm

_-_- )_(ol_tm

-1-

_----_I.---

-51

-53

-55

-57

-59

,r •

/-

/-ATTITUDE (ey)

---- _......=

/

"' "-" 4

l--W

i-.- v _r)_- 0 0

o

I-- L_ -d_- -4

_w--_

_r_ z

7- oo

_J

1

0

_]i

m

V

O0

Z

rY

LL

L_Z

C-_ZW

II

II

II

IIV

IP

III ____

III I

IP

IIV I

10,350 10,400

I I

I_0 1 16

I

t&.i_ ,16It ........ I

I10| I I

500 10,550 10,600 10,650

1

I

10,450 I0, 10,700 10,750 10,800 10,850

RANGE TIME (SEC)

TT7I l I N/ L I l I I I I

02:52"30 l 02:54"I0 l 02"55"50 I 02"57:30 l 02:59:10 l 03:00:5002: 53" 20 02:55:00 02:56:45 02" 58:25 03:00:00

RANGE TIME (HR:MIN:SEC)

Figure 19-15. Pitch Attitude Control - S-IVB/CSM Separation

19-20

Z

E:3Z

0_.)

:3=

LLJ

vC_

_WF--F-

>-

f---t-

rY

=,(3_v

3

li

0

_S-IVB/CSM SEPARATION

COMMAND (x Z)

/

FATTITUDE (eZ)

<. -

-r-

--_ W cY

F.-r_ o

c:_ t.j :=:3

Z"_L_

v

Z

Z

ZI.M

4

0

.Z

J

-1

IIV

IpI

IIIII

IIIII PIII IV

10,350

I

I

I

10,400 10,450

_0 I I

i

10,500

I

I

I

i ............

I II0,55o I0,600 I0,650 I0,7oo 1o, 75oRANGE TIME (SEC)

I

I

I10,800 10,850

I I I _ I I I I I I I02:52:30 I 02:54:10 i 02:55:50 I 02:57:30 I 02:59:10 i 03:00:50

02:53:20 02:55:00 02:56:45 02:58:25 03:00:00


Figure 19-16. Yaw Attitude Control - S-IVB/CSM Separation

19-21

¢-_ I.J_I_ iOtZC3_

t--_ W Z

--.J _..J _:C _''qO_.J 13=

0_.1

0

2

1

-1

-2

W

,., _._ _: 4

"-'° '°' 0F--

<gd_

0 t___,. g_ -4

V S-IVB/CSM SEPARATION

,_ATTITUDE(o x)

COMMAND (×x)

I

L

IOI

I I

, il iI0,400 I0,450 I0,500 I0,550 I0,600 I0,650 I0,700 10,750 I0,800 I0,850

RANGE TIME (SEC)

_T7I I I ,, I 1 I I I I I

02:52:30 I 02:54:10 I 02:55:50 I 02:57:30 I 02:59:10 I 03:00:5002:53:20 02:55:00 02:56:45 02:58:25 03:00:00


Figure 19-17. Roll Attitude Control - S-IVB/CSM Separation

19-22

__l.----c/')

0

Z

--cl_ --'-r-

e__..J

ll

Z0

I--

,,-,,LI_Ir_

ID

I-L]

DI'--

"_" I'--"C_I'--I'--" '_:v

U-- '=X:la.._-4O1--I---C__L_J(_)Z

_-4 _.J

I C:)O,')"I-

L

0

Q0

FZ0

I z

0

k\

c_

_...J

Z --

_--ON

ZD--4

OOt-_ :i:

C_) c::F--CD_-_O

t__ _.J

O--J

I--Oo_:I:

\\\

%..I.."-_I"""I'"

1 I|lli

ll

0 0 0 0 C) 0

(WSq) 39vsn INVll3dORd

I---(.._ "-r-ZQ._

t'_._ I

Jl__JOr',"tY 1.1.1I---:31:ZO013-

0 a

0

00

0._

0

0o

0

d40

00

g

00

;40

00

0

_d0

00

0

0

00

°°

0

O0

0

1.1_1

Z

/2-r-

v

U_0I--

0

I--

0L

0

_J

0

-g

e_

e--

of,.

e_

%

!

i,

19-23

O O O O O O

r"m

x0__1

I

"_o" eeo

C..9 '-r"Z(-_

_ L..I-r-I

r-'l__1 I,IOfF_,,,__--_zO

orY_

_J_

.JoTr_'m

___J

00

&;0

4:;0

00

0°,

0

00

&;0

°,

(N87) 39vsn 1NV773d0_d

oo

O°°

O

OO

O°.

O

O

OO

O

oO

I O

(J1,1

Z

-rv

I.l_It-

OF-i,i--4.J

OFFLI_

LLJ

i--i

%

c-O

(D

O4.-

0

%

0

%

-r--

19 -24

SECTION 20

HYDRAULIC SYSTEM

20. HYDRAULIC SYSTEM

20.1 Hydraulic System Operation

20.1.1 General

The hydraulic system performance was within predicted values and the entire system operated

satisfactorily throughout the flight. All redline limits were met prior to liftoff. There

was one 48-sec thermal cycle (T/C) which was programmed during first orbit. System internal

leakage was 0.59 gpm which is within the 0.4 to 0.8 gpm allowable range.

20.1.2 Prelaunch

During countdown the auxiliary hydraulic pump was switched to coast thermal mode at T -6 hr,

just prior to start of propellant loading. There were two manually controlled thermal cycles

during this period of approximately 12 min duration each. The auxiliary hydraulic pump was

turned on until the pump inlet temperature (C0050) rose from approximately -i0 to 65 deg F.

Reservoir oil temperature rose from 35 to 50 deg F. The accumulator was precharged to

2,350 psia at 70 deg F. Reservoir oil level (auxiliary pump off) was 82 percent at 57 deg F.

The auxiliary hydraulic pump was turned on "Flight Mode" at approximately T -ii min. After

stabilization the following measurements were recorded:

System pressure (D0041):

Reservoir pressure (D0042):

Reservoir oil level (LO007):

Pump inlet temperature (C0050):

Reservoir oii temperature (C0051):

3,600 psia

170 psia

19%

50°F

41°F

20.1.3 Boost and Powered Flisht

During the boost phase the oil temperature rose steadily as auxiliary pump operation warmed

the oil. The auxiliary pump furnished most of the system internal leakage flow (0.59 gpm)

during burn as indicated by the pump current load (40 to 45 amp). Reservoir flui@ level

increased to 25 percent during engine burn due to thermal expansion resulting from the oil

temperature increase. The revision to 92 percent static level occurred after the Flight

Mode Off Command. Figures 20-1 through 20-4 show significant hydraulic system performance

parameters during boost and powered flight. The engine driven hydraulic pump extracted

approximately 2.5 hp during engine burn.

20.1.4 Orbital Coast

After engine cutoff the main pump inlet oil temperature continued to rise due to the transfer

of heat from the LOX turbine housing to the pump manifold. The auxiliary hydraulic pump was

started at RO+2,710 sec by IU command to begin a programmed 48 sec thermal cycle. Figures

20-5 and -6 show hydraulic system performance during orbital coast.

20-1

Turning on the auxiliary hydraulic pump caused the hydraulic actuators to center themselves.

However, it was noted that the pitch actuator did move out to +0.18 deg over a 30 sec

period. Then the actuator proceeded to the null position. A I.i ma bias signal was applied

to the pitch hydraulic servo. This corresponds to a 0.16 deg position.

20.1.5 Orbital Safing (LOX Dump)

The auxiliary hydraulic pump was started at R0 +5,031 sec, approximately 20 sec prior to the

start of LOX dump. The auxiliary pump was operated 642 sec during this phase to keep the

J-2 engine centered.

During this activity the pitch and yaw actuators each drifted about zero moving out to a

maximum of +0.12 and -0.12 deg respectively. The rate of movement varied between 0.005 and

0.05 cps. A bias signal was applied to the pitch and yaw actuators of +1.2 and -0.3 ma.

This corresponds to a +0.17 and -0.04 deg pitch and yaw engine position respectively.

Similar actuator activity on previous flights under similar conditions is noted (vehicle 501

prior to second burn). Actuator performance is not degraded due to this apparent 1 percent

drift in position at these low cyclic conditions. Figures 20-7 through 20-9 shows significant

hydraulic system performance parameters during orbital safing.

V

V

20-2

Jv

u"),r,,

oor---

L.I-I

r',,"

(,_U")

t"r"

3O

HYDRAULIC SYSTEM PRESSURE (DO041)4O

25

2O

15

I0i Esc

I

|

._ECO

PREDICTED LIMITS

.im,_gq.nlVl,.m_ _

6O

v

_- 40Z

LI.IrY,,-_:z)

20

AFT BATTERY NO80 ......

2 CURRENT LOAD (M0022)

m Dmlm i _m_lu

i,4

ECOI _it

63 4 5 7 8 9 I0


Figure 20-I. System Pressure and Pump Current Load - Boost and Powered Flight

20-3

250

20C

150

m I00 _-I..ul

5O

0

RESERVOIR OIL PRESSURE (D0042) .=-h--PREDICTED LIMITS

I--Z

r_

LJ.I

,r_

v

..--,I

I,I

J

I00

8O

6O

4O

2O

RESERVOIR OIL LEVEL (LO007)

00 8 I0 12 14 16


WJ,

Figure 20-2. Reservoir Pressure and Oil Level - Boost and Powered Flight

20-4

HYD PUMP INLET OIL TEMP (C0050)

19°I,:I I90 : _. -

N 40

PREDICTED LIMITS

0

F-.-

e_ILl

I---

140

I15

9O

65

RESERVOIR OIL TEMP (C0051)

4O _, J

!_ESC!

2 4

_ i mm

i_ECO

mm m m

m m m m m

10 6 8 lO 12 14 16


Figure 20-3. Main Pump Inlet and Reservoir Oil Temperatures - Boost and

Powered Flight

20-5

4O

35c::

cz_c_.

o 30

v

L_

-_ 25cz)or)L_J

r_r_

2O

15

ACCUMULATOR GN2 PRESSURE

Bm m_m

B m B_m

::_ESC• I

m m m m

D0043)

Ii_IEC 0 -

PREDICTED LIMITS

m m u i m

ACCUMULATOR GN2 TEMP (C0138)90

V

65

40--v

_- 15

W

ILl-I0

--i ; ........

" il/_Esc i_Eco

-35 '0 2 4 6 8

/m m

m

2 14 16


Figure 20-4. Accumulator GN2 Pressure and Temperature - Boost and PoweredFlight

20-6

i,(}

v

l,i

L_r_:EZl,i

190

165

140

115

9C

HYD PUMP INLET OIL TEMP (C0050)

ISTART T/C -I

__ _m PREDICTED LIMITS

I

i_lSTOP T/C• I

t-- w

J

m m m .m m i m

m m i me _ i m

140

l,

° 115v

L-L.I

_- 90r_

_ 65

4O


. . i m

START T/C*iI •

n m •

.... ,_lt__

. i i i

STOP T/C.!_ J

in m m

9OLL_0

65

4oILleL.

,,, 15_- 32

ACCUMULATOR GN2 TEMP (C0138)

START T/C_.." .... iISTOP T/C• " I

____--- ....

.0 32.5 33.0 33.5 34.0 34.5 35.0 35.5 36.0


Figure 20-5. Hydraulic System Temperatures - Orbital Coast

20-7

r_

W

wr___

F--zw

wr_

w

w

4O

35

cz_

_- 30(z)

"_ 25

m 20

15

10

250

200

150

I00

5O

0

I00

8O

60

HYDRAULIC SYSTEM PRESSURE

START ,T/C _i

t"

i/

DO041)

- - .'..-_

\

"9i_ STOP T/C

!

RESERVOIR OIL PRESSURE (D0042)

------=-PREDICTED LIMITS

iSTART ,T/C _ i

:

:

J

i _ i:i

iil STOP T/C

RESERVOIR OIL LEVEL (LO007)

4O

2032.0 32.5

• Img _

m

,,,

J

START T/C _:: i_STOP T/CI

33.0 33.5 34.0 34.5 35.0 35.5 36.0


Figure 20-6. Pressures and Reservoir Oil Level - Orbital Coast

20-8

165

140----Ii

0

,,, 115

_ 9o

_ 65

4O

PUMP INLET OIL TEMP (C0050)PREDICTED LIMITS

FI

i_START AUX, PUMP

I I

• I_STOP AUX PUMP

I I

140

I,

° 115

1.1_1

_ 90

L.LIO-

_- 65F.--

4C


i41START AUX PUMP

_j .

o

il STOP AUX PUMP1 I

i i I i i i i I I

9O

Ii

o 65v

i,i

40rYi,ir_

i,I

F--

ACCUMULATOR GN2 TEMP (C0138)

15

I055

i TARTAOX,PUMP57 59

i- .i

•i_STOP AUX PUMP

61 63 65 67 69 71 73

TIME FROM RANGE ZERO (lO0 SEC)

Figure 20-7. Hydraulic System Temperatures - Orbital Safing

20-9

4O

35

H

t/)o_ 30oo

"-_ 25w

Lz_ 20w

15

I0

-- -- -- PREDICTED LIMITSSYSTEM PRESSURE (DO041)

q,i

, ;d,I,°4

, iI

1

i

_1

ISSTARTAUXPUMP

. m m _ - Im °

LSTOP AUX PUMP_

I00

z 80w(_)

w

_- 60v

.Jw

w 40.d

2C

RESERVOIR OIL LEVEL (LO007)I I

-_.._ISTARTAUX PUMP

-_ I

iL

STOP AUX PUMP

1 :

-_j

v

F-zwr_

8O

60

4O

20

055

AFT BATTERY NO. 2 CURRENT LOAD (M0022)

iSST'ART AUX" PUMP

.....

56 57 58 59 60

I ISTOP AUX PUMP_.

I

61 62 63 64 65


Figure 20-8. Hydraulic System Measurements - Orbital Safing

V

20-i0

w

v

o

F-

o£I.

-I

PITCH ACTUATOR POSITION (GO001)

PREDICTED LIMITS

iJii-_- "i_S_ART, P P

it,,

t

i

-- --,w --m ""w-

t._c-,,

v

zo

i-.-

Q,,)oP,

-I55

YAW ACTUATOR POSITION (GO002

J._START AUX PUMP

56 57 58 59 60

STOP AUX PUMPI_i iI I ,J

v

6 62 63 64 65


Figure 20-9. Actuator P0siti0ns - Orbital Safing

20-11

SECTION 21

VIBRATION ENVIRONMENT

-__j

v

21. VIBRATION ENVIRONMENT

Eight vibration measurements were monitored on the J-2 engine, One measurement did not

provide usable data, The measured vibration levels were in agreement with those measured

by Rocketdyne during engine ground tests.

21.1 Data Acquisition and Reduction

A list of the eight vibration measurements is presented in table 21-1. Overall levels

during powered flight are also presented in the table. The accelerometer locations are

shown in figure 21-1.

The data from these measurements were acquired via the instrument unit (IU) FM/FM telemetry

link. Four measurements were time-shared on channel 17 and four on channel 18. The frequency

response of the measurements from channel 17 was limited to 1,580 Hz and 2,100 Hz from

channel 18.

A higher than normal system noise level existed on these measurements and is attributed to the

interaction of the S-IVB measurement system with the IU telemetry system. The high back-

ground noise tended to mask the data during periods of low vibration (S-IB powered flight)

and from the measurements with a low overall amplitude (E0209, E0236, and E0237).

Both analog and digital techniques were utilized in reducing the data, The final analysis

consisted of root-mean-square (rms) composite time-history and power spectral density (PSD)

plots (figures 21-2 through 21-8).

21.2 Vibration Measurements

The eight vibration measurements were located on the J-2 Engine. These included three

measurements (combustion chamber dome, LH2 turbopump, and LOX turbopump) which were made on

previous flights and five (two on main fuel valve, one on fuel ASI block, and two on ASI

LOX valve) which were monitored for the first time. No data were obtained from the LH2

turbopump measurement due to an instrumentation malfunction at liftoff. The data from the

ASI LOX valve measurement were invalid between RO +152.4 and RO +310,3 sec and valid during

the remaining portions of flight. The remaining six measurements provided usable data

throughout the flight. No data are presented for the S-IB powered flight time period because

the data were not distinguishable from the system noise.

The vibration levels on the combustion chamber dome and LOX turbopump were in agreement with

previously recorded levels, The increase in amplitude at approximately RO +455 sec on the

LOX turbopump (figure 21-3) correlates in time with a change in EMR and is considered normal.

The overall amplitudes from the new measurements (figures 21-4 through 21-8) were in good

agreement with those obtained by Rocketdyne during the engine ground tests.

The PSD plots prior to RO +608 sec showed increasing levels below 80 Hz and a predominant

peak at 950 Hz; both were not present in the plots after RO +607 sec, These differences

21-i

couldbeattributed to noiseproblemsat the receivingstations, Thedataprior toRO+608secwasreceivedat KSCandthe dataafter RO+607secwasreceivedat Bermuda,

MEASUREMENT

TABLE21-1CO}fPOSITEVIBRATIONLEVELS

NO.

E0209-401

E0210-401

E0211-401

E0236-401

E0237-401

E0242-401

E0243-401

E0245-401

MEASUREMENT

CombustonChamberDome

LH2Turbopump

LOXTurbopump

MainFuelValve

MainFuelValve

FuelASIBlock

ASILOXValve

ASILOXValve

DIRECTION

Thrust

Lateral

Lateral

Tangential

Radial

Radial

Radial

Longitudinal

FREOUENCYRANGE

(Hz)

5-2100

5-2]00

MAX VIBRATION

LEVEL DURING

S-IVB BURN

(grms)

8

No Data

5-2100

5-1600

5-1600

5-1600

5-2100

5-1600

36

8

7

15

20

15

21-2

LOXTURBOPUMP

E0211

LOX

ASl LOX VALVEE0243, E0245

Figure 21-I. Vibration Measurement Locations

21-3

F- --

o

7o ,-v

(SWJ 6) NO ] 1V_I_7333V

21-4

o

oo

o

L_

oL_

L_

o

oL_

o

o

o

c0

o

ro

_o

l--

_o

oc,J

oJ

_o¢,J

.o¢%J

.o_J

_o

_o¢,j

.o¢.j

_oo

_o

_o

_o

o

IIIIIIII

_iiiii!!!L!!!

IIHTH!!H!!!!

§

0

_ _ _ T_ n _t

_ i_i_"__,......_- _ii i

.......i"

13_

-> l-t- *_+ ÷ _ _,_ -

0

0

°oo----o

oo0

o

Io

o0

0

0

oo0

_B

0

oo0

oo

0

(HI{JiM dN_ Sd9 0_)

v

&

J

E

g

g

I

&h2

g

F--J

\

J

-'-7o

(S[u'_6) NO]l'_aJ37333V

c_

qO

0

-g

_4

tN

t'M

_g

-g

8

0

::::::: : : :::::::

!!!!!iii_: ::::: : :

::J .... :

"_ i,.._ -_

i ¸" _ -_L

_::=iiiiiii_

t iiiiiii

! .... NHI .......

g0

g

g_

(HI_I_ ONVg Sd3 oz)

(sdD/6) XIISN_(] 7V_133dS _3/'_Od

0

0

g0

tl

0

0

g0

0

g0

g

0

21-5

0

I

w

g

I

LS

o

?

U

o 0 o

• ° •

(smJ6) NO TIV'dZ'1333V

21-6

q

o

,o

o

oo

o

,o

o

.oLo

.o

o

.o

_o

_or,0

_o

¢0

o_o

¢0

I--

-N

O4

_M

_M

-8c.I

,N

-N

_]_2Nmmt_i

iiiii i i _1

.........N_

._lttt+_t1" -N it111111i

I1_1III .......

="N_ I

_NNt_

i,., i i

l];lrrl-

7,Z

N

_" IIIIII I

2_- -!

III1111

,%

-I IIII1111

O

Z O-

uJ _0

(HI_IM qF_fg SdD 0g)

(sd_/ 6) A±]S_3(] "Pc'dlD3dS N3_Od

o_

oo_o

oo

oo

V

z

oo __O

O

oO

o

O

O

O

oo

O

o

¢o

w

v

76

%

o-

E

@-

.AI

g

oF-u_

=,

P-

Io o° ,

o

(s"u6) N0 ]lV'd373DDV

o

o

_o

-R

o

_oo

N

-Rc_

_o

_oN

C_

oo

R

q

W

o

I--

m;;;;; iiii]iii

lllIllI I llIlllI I

IIIIIIII ........

Hi!!!!:::;;:: i :::.....;;;;;; ; ; .t

irtll I

J!JJJJH

iiii!iM

-i:._._."_

!!!...m_..

n

!!!!r- °

fill ' _

tttt _

;;;;;; ; ; ;;;;;;_ ti._] i L .......,.,., , :::::: ; ;IUlII I L IIIIIII I

Illlll I I Illlll I I

11111111IIIIIIH_?::: : : ........

i]11]1 i i i11111 i i

Illlll I I :::::: : :

, ::::: : : :

=-_N!III

iiiii i _

_ " _2.2

:::: : : :

::::: : :

_L

......I!

....... : N_tT_ _I°_ _

IIHI_

o d

f_. i

m

t--

I i

O

o

R

÷ __

1-:I:_ oI --

o

_ A

v

w

o

c_

o

o

CHlOi_ qhlVg SdD 0_)

(sd3/6) XIISN:_3 -IV'alD_dS _/,_Od

21-7

!

i

c_

_S

i

gX

___A

o

¥

1

L_

1• 0 •

" (s_8) NO _i_q3DDV

21-8

O

_O

o

Ln

oLr_

o"Le_

-8Lr_

0

b o

-CO

_o

_ooo

N

cM

_Nt_

_._

-8C4

CM

-N

-N

_ft_, _ i

ffltttttt!!!!!! ! !

_++-_-_

_ 1Hill1 i

HH_t

--_tttt_

tltM i¢ 1

__t_ _I

t,d-H=H:_,

ZLL_H _ 1IIIIII I I

7

N

tn

1ttltlt_ IIIIII1I ;;;];;;..lli_t i iiiiii i

_V

11111111 I1111

illlllll

= ! tt i t ltfff_

_ --- !!!!!! !

.... IIH!!!! ! !!!!!!!

........ IIIIIII

jktt_!L....

..... zll1414-td i llllHl

CD

_o

(Hi@IM @_ SdD Og)

(sd_/g6) AiTSN_@ _V_iDSdS _0d

oo0

0

P,_ 0

m 0

§0

§0

0

0

0

I

I

%

0

g4_

dI

12

m__l

tI

c::,

L

Io

(st_ 6) NO II_d373DgV

_9

0

u_

un

0

u_

u_

0

g

c_

g

iiiiiiii i iiiiiii- --"_,,:,!!!!!!! ! ! !!!!!11 :::::::--I+_ +÷-._-

:.'.::::: : : ::::::: :::::::

N, ,:: : : ::::::) :::::H

I.-.1111::II':: jiiiiijt

IILLL_ _ ,.,.,_._

I IjllllII I

_ _tttt

II1111 I J L lllll/i _

I_,_i i i ,Hill _[

H -i.. : : : : :::::: :

• tIll

0

0

_L

m

0

w _D

(HLOTM ON_ Sd9 0E)

(sd3/ 6) XLTSN_3 -IV'elI3adS _l_MOd

O

gO

c;

§

OP

P

Q0

0

g(:D

0

g

v

21-9

CD

I

e,J

o!

"Z

C_

%

"0

_xC

oC

"0

a_

_Z!

('4

._.....

l-

P-

o

g,-q

]o

°o ,-i

(S_J6) N01 l"¢d3739DV

21-10

.oUD

CD

lad

oo

_g

ou_

oUO

ou_

o

u_

o

u_

o<o

o09

o

o

oo

oe_

oeq

oN

o('4

ge4

oe,l

oe4

oO4

O

e,4

e,J

OO_

0g

g

o

,--4

CD

;;;;;;; ;

I[11111 !

UH_llI

U:HPN

_;il i i

;;;;;; ; :_H

iiiiiiii

I11111 I 1

IIIIIII I

........ "I1:I:1:t_I

go

- cD

c:l

m

1

18

o

_m_l _

i-

_-_4 ::::::: :

_LI ULIL[II i ::::::_IIitll I I I :::::: : :

_- Illllltl I .......lilllllI I .......,,[_,II|l I I ;|l,_l_lIW,;I i i [ "'d':__I

_t_ru ill ! i11111 i

-IIIIIIIR _

_II2 _.

I ....... o

P,o

_+I-I_-+4-_i 44444-_4 - --

:::::: : : ::::: : :

c:l

Ih,'GTN _.c

::::i Illllll I o° g g

o

go

_ D

_gd

o

go

g

(lqlOIM Qiq_g Sd3 0_)

(sd3/_5) AllSN30 -I"¢dlD3dS _13/_od

uv

L_

U-

C_taJ

!

g

l-

%

o_J

%

g

g

_di

LT_

22. ORBITAL SAFING

22.1 System Dump

22.1.1 LOX Dump

The LOX tank dump was accomplished satisfactorily. All LOX residual was dumped well

within the planned period of 720 sec. When LOX dump was initiated at RO +5,669 sec,

the hardware was warm. During the first 13 sec of dump all the LOX flowing from the

tank was vaporized and left the engine as gas. The ullage pressure remained constant

indicating the flow was primarily LOX boiloff in the engine feed system and not ullage

gas. Therefore, at dump initiation the LOX residual was at least partly settled in

the tank. As hardware chilldown proceeded, the gas flowrate increased and the temperature

decreased, thus the thrust was maintained at a relatively constant level. During the

remainder of the chilldown period, the dump thrust and liquid flowrate increased rapidly

as two phase flow was established. Due to the small liquid residual remaining in the tank

at the start of LOX dump, a steady-state liquid flow condition was not established before

gas injection began.

Thirty-three sec after dump initiation, the ullage pressure began decreasing, indicating

that gas ingestion had begun. During the initial portion of the gas ingestion period

(33 to 53 sec sfter starting dump), the thrust and flowrate decreased rapidly and the

ullage pressure decreased slightly. After this period gas ingestion was well established

and the ullage pressure decreased at 0.i0 psl/sec (very close to the S-IVB-204 rate).

Ullage gas dumping continued after the liquid dump was completed. The LOX tank dump

essentially ended at Re +6,341 sec when the main oxidizer valve (MOV) closed to the 15 per-

cent open position due to the depletion of the engine pneumatics. This condition was

expected since pneumatic pressure is required to fully close the valve.

At the start of LOX dump, a LOX residual of 1,070 ibm remained in the tank. Ninety-eight

percent of this residual was dumped within 65 sec of dump initiation. The total LOX residual

was dumped within 130 sec. The maximum LOX dump thrust of 445 ibf and maximum flowrate of

33 ibm/sec occurred 33 sec after starting LOX dump. The total impulse before MOV closure

was 36,200 Ibf see, resulting in a velocity increase of 17.6 ft/sec. A small residual

thrust, developed through the partially open MOV, decayed from 2.5 ibf at MOV closure to

0 ibf at RO +10,500 sec (approximate time ullage pressure reached 0 psia), providing an

additional impulse of 3,100 ibf sec. The ullage pressure, thrust, liquid flowrate, LOX

residual, and low range chamber pressure data are shown in figure 22-1.

22.1.2 Cold Helium Dump

Cold helium safing was accomplished by opening the cold helium shutoff valves, thus allow-

ing the cold helium to flow out through the engine and the LOX tank nonprepu]sive vent

(NPV). The first cold helium dump started at Re +6,149 sec and terminated 2,868 sec later.

The second dump was of 1,200 sec duration and started RO +16,217 sec. The safing require-

ments were that the cold helium be dumped for at least 30 min and that the resulting pres-

sure in the bottles should be 50 psia or less.

22-1

Duringthe first phaseof safing, cold heliumflowedinto theLOXtank, pressurizingitfromapproximately3.5 to 6.8 psia. After reachingthis maximum,the ullage pressureslowlydecreasedto 0 psla. Thisareais further discussedin paragraph22.2.1.

At the endof coldheliumspheresafing tile spherepressureandaveragetemperaturewere0 psia and77degR, respectively,indicating negligibleresidualmass. Flowrateintegralcalculationsduringengineburn(158ibm)andduringthe first andsecondcold heliumdump(170 and13.7Ibm),respectively, indicate that 2.0 ibmremainedin the sphereaftersafing (figure 22-2). Thesafingrequirementsweremetsincethe coldl,eliumwasdumpedfor at least 30minandthe resulting bottle pressurewasless than50psia.

22.1.3 Stage Pneumatics Dump

The pneumatic supply was more than adequate to meet the requirements of tile AS-205 orbital

mission. Based on predicted leakage, the maximum pressure was expected to be 3,200 psia at

the start of passlvation (R0 +11,854 sec) and to decrease to 700 psia during the programmed

1.5-hr passivation. The passivation was accomplished by dumping the stage pneumatics

through the engine pump purge module. The pressure was 3,230 psia initially and decreased

to 1,500 psia at RO +14,882 sec representing an average pressure decay rate of 34.8 psia/

min as opposed to tile predicted 21.0 psia/min, which was based on an isothermal process

(figure 22-3).

The passivation which was proceeding satisfactorily was terminated early so that the addi-

tional required Lil2 vent and relief valve actuations could be performed. After passivation,

the sphere pressure increased (due to orbital heating) to approximately 1,700 psia by

RO +17,000 sec and remained at that level for tile remainder of the flight.

22.2 Vent Systems

22.2.1 LOX Tank Venting

The LOX tank orbital venting operations were satisfactorily accomplished. The only deviation

from expected performance was tile high ullage pressure decay rate which occurred during the

first cold helium dump. This rapid decay was a result of the incomplete closure of the

main oxidizer valve (discussed in paragraph 22.1.1), not the performance of the LOX venting

system. Mission success was not affected.

Two programmed vents occurred during orbit. The first vent occurred 30.5 sec after J-2

engine cutoff and dropped the ullage pressure from 37.3 to ]5.5 psia in 30 sec. The

second vent, which employed the LOX NPV, began at RO +5,679 sec when the NPV valve was

latched open and remained in this position for the rest of the mission.

The LOX tank ullage pressure decayed from 23.5 to 3.5 psia during LOX dump due to ullage

gas ingestion and NPV venting. Tile first cold helium dump began at RO +6,149 sec. Since

the helium flowrate into the tank exceeded the gas ingestion flowrate out, the tank was

pressurized to 5.8 psia. The gradual closure of the M0V (RO +6,275 to RO +6,341 sec)

decreased the gas ingestion flowrate, thus causing an additional pressure rise which

reached 6.8 psia at RO +6,500 sec. The ullage pressure began to decay because the cold

V

V

22-2

helium flowrate dropped below the gas ingestion flowrate. The LOX tank pressure reached

0 psia at approximately RO +10,500 sec. The gas ingestion through the partially open MOV

resulted in an unexpectedly high pressure decay rate. During the second cold helium dump

(RO +16,217 sec) the ullage pressure rose to approximately 1 psia and then decayed back to

0 psia. Figure 22-4 presents the ullage pressure history; figure 22-5 shows the LOX tank

venting during orbit.

22.2.2 LH2 Tank Venting

The LH2 tank vent and relief valve and the mechanically latched passivation valve performed

adequately and responded satisfactorily to all preprogrammed and commanded vents. Since

the preprogrammed vent sequence for these valves was not adequate to safe the tank under

actual orbital conditions, the tank safing sequence was supplemented by four additional

ground commanded vents. Of the 2,505 Ibm of LH2 and approximately 460 ibm of GH2 in the

tank at Engine Cutoff Command, approximately 40 ibm of GH2 remained at the end of the final

vent.

The three preprogram_ed vents through the vent/relief valve, in combination with the passi-

vation valve which was opened at Engine Cutoff Command, controlled the LH2 tank ullage

pressure approximately as predicted (figure 22-6). The pressure continued to rise after

this time, however, and at RO +11,354 sec, the vent/relief valve was commanded open in

observance of a mission rule that prohibits a common bulkhead delta pressure in excess of

20 psi. Although the delta pressure reached 21.6 psi, thus slightly exceeding the mission

rule, a hazardous condition was not considered to exist. The remaining vents were initiated

at much lower pressures (figure 22-6).

After the preprogrammed vent at RO +6,300 sec, the LH2 tank continued to self-pressurize

because the hydrogen which had been vented from the tank was very close to i00 percent gas.

This is contrary to the two-phase flow that had been anticipated. The lack of liquid

entrainment resulted in a much lower rate of LH2 depletion and, consequently, an extended

period of boiloff.

The ullage pressure rise rate was temporarily increased at approximately RO +9,000 sec by

the astronaut-controlled attitude maneuvering and, at approximately RO +10,400 sec, by

disturbances induced by spacecraft separation and the retrograde maneuver. Because of

these activities LH2 came in contact with the warm tank walls, and an increase in boiloff

rate resulted.

Analysis of the available data, assuming no liquid entrainment in the gas flow out of the

vent system, indicates that the total mass flow is in close agreement with the total liquid

and ullage mass in the tank at Engine Cutoff Command. The total mass of hydrogen at Engine

Cutoff Command was determined to be approximately 2,950 ibm; the calculated mass vented

during the passivation period was 2,924 ibm with a residual of approximately 40 ibm, for

a total of 2,964 ibm. Additionally, the temperature history of the vent nozzles, both in

level and profile, indicated lO0 percent gas flow. Figure 22-7 compares the temperature

histories of typical vents for the AS-204 and 205 flights. The AS-204 profile shows a

rapid temperature decrease indicative of liquid entrainment in the gas flow, which is in

22-3

contrast to AS-205.A calculationof the energyof thehydrogenflowingout of the ventsonAS-205also supportsthe assumptionthat virtually all of the liquid wasboiledoffinside the tank.

Analysisof the systemindicatesthat the averageheat transferrate into theLH2tankfromEngineCutoff Commandto the endof the seventhventwasapproximately106,000Btu/hr.Initial andfinal conditionswereusedin the calcu]ationswith considerationbeinggivento energyabsorbedinitially fromthewarmhardware(109,000Btu) andto the energyin theventedgas(519,000Btu) duringthe 5.2-hr period. Figure23-8is a masshistory of LH2remainingin the tankfromEngineCutoffCommandto depletion. Anattemptis beingmadetocorrelate theheat transfer andmasshistory in orderto developamoredefinitive repre-sentationof the phenomenonoccurringin theLII2tank.

Theprediction for Lit2tanksafingon the S-IVB-205stagewasstrongly influencedby thesafing experimentperformedon the 204stageonwhichthe residualwasassumedto be2,640ibm. In retrospect, theAS-204datadonot appearto providea representativemodel,as is apparentin figure 22-7. Predictionsbasedsolely on theoretical considerationsnotinfluencedby AS-204wouldhavebeenmuchcloser to the observedperformance.Thedifferencein entrainmentis consideredto bea result of liquid positioningin the tank. OntheAS-205mission,the liquid masswaslocatedawayfromthe vent inlet; whereasonAS-204,the liquid waspositionednearthe forwardendof the tank. Anexaminationof measurementC0052(LH2bulk temperature)supportsthis assumption.C0052,whichis nearthebottomof the tank,wascoveredwith liquid until approximatelyR0+17,000seconAS-205,whereasit wascovereduntil approximatelyRO+2,250seconAS-204.

Althoughavailabledataare insufficient to makeprecisecalculations, a possiblecauseofthe different positioningof the liquid is thereduceddragon theAS-205duringthe first10,500secof orbit andthe retrogradeattitude subsequentto this time.TheS-IVB-205operatedin anorbit 30to 50mi higherth&nthe S-IVB-204;the spacecraftlunarmoduleadapter(SLA)panelswereopenedon the 204missionat approximatelyRO+3,000sec,as comparedto RO+10,500secon205. Thesefactors, in additionto differentatmosphericconditions,resultedin a draglevel that wasloweron the 205stagebya factorvaryingfromfour to ten prior to RO+3,000sec, andfromeight to forty fromthenuntilspacecraftseparationat RO+10,500sec. Thisreduceddragandresulting reduceddecelera-tion, as comparedto the 204mission,yieldeda muchlowerforcetendingto displacetheliquid to the forwardendof the tanknearthevent inlet.

Thisdisparity in draglevels betweenthe twostageswasfurther compoundedby the axialthrust developedthroughthe engineduringandsubsequentto theLOXdump(paragraph22.1.1).This thrust wouldhaveovercometheunsettling forcesdueto orbital drag. Additionally,after spacecraftseparation,the stageassumeda retrogradeattitude. Orbital dragin this_ositionwouldtendto settle the liquid to the aft endof the tankrather thanto causepropellantdispersionwithin the tank.

Subsequentstagesonwhicha safingoperationis to beperformedwill beequippedwith alarger latchingvent/relief valvewhichshouldeliminateullage pressureproblemsof thetypethat occurredon this mission.

V

22-4

zO

b-

zw

I<

r_ILl

3_J

7-

.J

/

.... i

I--Oh,

H.-J

//

/

-7O O O O OO O O O O

(387) 1ShaH1

(93S/N87)31VHM07J

/ F-

_J

z_

J_

//

we_

_.J_

x

3

/0

(VISd) 3_flSS3_d

JZ_W_

L_J

--J

o,_

00_D

(w97)ssvw

OO

OoN

/

fO O oo_ o 00

/

o

o

o

o

o

o

o

o

L_J

v

o

.J

F--

o

H

(XJ

N-

O

r--

QJ

_Jc"

v

E

F-

X

O

T

qJ

22-5

0

wr_

tOE),_O0_--

_Zw__nF-

_IZO

F...- (.-__ZZ:D _--g

"-r-_

0

J

O0

0

"--_0C_ (-;'i--.4

0

N

(VISd) 3URSS3Ud

OL_f---

O(xJr--

OOh

O

O

O

O

L_O'3v

r_

XO

LL

O

ZOHF--

H

Or_"D_

ILl

H

F--

(xJ

N-

O

(xj

(19

E

E_

c-c_F--

XO

N(xJ

q_

-'s

°_L__

22-6

Y

I _ I

Jo0_0

-- -- °-- JC,_---0,Lc_._

tM JC-J

m

--crl - - -m _" --

____ _ o i i,

• °• °

, . •

, . . ---, ° •

(_o) 3_fllV83dN31

O

O

_J

12L

__3__

-.-I

-J

__=

(v]s_)

i

|

re{I-- --

__1LLI

ZN

t

!

1

-.1 .

txl C:_ ;

-- -- _-'_ _1

_, . __

--4--

-1_. o_

r_

i,--

_-i

ha

°_- _

--J

F----.I

t_

]_NSS3_d

O

O

g

(w_])ssvw

....q I

-- -- --_,,_,_-1

ha iha

-122 _ --

(_0)

U4--

:eJ

t_

3aQiVa3dN31

m __ _,_

,cE<3

___ haX

m

ha

ha

m

-J

-- -...1

!I

_ha

-.J_

bJZ

__ _ _:___

U-

_JC_

ww __Z_Z I--

O_

_-.)Z

I-- --, _

__ _ --=L-r.7_/

(VISd) 3_nSS3_d

o-- _ ¢,.J

E

I _, ,o

• -! I

mc _L_LJ I

| , _-

j __. ,o• !_J

-- __ ___., o: o¢_

| _--

. +

._ r.__ _____N

t °__ _ x,_

P:,

_J _

(NSI) SSVN

O

w

oD-

O

o

E

E

%I

o

o

oo

-o(.-

4-o

.r--

u_

oJI

O,J

C'J

22-7

s

qV3--

Z

--8 ....

_J

m --

W

r,,.."''j

Ii

oo

i

i

_--z

_Ju_

o_cL

(V[Sd) ]URSS3Ud

!/

Z

___-_i --

_T--

wc_.

B _d

e,a ..a i--- c_

>o

_d

-_->

kJdZ

T--,

_ s; m

!_-S

=i=<

T---

--g

N N N

(Vlgd) 3_InSS3_d

c_

(VISd) 3_flSS3_Jd

co

o£@

@G

v

o

{4-

oo

v

0r'-

[,,,,-

O

°r-.f,-

c-

O

c"O

E

4J,

'-6.f,,....

4._

c-

O

.r--4._

c"

I

O4

OJ

G,)

-r--I.I-

22-8

\ /

(./3(__v

i,ir_

c/)cz)ILlC_

4O

35

3O

25

2O

15

I0

00

I I ILOX TANK ULLAGE PRESSURE

_---FIRST VENT (30 SECONDS

MOVI2

#J

/

DO179

I0 2

START LOX DUMPOPEN NPV

FIRST COLDHELIUMDUMP

-- F)-

,,,..4 6 8

SECOND COLDHELIUMDUMP

I

4 16 18

TIME FROM ENGINE CUTOFF CON_MAND(I000 SEC)

Figure 22-4. LOX Tank Ullage Pressure During Orbit

22-9

,,'78 _

,_J

(3ss/w_l) 3/V_MOla

iZ

o

,.=,CL

o

LU

(33S/W81) 3iV_MOIJ

oo

ooo

co

ooo

o

ooo

oo

_J

__>v

z

x

_J

o_b_

Ld

z

u,lh-zu.l

-c:l_ ....

-.-I

oh-

°

t_I-

v

w

0 _ 0

ZI._I

C__J

v

0

OZ

Z

C_L_J

__ 0- j ....

o

-- t --

oo o

(_ml) ssvl_

_ °_ o

(33S/_187)31V_MO7a

o o

(33S/W81) 3iV_MOI_

Io

oo

c_

ooo

o

ooo

ooom

oo0_

o_

ooo

oo

o

oo

oo

oooo

v

o

zL_

v

.T-

-Wa

._

0

03

c-

t;m

c-

.r,-

c"-

(D

c--

cO

I-

X

0

I

C_

C_

°r-,,

V

V

22-10

_%,.w../

r_v

i,imr-

Qr)

W

40

3O

20

lO

00

LH2 TANK ULLAGE PRESSURE (D0177)

ASTRONAUT CONTROLLEDATTITUDE HANEUVER-_--,--

_....,/

_4

z_

kj , /

• 11

1111 I

::q{, x;:y,,,

_L_sPACECRAFTSEPARATION

/I_

/

PREDICTION

fS-

_, •

IVB-205

•,f"_

2,500 5,000 7,500 lO,O00 12,500 15,000


v

w

t/')

wrY"

40

3O

2O

lO

0

LH2 TANK ULLAGE PRESSURE (D0177)

"° I ° _..°o.,o.°o°m'_..,°°oo..,l_

15,000 17,500 20,000 22,500 25,000 27, O0 30,000


Figure 22-6. LH2 Tank Ullage Pressure During Safing

22-11

v

ILlrv"

(i.)(i")LJ

c_c(_

c_0

v

L_

c_D

LLJr_

W

F--

4O

30_

2O

I0

0

250

200

150

I00

S-IVB-205 J

LH2 TANK NPV PRESSURE (D0183)

5O

0-50

I I I ILH2 TANK NPV TEMPERATURE (C0255)

<-IVB-204-INDICATION OF LIQUID

S-IVB-205 j

IVENT INITIATION

I I0

IN VENTED FLOW

50 I00 150 200 250 300 350 400

V

TIME FROM ENGINE CUTOFF (SEC)

Figure 22-7. Fuel NPV Nozzle Temperature and Pressure Comparison(204F and 205F)

%#

22-12

L

X_.J

v

0""

I--- F--

I--4

O_l OJ-r- "-r---J ¢._

xO

II

I

II

II

II

0O.J

XXI coI '-

I _oI -

I II II I

tt o! ,--!II

t||

.X

II

|x

/x/

×

0

0 0 0 0 0 C) 0 00 0 0 0 0 0 0

C_ O,J O,J r-- _--

(_l) ssvw

w

000

v

0

J,

L_

(-.. f.,..

%.r--..Q

0

c-".p,.

c-

!

, f..,.

22-13

' !llllll APPENDIX 1 l

SEQUENCE OF EVENTS I

_ .... - .... = _= _ 7= = _>:- ..... _ - =

_r

i. SEQUENCE OF EVENTS

i.i Postflight Sequence

Table AP-I presents the AS-205 predicted and actual sequence of events. Four types of items

are presented in this sequence.

a. LVDC commands - These items initiate from the launch vehicle digital computer (LVDC)

in the instrument unit (IU) to perform vehicle system functions.

b. Incidents - These items are monitored occurrences such as the time of maximum

dynamic pressure.

c. Responses - These items are responses to commands that are issued from the LVDC

and are monitored in the S-IVB.

d. Ground commands - These commands originate at ground stations and are transmitted

to the launch vehicle.

All events are preceded by an item number. Sequential series of related commands and

responses are listed under the same event number with lower case letters distinguishing

separate items.

1.2 Predicted and Monitored Times

The predicted times in this sequence were obtained from McDonnell Douglas Astronautics -

Western Division (MDAC-WD) Report No. SM-46978A, S-IVB-205 Stage Flight Test Plan, revised

September 1968.

Commands issued from the LVDC to the S-IB stage, S-IVB stage, and the IU stage were monitored

at the LVDC. Times for these items were obtained from MSFC. Commands issued from the LVDC

to the S-IVB stage were monitored as responses at the S-IVB stage switch selector (SSS).

These items were obtained from MDAC-WD data.

Times for incidents were obtained from postflight analysis of parameters associated with

each event.

The time from range zero is provided for all items. Range zero, the integer second prior to

liftoff, occurred at 1502:45.000 GMT. A time from base (TB) is given for all LVDC commands

(and their responses) which were preprogrammed. A time from base is not applicable (N/A)

for items such as incidents and commands that were not preprogrammed.

1.3 Time Bases

Four sequential series of preprogrammed commands were issued from the LVDC. Each sequential

series was initiated by the establishment of its time base in the LVDC. Listed below are

the four time bases with their respective originating events:

a. Time base i, TBI: IU umbilical disconnect

b. Time base 2, TB2: S-IB propellant level sensor actuation

AP i-i

c. Timebase3, TB3: S-IBoutboardenginecutoff

d° Timebase4, TB4: S-IVBenginecutoff

A special sequencewasusedduringTB4for calibration of the IU telemetryandS-IVBtelemetry. Thisspecial sequenceconsistsof four SSScommandsandis initiated by theLVDCusingspecial trackingstation acquisition logic.

V

AP 1-2

v

TABLE AP 1-1 (Sheet I of 30)

AS-205 SEQUENCE OF

PREDICTED TDiEIT_ TIMErao_ I TrMErgo_EVENT RAISE ZERO I BA_E

(hr: min:sec) I (set)(s?! •

3

4

4.1

4.2

5

i0

ii

12

13

14

1 Guidance Reference 00:00:05.0

Release (-5.0)

2 S-IB Engine Start 00:00:03.1(-3.1)

Range Zero 00:00:00:0(0.0)

First Vertical 00:00:00:0

Motion (0.0)

First Motion N/ASwitch No. 1

First Motion N/ASwitch No. 2

Liftoff-Start of 00:00:00:0

Time Base No. 1 (0.0)

(TB1); :U UmbilicalDisconnect

Signal from LVI)C 00:00:00.0for: Sensor Bias (0.0)On

Signal from LVI)C 00:00:10.0for: Multiple (10.0)

Engine CutoffEnable

Start Roll and 00:00:10.0

Pitch (10.0)

Signal from LVDC 00:O0:20.0for: Telemeter (20.0)Calibration On

Signal from LVDC 00:00:25.Ofor: Telemeter (25.0)Calibration Off

Signal from LVI_ 00:O0:27.0for: Telemeter (27,0)Calibration In-

Flight Calibrate

On

Signal frora LVDC 00:00:29.8for: LOX Tank (29.8)Relief ControlValve Enable

Signal from LVDC 00:00:32.0for: Telemetry (32,0)Calibration In-

Flight CalibrateOff

End Roll N/A N/A

S/A

s/^

N/^

S/^

N/A

S/A

TBI+O.O

TB1 +5.0

TBI +10.0

NIA

TEl +20.0

TBI +25.0

TB1 +27.0

TBI +29.8

TBI +32.0

NONITORED T][_E [ [SIGN?L TDIE FRON SOERCE |

EONITOP,ED RANGE ZERO* TI_ FROM _3ATA ACCURACY

AT [(hr:min:sec) 11 (seo) 1 [

IU 00:00:04.97 N/A _',L5FC --

(-4.97)

IU 00:00:02.94 N/A MSFC --

(-2.94)

IU _:_:_.0_ N/A I_;1F'C --(o. ooo)

N/A O0:00:00.17 N/A HSFC --(o. 17)

N/A 00:00:00.27 N/A I_FC --(0.27)

N/A 00=00:00.29 N/A MSFE --

(0.29)

IU 00:00:00.359 TB1 +0.000 _IF'C --

(o. 359)

IU 00:00:05.311 TB1 +4.952 KSFC

(5.311)

IU 00:00:10.309 TB1 +9.950 MSFC

(10.3o9)

IU 00:00 : I0.31 N/A _FC

(I0.31)

IU OO:00:20.321 TB1 +19.962 MSFC

(20.321)

IU 00:O0:25.317 TBI +24.958 HSFC(25.317)

I12 00:00=27.322 I"31 +26.963 MSI_

(27.322)

IU D0:00:30. I10 TBI +29.751 "gS1_

(30. no)

117 O0:00:32.316 YB1 +31.957 _1_

(32.316)

IU O0:00:38.48 NIA MSFC

(3B.48)

AP 1-3

15

16

16.1

17

18

19

20

21

22

23

24

25a

25b

26a

TABLE AP i-i (Sheet 2 of 30)

AS-205 SEQUENCE OF EVENTS

I PREDICTED TIME

IX EFz °L ROMI (hr:min: sec) I _A_E)

i (see! l

Signal from LVDC 00:00:40.0 TBI +40.0

for: Launch Vehicle (40.0)

Engines EDS Cutoff

Enable

Signal from LVDC 00:01:15.0

for: Cooling System (75.0)

Electrical Assembly

Power Off

TBI +75.0

Maximum Dynamic 00:01:15.O N/A

Pressure (75.0)

Signal from LVDC 00:01:30.2 TBI +90.2

for: Telemetry (90.2)

Calibrator In-

Flight Calibrate

On

Signal from LVDC 00:0]:35.2

for: Telemetry (95.2)

Calibr_tur In-

Flight Calibrate

Off


for: Flight Control (i00.0)

Computer Switch

Point No. 1


for: Flight Control (100.2)

Computer Switch

Point No. 2

Signai from LVDC 00:01:59.8

for: Telemeter (119.8)

Calibration On



Computer Switch

Point No. 3


for: IU Control (120.2)

Acclerometer

Power Off


for: Telemeter (124.8)

Calibration Off


for: TM Calibrate (127.7)

On

Signal Received in 00:02:07.7

S-IVB for: TM (127.7)

Calibrate On


for: TM Calibrate (128.7)

Off

TBI +95.2

TBI +100.0

TBI +100.2

TBI +119.8

TBI +120.0

TBI +120.2

TBI +124.8

TBI +127.7

TBI +127.7

TBI +128.7

SIGNAl. ]

bIONITORED

AT

MONITORED TIME

TIME FROM

R&NGE ZERO*

(hr:min:sec)

(see)

i ....DATA

TIMEBASE(sec)FROM [SOURCE

IU 00:00:40.325

(40.325)

TBI +39.966 MSFC

IU 00:01:15.309

(75.309)

TBI +74.950 MSFC

N/A

IU

00:01:15.5

(75.5)

00:01:30.514

(90.514)

N/A MSFC

TBI +90.155 MSFC

IU 00:01:35.510

(95.510)

TBI +95.151 MSFC

IU 00:01:40.321

(100.321)

TBI +99.962 MSFC

IU 00:01:40.511

(100.511)

TBI +100.152 NSFC

IU

IU

00:02:00.i09

(120.109)

00:02:00.311

(120.311)

TBI +119.750 MSFC

TBI +119.952 MSFC

IU 00:02:00.525

(120.525)

TBI +120.166 MSFC

IU

IU

S-IVB

IU

00:02:05.109

(125.109)

00:02:08.015

(128.015)

00:02:08.020

(128.020)

00:02:09.011

(129.011)

TBI +124. 750 MSFC

TBI +127.656 MSFC

TBI +127.661 MDAC-WD

TBI +128.651 bISFC

ACCURACY

(ms)

+O

-9

V

AP 1-4

ITEm[NO.

26b

27

28

29

30

31

EVENT

Signal Received in

S-IVB for: TM

Calibrate Off

Signal from LVDC

for: Excess Rate

(P,Y,R) Auto-

Abort Inhibit

Enable

Signal from LVDC

for: Excess Rate

(P,Y,R) Auto-

Abort Inhibit and

Switch Rate Gyro-SC

Indication "A"

Signal from LVDC

for: S-IB Two

Engines Out Auto-

Abort Inhibit

Enable

Signal from LVDC

for: Propellant

Level Sensors

Enable

Signal from LVDC

for: Propellant

Level Sensors

Enable

Stop Pitch32

33 Signal from LVDC

for: S-IB Propel-

lant Level Sensor

Actuation"

Start of Time Base

No. 2 (TB2)

34 Signal from LVDC

for: Excess Rate

(Roll) Auto-Abort

Inhibit Enable

35 Signal from LVDC

for: Excess Rate

(Roll) Auto-Abort

Inhibit and Switch

Rate Gyros SC

Indication "B"

36 Signal from LVDC

for: Inboard

Engines Cutoff

37 Signal from LVDC

for: Auto-Abort

Enable Relays

Reset



PREDICTED TIME

TIME FROM

RANGE ZERO

(hr:min:sec)

(see)

TIME FROM

BASE

(sec)

00:02:08.7

(128.7)

TBI +128.7

SIGNAL

I[ONITO_ED

AT

S-IVB 00:02:09.103

(129.103)

MONITORED TIME CY_TIME FROM

RANGE ZERO* TIME FROM DATA ACCURA

(hr:min:seC)(sec) BASE(see) SOURCE ims_

TBI +128.744 MDAC-WD +0

-9

00:02:12.6

(132.6)

TBI +132.6 IU 00:02:12.908 TBI +132.549 MSFC

(132.908)

00:02:12.8

(132.8)

TBI +132.8 IU 00:02:13.110 TBI +132.751 MSFC

(133.110)

00:02:13.0

(133.0)

TBI +133.0 IU 00:02:13,327 TBI +132.968 MSFC

(133.327)

00:02:13.2

(133.2)

TBI +133.2 IU 00:02:14.010 TBI +133.651 MSFC

(134,010)

00:02:13.7

(133.7)

TBI +133.7 IU 00:02:14.010 TBI +133,651 MSFC

(134.010)

00:02:14,66

(134.66)

00:02:16.9

(136.9)

00:02:16.9

(136.9)

00:02:17.1

(137.1)

00:02:17.3

(137.3)

00:02:20.i

(140.1)

00:02:20.3

(140.3)

N/A

TB2 +0.0

IU

IU

00:02:14.26 N/A MSFC --

(134.26)

00:02:17.489 TBI +137.130 MSPC --

(137.489)

TB2 +0.0

TB2 +0.2

TB2 +0.4

TB2 +3.2

TB2 +3.4

IU 00:02:17.490 TB2 +0.000 MSFC --

(137.490)

IU 00:02:17.643 TB2 +0.153 MSFC --

(137.643)

IU 00:02:17.860 TB2 +0.370 MSFC --

(137.860)

IU 00:02:20.644 TB2 +3.154 MSFC --

(140.644)

IU 00:02:20.861 TB2 +3.371 MSFC --

(140.861)

AP 1-5

EVENT

38aSignalfromLVDCfor: ChargeUllageIgnitionEBW Firing

Units

38b Signal Received in

S-IVB for: Charge

Ullage Ignition

EBW Firing Units

39 Signal from LVDC

for: Q-Ball Power

Off

40a Signal from LVDC

for: Prevalves

Open

40b Signal Received

in S-IVB for:

Prevalves Open

40c I) Fue] Pro-Valve

Closed (Drop Out)

2) Oxidizer Pro-

Valve Closed

(Drop Out)

3) Oxidizer Pro-

Valve Open

(Pick Up)

4) Fuel Pro-Valve

Open (Pick-Up)

41 Signal from LVDC

for: LOX Depletion

Cutoff Enable

42 Signal from LVDC

for: Fuel Deple-

tion Cutoff Enable

43 Signal from LVDC

for: S-IB Outboard

Engines Cutoff

Start of Time Base

No. 3 (TB3)

44 S-IB Outboard

Engines Cutoff


for: LOX Tank

Flight Pressuriza-

tion Switch Enable


S-IVB for: LOX Tank

Flight Pressuriza-

tion Switch Enable

TABLE AP I-i (Sheet 4 of 30)

AS-205 SEQb_NCE OF EVENTS

PREDICTED TIME

TIME FROM" TIME FROM

RANGE ZERO " "

l(hr:minlsec) BASE

(sec) (see)

SIGNAL

HONITORED

AT

MONITORED TIME

TIME FROM

RANGE ZERO*

(hr:min:sec)

(sec)

ITIME FROM DATA I ACCURACY

BASE SOURCE ] (ms)(sec)

00:02:20.5

(140.5)

00:02:20.5

(]40.5)

00:02:20.9

(140.9)

00:02:21.4

(141.4)

00:02:21.4

(141.4)

00:02:21.6

(141.6)

00:02:22.6

(142.6)

00:02:23.1

(143.1)

00:02:23.1

(143.1)

00:02:23.3

(143.3)

00:02:23.3

(143.3)

TB2 +3.6 IU 00:02:21.041

(141.041)

TB2 +3.6 S-IVB O0:02:21.052

(141.052)

TB2 +4.0 IU 00:02:21.453

(141.453)

TB2 +4.5 IU 00:02:21.953

(141.953)

TB2 +4.5 S-IVB O0:02:21.960

(141.960)

N/A S-IVB 00:02:22.895

(142.$95)

N/A S-IVB 00:02:23.036

(143.036)

N/A S-IVB 00:02:24.286

(144.286)

N/A S-IVB 00:02:24.536

(144.536)

TB2 +4.7 IU 00:02:22.140

(142.140)

TB2 +5.7 IU 00:02:23.160

(143.160)

TB3 +0.0 IU 00:02:24.318

(144.318)

TB3 +0.0 IU 00:02:24.319

(144.319)

N/A IU 00:02:24.323

(144.323)

TB3 +0.2 IU 00:02:24.49

(144.49)

TB3 +0.2 S-IVB 00:02:24.493

(144.493)

TB2 +3.551 MSFC

TB2 +3.562 MDAC-WD +0

-9

TB2 +3.963 MSFC

TB2 +4.463 MSFC

TB2 +4.470 MDAC-WD +O

-9

N/A MDAC-WD +0

-84

N/A MDAC-WD +0

-84

N/A MDAC-WD +O

-84

N/A MDAC-WD +0

-84

TB2 +4.650 MSFC --

TB2 +5.670 MSFC

TB2 +6.828 MSFC

TB3 +O.000 MSFC --

N/A MSFC --

TB3 +0.17 MSFC --

TB3 +0.170 MDAC-_ +0

-9

V

AP 1-6

ITEM

NO.

TABLE AP i-I (Sheet 5 of 30)


I EVENT


for: Engine Cutoff

Signal Off


S-IVB for: Engine

Cutoff Signal Off

46c Engine Cutoff

Command On

(Drop Out)


for: Ullage Rockets

Ignition


S-IVB for: Ullage

Rockets Ignition

48 Signal from LVDC

for: S-IB/S-IVB

Separation On

49 Signal from LVDC

for: Flight Control

Computer S-IVB

Burn Mode On "A"

50 Signal from LVDC

for: Flight Control

Computer S-IVB

Burn Mode On "g"


for: Engine Ready

Bypass On


S-IVB for:'Engine

Ready Bypass On


for: LH2 Chilldown

Pump Off


S-IVB for: LH2

Chilldown Pump Off


for: LOX Chilldown

Pump Off


S-IVB for: LOX

Chilldown Pump Off

54 Signal from LVDC

for: S-IVB Engine

Out Indication "A"

Enable

PREDICTED TIME

IX EF EO oFROMIl(hrmlnsec) I

(sec)I .... 100:02:23.5

(143.5)

00:02:23.5

(143.5)

00:02:24.2

(144.2)

00:02:24.2

(144.2)

00:02:24.4

(144.4)

00:02:24.6

(144.6)

00:02:24.8

(144.8)

00:02:25.0

(145.0)

00:02:25.0

(145.0)

00:02:25.2

(145.2)

00:02:25.2

(145.2)

00:02:25.4

(145.4)

00:02:25.4

(145.4)

00:02:25.5

(145.5)

TB3 +0.4

TB3 +0.4

N/A

TB3 +i.I

TB3 +l.l

TB3 +1.3

TB3 +1,5

TB3 +1.7

TB3 +1.9

TB3 +i. 9

TB3 +2.1

TB3 +2.1

TB3 +2.3

TB3 +2.3

TB3 +2.4

SIGNAL

MONITORED

AT

MONITORED TIME

TIME FROM

RANGE ZERO*

(hr:min:sec)

(sac)

ITIME FROM DATA I

[BASE SOURCE

(sec)

IU 00:02:24.670

(144.670)

TB3 +0.351 MSFC

S-IVB 00:02:24.677

(144.677)

TB3 +0.358 MDAC-WD

S-IVB 00:02:24.678

(144.678)

N/A MDAC-WD

IU 00:02:25.370

(145.370)

TB3 +1.051 bISFC

S-IVB 00:02:25.377

(145.377)

TB3 +1.058 MDAC-WD

IU 00:02:25.581

(145.581)

TB3 +1.262 MSFC

IU 00:02:25.770

(145.770)

TB3 +1.451 MSFC

IU

IU

00:02:25.97

(145.97)

(Note 7)

00:02:26.17

(146.17)

(Note 7)

S-IVB 00:02:26.193

(146.193)

IU 00:02:26.37

(146.37)

(Note 7)

S-IVB 00:02:26.375

(146.375)

IU 00:02:26.575

(146.575)

S-IVB 00:02:26.608

(146.608)

IU 00:02:26.672

(146.672)

TB3 +1.65 MSFC

(Note 7)

TB3 +1.85 MSFC

(Note 7)

TB3 +1.870 MDAC-WD

TB3 +2.05 MSFC

(Note 7)

TB3 +2.052 MDAC-WD

TB3 +2.256 MSFC

TB3 +2.285 MDAC-WD

TB3 +2.353 MSFC

ACCUP&J

(ms)

+0

-9

+0

-84

+0

-9

+0

-9

+0

-9

+0

-9

"_._j

AP 1-7

_ll

55

56a

56b

56c

EVENT

Signal from LVDC

for: S-IVB Engine

Out Indication "B"

Enable

Signal from LVDC

for: Engine Igni-

tion Sequence Start

Signal Received in

S-IVB for: Engine

Ignition Sequence

Start

I) Engine Start-On

(Pick Up)

2) Ignition Phase

Control Sol-

Energized (Pick

Up)

3) Helium Control

Sol-Energlzed

(Pick Up)

4) Thrust Chamber

Spark System-On

(Pick Up)

5) GG Sparks System-

On (Pick Up)

6) Oxidizer Bleed

Valve Closed

(Pick Up)

7) Fuel Bleed Valve-

Closed (Pick Up)

8) Main Fuel Valve-

Open (Pick Up)

9) Main Fuel Valve

Closed (Drop Out)

57a Signal from L_C

for: Engine Igni-

tion Sequence

Start Relay Reset


S-IVB for: Engine

Ignition Sequence

Start Relay Reset



I_ PREDICTED TIME

TIME FROM • I E _!RANGE ZERO |T M, FRO

(hr:min:sec) I _)

(sec) •

00:02:25.7 TB3 +2.6

(145.7)

SIGNAL

MONITORED

AT

IU

I MONITORED TIME

TIME FROM TIME FROMRANGE ZERO*

, BASE(hr:min:sec)

(sec) (sec)

DATA

SOURCE

00:02:26.882

(146.882)

ACCUFACY

(ms)

00:02:25,8 TB3 +2.7

(145.8)

00:02:25.8 TB3 +2.7

(145.8)

00:02:26.3

(146.3)

00:02:26.3

(146.3)

N/A

N/A

N/A

N/A

N/A

NIA

N/A

N/A

N/A

TB3 +3.2

TB3 +3.2

IU

S-IVB

S-IVB

S-IVB

S-IVB

S-IVB

S-IVB

S-IVB

S-IVB

S-IVB

S-IVB

IU

S-IVB

00:02:26.97

(146.97)

00:02:27.008

(147.008)

(Note i)

TB3 +2.563 MSFC +0

-9

TB3 +2.65 MSFC

TB3 +2.715 biDAC-WD Note 1

00:02:27.426 N/A MDAC-WD Note 1

(147.426)

(Note i)

00:02:27.443 N/A MDAC-WD Note i

(147.443)

(Note i)

00:02:27.443

(147.443)

(Note I)

00:02:27.433

(147.433)

(Note I)

00:02:27.433

(147.433)

(Note i)

00:02:27.453

(147.453)

(Note i)

00:02:27.453

(147.453)

(Note I)

00:02:27.462

(147.462)

(Note i)

00:02:27.462

(147.462)

(Note I)

00:02:27.47

(147.47)

(Note 7)

N/A _AC-WD Note I

N/A MDAC-WD Note i

N/A MDAC-WD Note i

N/A MDAC-WD Note i

N/A MDAC-WD Note 1

N/A _DAC-_ Note 1

N/A MDAC-WD Note 1

TB3 +3.15 MSFC --

(Note 7)

TB3 +3.215 _AC-WD Note i00:02:27.538

(147.538)

(Note i)

V

= AP 1-8

I'ITEM I

57e 1) Engine Start-On

(Drop Out)

2) Start Tank Dis-

charge Control

Sol-Energized

(Pick Up)

3) Start Tank Dis-

charge

Valve-Open

(Pick Up)

4) Mainstage Con-

trol Sol-

Energized

(Pick Up)

5) Start Tank Dis-

charge Control

Sol-Energized

(Drop Out)

6) Main Oxldlzer

Valve-Closed

(Drop Out)

7) Gas Generator

Valve Open

(Pick Up)

8) Oxid Turb Bypass

Valve Closed

(Pick Up)

9) Mainstage OK

Press Switch 1

(Pick Up)

I0) Mainstage OK

Press Switch 2

(Pick Up)

II) Mainstage OK

Press Switch i

Depress

(Drop Out)

12) Mainstage OK

Press Switch 2

Depress

(Drop Out)

13) Main Oxidizer

Valve Open

(Pick Up)


for: Fuel Injection

Temperature OK

Bypass

EVENT

TABLE AP I-I (Sheet 7 of 30)


PREDICTED TIME

TIME FROM .... ROM

RANGE ZERO I'_ASE

I (hr:min:sec) ] (sec)

I (seo)I-- N/A

-- N/A

MONITORED TIME

SICNAL | TIME FROM

qONITORED |RANGE ZERO* TIME FROM"T i . BASE

A |(hr:mtn:sec) . .

S-1VB 00:02:27.485 N/A

(147.485)

S-IVB 00:02:27.991 N/A

(147.991)

N/A S-IVB 00:02:28.293 N/A

(]48.293)

N/A S-IVB 00:02:28.433 N/A

(148.433)

N/A S-IVB 00:02:28.441 N/A

(148.441)

N/A

N/A

N/A

N/A

N/A

N/A

S-IVB 00:02:28.543 N/A

(148.543)

S-IVB 00:02:28.711 N/A

(]48.711)

S-IVB 00:02:48.968 N/A

(148.968)

S-IVB 00:02:49.710 N/A

(149.710)

S-IVB 00:02:49.718 N/A

(149.718)

S-IVB 00:02:49.735 N/A

(149.735)

N/A S-IVB 00:02:49.735 N/A

(149.735)

00:02:26.8

(146.8)

N/A

TB3 +3.7

S-IVB 00:02:30.876 N/A

(150.876)

IU 147.97 3.65

(Note 7) (Note 7)

l DATA IACCU_ECY

SOURCE I (ms)

MDAC-WD +0

-9

MDAC-WD +0

-9

MDAC -WD 4-0

-84

MDAC-WD +0

-9

MDAC-WD +0

-9

MDAC-WD +0

-84

MDAC-WD +0

-84

MDAC-WD +0

-84

MDAC-WD 4-0

-84

MDAC-WI) +0

-84

MDAC-WI) +0

-84

MDAC-WD +0

-84

_AC-WD +0

-84

MSFC

AP 1-9

58b

59a

59b

60a

60b

60¢

61a

61b

EVENT

62a

625

63a

63b

64a

64b

SignalReceivedinS-IVBfor: FuelInjectionTempera-tureOKBypassSignalfromLVDCfor: LH2TankPressurizationCon-trol SwitchEnableSignalReceivedinS-IVBfor: LH2TankPressuriza-tionControlSwitchEnable

SignalfromLVDCfor: PUMR5.5OnSignalReceivedinS-IVBfor: PUMR5.5On

PUSystemRatioValve(Change)SignalfromLVDCfor: ChargeUllageJettisonEBWFiringUnitsSignalReceivedinS-IVBfor: ChargeUllageJettisonEBWFiringUnitsSignalfromLVDCfor: UllageRocketsJettisonSignalReceivedinS-IVBFor: UllageRocketsJettison

SignalfromLVDCfor: FuelInjectionTemperatureOKBy-passResetSignalReceivedinS-IVBfor: FuelInjectionTempera-tureOKBypassResetSignalfromLVDCfor: UllageEBWFiringUnitsChargeRelaysResetSignalReceivedinS-IVBfor: UllageEBWFiringUnitsChargeRelaysReset

TABLEAPI-I (Sheet8of 30)AS-205SEQUENCEOFEVENTS

I PREDICTEDTIME

TIMEFROM(hr:min:se°)i (sec) _ ' "

I MONITORED TI_

[ SIGNAL | TIME FROM I TI _ONITOFED IRANGE ZERO* | IME FROM

I AT l(hr:min:sec)| _ASE

k (sec) ksec)I II DATA

SOURCE

00:02:26.8 TB3 +3.7

(146.8)

S-IVB 00:02:27.985

(147.985)

TB3 +3.662 MDAC-WD

00:02:28.4 TB3 +5.3

(148.4)

IU 00:02:29.570

(149.570)

TB3 +5.251 MSFC

00:02:28.4 TB3 +5.3

(148.4)

S-IVB 00:02:29.577

(149.577)

TB3 +5.258 MDAC-WD

O0:02:31.8 TB3 +8.7

(151.8)

00:02:31.8 TB3 +8.7

(151.8)

00:02:33.3

(153.3)

NIA

TB3 +10.2

IU 00:02:32.97

(152.97)

S-IVB 00:02:32.976

(152,976)

TB3 +8.65 MSFC

TB3 +8.653 MDAC-WD

S-IVB 00:02:33.0 N/A MDAC-WD

(153.0)

IU 00:02:34.469 TB3 +10.150 MSFC

(154.469)

00:02:33.3 TB3 +10.2

(153.3)

S-IVB 00:02:34.476

(154.476)

TB3 +10.157 MDAC-WD

00:02:36.4 TB3 +13.3

(156.4)

00:02:36.4 TB3 +13.3

(156.4)

00:02:36.8 TB3 +13.7

(156.8)

IU 00:02:37.580

(157.580)

S-IVB 00:02:37.592

(157.592)

IU 00:02:37.968

(157.968)

TB3 +13.261 MSFC

TB3 +13.269 MDAC-WD

TB3 +13.649 MSFC

00:02:36.8 TB3 +13.7

(156.8)

S-IVB 00:02:37.976

(157.976)

TB3 +13.657 MDAC-WD

00:02:42.4 TB3 +19.3

(162.4)

IU 00:02:43.570

(163,570)

TB3 +19.251 MSFC

00:02:42.4 TB3 +19.3

(162.4)

S-IVB 00:02:43.583

(163.583)

TB3 +19.264 MDAC-WD

ACCURACY

(ms)

+0

-9

+0

-9

+0

-9

+O

-9

+0

-9

+0

-9

+0

-9

AP I-i0

v

N_O.ITEM

65a

65b

65. i

66a

66b

67

68

69

70

71

72

73

74

75



EVENT

Signal from LVDC

for: Ullage Pockets

Ignition and Jetti-

son Relays Reset

PREDICTED TIME

TIME FROM I

RANGE ZERO I

(hr:Min:sec) 1

(see) j

00:02:42.6

(162.6)


S-IVB for: Ullage (162.6)

Rockets Ignition and

Jettison Relays

Reset

Launch Escape Tower 00:02:43.11

Jettison (163.1)


for: Heat Exchange (167.1)

Bypass Valve Enable

On


S-IVB for: Heat (167.1)

Exchange Bypass

Valve Enable On


for: Telemtry Call- (168.5)

brator In-Flight

Calibrate On

Initiate IGM 00:02:48.1

(168.1)


for: Telemetry Cali- (173.5)

brator In-Flight

Calibrate Off


for: Water Collant (180.1)

Valve Open


for Flight Control (185.1)

Computer Switch

Point No. 4

Initiate Steering 00:03:20.0

Misalignment (200.0)

Correction



Computer Switch

Point No. 5


for: Telemetry Cali- (348.5)

brator In-Flight

Calibrate On


for: Telemetry Call- (353.5)

brator In-Flight

Calibrate Off

TIME FROM

BASE

(sec)

TB3 +19.5

TB3 +19.5

N/A

TB3 +24.0

TB3 +24.0

TB3 +25.4

N/A

TB3 +30.4

TB3 +37.0

TB3 +42.0

N/A

TB3 +203.7

TB3 +205.4

TB3 +210.4

SIGNAl.

_IONITORED

AT

IU

S-IVB

N/A

IU

S-IVB

IU

N/A

IU

IU

IU

N/A

IU

IU

IU

MONITORED TIME

TIME FROM

RANGE ZERO*

(hr:min:sec)

(sec)

TIME FROM

BASE

(see)

DATA

SOURCE

00:02:43.771 TB3 +19.452 MSFC

(163.771)

00:02:43.783

(163.783)

TB3 +19.464 MDAC-WD

00:02:46.539 N/A MSFC

(166.539)

00:02:48.269 TB3 +23.951 MSFC

(168.269)

00:02:48.283

(168.283)

TB3 +23.965 MDAC-WD

00:02:49.670 TB3 +25.351MSFC

(169.670)

00:02:50.93 N/A MSFC

(170.93)

00:02:54.669 TB3 +30.350 MSFC

(174.669)

00:03:01.270 TB3 +36.951 MSFC

(181.270)

00:03:06.271 TB3 +41.952 MSFC

(186.271)

00:03:21.56 N/A MSFC

(201.56)

00:05:47.970

(347.970)

TB3 +203.651 MSFC

00:05:49.684 TB3 +205.365 MSFC

(349.684)

00:05:54.672 TB3 +210.353 MSFC

(354.672)

+0

-9

+0

-9

AP I-II

EVENT


for: LH 2 Tank Pres-

surization Control

Switch Disable


S-IVB for: LH2 Tank

Pressurization Con-

trol Switch Disable


for: PU MR 5.5 Off


S-IVB for: PU MR 5.5

Off

78 Initiation of Guid-

ance Staging Initi-

ation of Artificial

Tau Mode


for: PU MR 4.5 On


S-IVB for: PU _

4.5 On

79c i) PU System Ratio

Valve (Change)

80 End of Artificial

Tau Mode

81 Water Collant Valve

Closed

82 Signal from LVDC

for: Telemetry Cali-

brator In-Flight

Calibrate On

83 Signal from LVDC

for: Telemetry Cali-

brator In-Flight

Calibrate Off

84 Initiation of Chi

Tilde

85 Initiation of Chi

Freeze


for: S-IVB Engine

Cutoff


S-IVB for: S-IVB

Engine Cutoff

TABLE AP I-i (Sheet I0 of 30)

AS-205 SEQUENCE OF E%_NTS

I PREDICTED TIMETIME FROM TIME FROM

RANGE ZERO BASE

?7:! ieC

SIGNAL

MONITORED

AT

MONITORED TIME

I (seo)

DATA

00:07:26.0 TB3 +302.9

(446.0)

00:07:26.0 TB3 +302.9

(446.0)

00:07:34.4 TB3 +311.3

(454.4)

00:07:34.4 TB3 +311.3

(454.4)

00:07:34.0 N/A

(454.0)

00:07:34.6 TB3 +311.5

(454.6)

00:07:34.6 TB3 +311.5

(454.6)

N/A N/A

00:08:09.6 N/A

(489.6)

Variable Vairable

00:08:18.5 TB3 +355.4

(498.5)

00:08:23.5 TB3 +360.4

(503.5)

00:09:49.5 N/A

(589.5)

00:10:09,5 N/A

(609.5)

00:10:14.5 N/A

(614.5)

00:10:14.5 N/A

(614.5)

IU

S-IVB

IU

S-IVB

N/A

IU

S-IVB

S-IVB

N/A

N/A

IU

IU

N/A

N/A

IU

S-IVB

ACCURACY

(ms)

O0:07:27.170 TB3 +302.851 MSFC --

(447.170)

00:07:27,184 TB3 +302.865 MDAC-WD +0

(447.184) -9

00:07:35.579 TB3 +311.260 MSFC --

(455.579)

00:07:35.591 TB3 +311,272 _AC-WD +0

(455.591) -9

00:07:35.68 N/A MSFC --

(455.68)

00:07:35.770 TB3 +311.451 MSFC --

(455.770)

00:07:35.783 TB3 +311.464 MDAC-WD +O

(455.783) -9

00:07:36.0 N/A MDAC-WD --

(456.0)

00:08:11.946 N/A MDAC-WD --

(491.946)

00:08:02.365 TB3 +338.046 MSFC --

(482.365)

00:08:19.671 TB3 +355.352 MSFC --

(499.671)

00:08:24.686 TB3 +360.367 MSFC --

(504.686)

00:09:52.65 N/A MSFC --

(592.65)

00:10:12.734 N/A MDAC-WD --

(612.734)

00:10:16.747 N/A MSFC --

(616.747)

00:10:16.757 N/A MDAC-WD +O

(616.757) -9

V

AP 1-12

J

TABLEAPi-i (Sheetii of 30)AS-205SEQUENCEOFEVENTS

EVENTI PREDICTEDTIMETIMEFROM| TIMEFROMJRANGEZERO

_hr:min:sec) BASE(sec) tsecj

86c i) MainstageCon-trol Sol-Energized(DropOut)

2) IgnitionPhaseControlSol-Energized(DropOut)

3)CutoffSignal(PickUp)

4)ASILOXValveOpen(DropOut)

5)MainstageOKPressSwitchI(DropOut)

6)MainOxidizerValveClosed(PickUp)

7)MainstageOKPressSwitch2(DropOut)

8)MainstageOKPressSwitchiDepress(PickUp)

9)MainstageOKPressSwitch2Depress(PickUp)

i0) OxidTurbBypassValveOpen(PickUp)

Ii) HeliumControlSol-Energized(DropOut)

12)OxidizerBleedValveClosed(DropOut)

13)FuelBleedValveClosed(DropOut)

87aSignalfromLVDCfor: PropellantDepletionCutoffArm

87bSignalReceivedinS-IVBfor: Propel-lantde_letionCutoffArm

00:10:14.7(614.7)

00:10:14.7(614.7)

N/A

NIA

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

TB3+471.6

MONITOREDTIME I ISIGNAL TIMEFROM TIMEFROMRANGEZERO* DATAACCURACY

MONITORED [ SOURCE[ (ms)AT l(hr:min:sec)[ BASE

...... 1 (sec) 1 ,sec,

S-IVB 00:10:16.757 N/A _AC-WD +0

(616.757) -9

S-IVB 00:10:16.757 N/A MDAC-WD +0

(616.757) -9

S-IVB 00:10:16.775 N/A MDAC-WD +0

(616.775) -84

S-IVB 00:10:16.843 N/A MDAC-WD +0

(616.843) -84

S-IVB 00:10:17.025 N/A MDAC-WD +0

(617.025) -84

S-IVB 00:10:17.026 N/A MDAC-WD +0

(617.026) -84

S-IVB 00:10:17.034 N/A MDAC-WD +0

(617.034) -84

S-IVB 00:10:17.051 N/A MDAC-WD +0

(617.051) -84

S-IVB 00:10:17.051 N/A MDAC-WD +0

(617.051) -84

S-IVB 00:10:17.534 N/A MDAC-WD +0

(617.534) -84

S-IVB 00:10:17.741 N/A MDAC-WD +0

(617.741) -9

S-IVB 00:10:19.700 N/A MDAC-WD +0

(619.700) -84

S-IVB 00:10:19.700 N/A MDAC-WD +O

(619.700) -84

IU (Note 2) ......

TB3 +471.6 S-IVB (Note 2)

88 Signal from LVDC

for: Set Time Base

No. 4 (TB4)

00:10:14.7

(614.7)

TB4 +0.0 IU 00:10:16.998

(616.998)

TB4 +0.000 MSFC

AP 1-13

TABLEAPi-I (Sheet12of 30)AS-205SEQUENCEOFEVENTS

TIMEFROMEVENT RANGEZEROTIMEFROM

J(hr:sin:sec)I BASE• (see) • <aec)

89a Signal from LVDC 00:10:]4.7 TB4 +0.0

for: S-IVB ECO (614.7)

89b Signal Received in 00:10:14.7 TB4 +0°0

S-IVB for: (614.7)

S-IVB ECO

90a Signal from LVDC 00:lD:15.1 TB4 +0.4

for: LH2 Tank (6i5.1)

Vent Valve Open

90b Signal Received in 00:10:15.1 TB4 +0.4

S-IVB for: LII2 (615.1)

Tank Vent Valve

Open

90c I) Fuel Vent Valve -- N/A

Closed (Drop

Out)

2) Fuel Vent Vatve -- N/A

Open (Pick tlp)

91a Signal from LVDC n0:I0:15.2 TB4 +0.5

for: Passivation (615.2)"B" Enable

91b Signal Received in 00:10:15.2 TB4 +0.q

S-IVB for: Passiva- (615.2)

tion "B" Enable

92a Signal from LVDC 00:10:15.3 TB4 +0.6

for: LH2 Tank Pas- (615.3)

sivation Valve

Open Enable


S-IVB for: L112 (615.3)

Tank Passivation

Valve Open Enable

92c i) LH2 Passivation -- N/A

Valve Open

(Pick Up)

2) LH2 Passivation -- N/A

Valve Closed

(Drop Out)


for: LOX Tank (615,5)

Flight Pressuriza-

tion Shutoff Valves

Close


S-IVB for: LOX (615.5)

Tank Flight Pres-

surization Shutoff

Valves Close

94a Signal from LVDC 00:10:15.7 TB4 +i.0

for: Passivation (615.7)

"A" Enable

SIGNAL

HONITORED

AT

IU

S-IVB

IU

S-IVB

S-IVB

S-IVB

IU

S-IVB

IU

S-IVB

S-IVB

S-IVB

IU

S-IVB

IU

MONITORED TIHE

TIME FROH

RANGE ZERO*

(hr:mln:sec)

(sec)

TIME FROH

BASE

(see)

00:10:17.079 TB4 +0.081

(617.079)

00:10:}7.090 TB4 +0.092

(617.090)

00:10:17.369 TB4 +0.371

(617.369)

00:10:I7.382 TB4 +0.384

(617.382)

I DATA I ACCURACY

S OUICE I (ms)

HSFC --

MDAC-WD +0

-9

MSFC --

MDAC-WD ÷0

-9

(Note 3) N/A MDAC-WD --

00:i_:17.509 N/A

(617.509)

00:10:17.465 TB4 +0.467

(617.465)

00:I_:17,473 TB4 +0.475

(617.473)

00:1n:17.556 TB4 +0.558

(617.556)

00:10:17.565 TB4 +0.567

(617.565)

00:10:17.668

(617.668)

MDAC-WD +0

-84

MSFC --

00:10:I7.668

(617.668)

00:10:17.764

(617.764)

MDAC-WD +0

-9

MSFC --

MDAC-WD +0

-9

N/A MDAC-WD +0

-84

N/A MDAC-WD +0

-84

TB4 +0.767 MSFC --

00:10:17.773 TB4 +0.780

(617.773)

00:10:17.947 TB4 +0.949

(617.947)

MDAC-WD +0

-9

MSFC --

v

AP 1-14

v

TABLEAPI-i (Sheet13of 30)AS-205SEQUENCEOFEVENTS

ITEM] |RANGZER]PREDICTEDTTF_EVENT I IGF "0 TIMEFROM

/ (see) _l94b Signal Received in 00:18:15.7 TB4 +].0

S-IVB for: Passiva- (615.7)

tion "A" Enable


for: LOX Tank (615.9)

Flight Pressuriza-

tion Switch

Disable

95b Signal Received in 00:10:15.9 TB4 +].2

S-IVB for: LOX (615.9)

Tank Flight Pres-

surization Switch

Disable

96a Signal from L_C 00:10:]6.5 TB4 +1.8

for: Propellant (616.5)

Depletion Cutoff

Disarm

96b Signal Received 00:10:16.5 TB4 +].8

for: Propellant (616.5)

Depletion Cutoff

Disarm


for: PU HR 4.5 Off (615.9)

97b Signal Received in 00:10:]6.9 TB4 +2.2

S-IVB for: PU MR (616.9)

4.5 Off

97c i) PU System Ratio -- N/A

Valve (Change)


for: LH2 Tank Pas- (617.4)

sivation Valve

Open Disable


S-IVB for: LH2 (617.4)

Tank Passivation

Valve Open Disable

99 Signal from LVDC 00:10:18.2 TB4 +3.5


Computer S-IVB

Burn Mode Off "A"

i00 Signal from LVDC 00:10:18.4 TB4 +3.7


Computer S-IVB

Burn Mode Off "B"

lOla Signal from LVDC 00:10:18.6 TB4 +3.9

for: Auxiliary (618.6)

Hydraulic Pump

Flight Mode Off

101h Signal Received in 00:10:18.6 T84 +3.9

S-IVB for: Auxiliary (618.6)

Hydraulic Pump

F]ight Mode Off

SIGNAL

MONITORED

AT

S-IVB

IU

S-IVB

IU

S-IVB

IU

S-IVB

S-IVB

IU

S-IVB

IU

IU

IU

S-IVB

HONITORED TIME

TIHE FROM [ TIME FROM

P_NGE ZERO* J BASE

(hr:min:sec) (see)(see)

00:1fl:17.957 TB4 +0.959

(611.957)

O0:10:18.151 TB4 +1.153

(618.]51)

00:10:18.165 TB4 +1.167

(618.165)

00:10:18.749 TB4 +1.751

(618.749)

00:10:18.757 TB4 +1.759

(618.757)

00:]0:19.152 TB4 +2.154

(619.]52)

00:10:19.165 TB4 +2.167

(619.165)

00:10:]9,5 N/A

(6]9.5)

00:I0:iq.653 TB4 +2.655

(619.653)

00:I0:]q.665 TB4 +2.667

(619.665)

00:10:20.447 TB4 +3.450

(620.447)

00:10:20.656 TB4 +3.658

(620.656)

00:10:20.870 TB4 +3.872

(620.870)

00:]0:20.881 TB4 +3.883

(620.881)

DATA

77MDAC -WD

MSFC

MDAC-WC

MSFC

MDAC-WD

MSFC

MDAC-WD

MDAC-WD

MSFC

MDAC-WD

MSFC

MSFC

MSFC

F_AC-WD

ACCURACY

(ms)

+0

-9

+0

-9

+0

-9

+0

-9

+0

-84

+0

-9

+0

-9

AP ]-15

EVENT

102 Signal from LVDC

for: Rate Measure-

ments Switch


for: Initiate

bianeuver to Align

the S-IVB/IU/CSM

with Local Hori-

zontal (Position I

Down) and Maintain

with Respect to

Local Horizontal


for: LOX Tank

Vent Valve Open


S-IVB for: LOX

Tank Vent Valve

Open

I04c i) Oxid Tank Vent

Valve Open

(Pick Up)

2) Oxid Tank Vent.

Valve Closed

(Drop Out)


for: Telemetry

Calibrator In-

Flight Calibrate On


for: TM Calibrate

On


S-IVB for: TM

Calibrate On


for: TM Calibrate

On


S-IVB for: TM

Calibrate Off


for: Telemetry

Calibrator In

Flight Calibrate

Off


for: LOX Tank Vent

Valve Close


S-IVB for: LOX Tank

Vent Valve Close



( PREDICTED TIME

TIHE FROM [ x O_RANCE ZERO ] TIAE FR _i

br:o>;n: oc)(sec) [__

00:10:20.7 TB4 +6.0

(620.7)

00:10:34.7 N/A IU

(634.7)

00:10:44.9 TB4 +30.2 IU

(644.9)

00:10:44.9 TB4 +30.2 S-IVB

(644.9)

-- N/A S-IVB

-- N/A S-IVB

Variable Variable IU


Variable Variable S-IVB


Variable Variable S-IVB


00:11:14.9 TB4 +60.2 IU

(674.9)

00:11:14.9 TB4 +60.2 S-IVB

(674.9)

AT

IU

MONITORED TIHE

TIME FROH

tbXNGE ZERO*

(hr:min:sec)

(_ec)

TIME FROH

BASE

(sec)

00:10:22.953 TB4 +5.955

(622.953)

00:10:26.748 N/A

(626.748)

O0:10:47.165 TB4 +30.167

(647.165)

00:10:47.180 TB4 +30.182

(647.180)

00:10:47.258 N/A

(647.258)

00:10:47.265 N/A

(647.265)

00:10:60.669 TB4 +43.672

(660.669)

00:10:63.669 TB4 +46.671

(663.669)

00:10:63.677 TB4 +46.679

(663.677)

00:10:64.668 TB4 +47.671

(664.668)

0fl:IO:64.677 TB4 +47.680

(664.677)

00:10:65.669 TB4 +48.671

(665.669)

00:11:]7.166 TB4 +60.168

(677.166)

00:t1:17.177 TB4 +60.179

(677.177)

DATA

,"ISFC

HSFC

HSFC

MDAC-WD

MDAC-_

MDAC-WD

MSFC

MSFC

MDAC-_

blSFC

MDAC-WD

MSFC

MSFC

MDAC-WD

ACCURACY

(ms)

+0

-9

+0

-84

+0

-84

+0

-9

+0

-9

+0

-9

AP 1-16


EVENT

I09c I) OxldTankVentValveOpen(DropOut)

2)OxidTankVentValveClosed(PickUp)

ll0a SignalfromLVDCfor: LOXTankVentValveBoostCloseOn

llOb SignalReceivedinS-IVBfor: LOXTankVentValveBoostCloseOn

llla SignalfromLVDCfor: LOXTankVentValveBoostCloseOff

lllb SignalReceivedinS-IVBfor: LOXTankVentValveBoostCloseOff

112aSignalfromLVDCfor: PUInverterandDCPowerOff

l12b SignalReceivedinS-IVBfor: PUInver-ter andDCPowerOff

117aSignalfromLVDCfor: LH2TankVentValveClose

l17b SignalReceivedinS-IVBfor: LH2TankVentValveClose

117ci) FuelVentValveOpen(DropOut)

2)FuelVentValveClosed(PickUp)

l18a SignalfromLVDCfor: LII2TankVentValveBoostCloseOn

118bSignalReceivedinS-IVBfor: LH2TankVentValveBoostCloseOn

l19a SignalfromLVDCfor: LH2TankVentValveBoostCloseOff

(hr:min:sec) BASE(sec) [sec)

SIGNAl,

MONITORED

AT

N/A S-IVB

N/A S-IVB

00:11:17.9 TB4 +63.2

(677.9)

00:11:17.9 TB4 +63.2

(677.9)

S-IVB

00:11:19.9 TB4 +65.2

(679.9)

IU

00:11:19.9 TB4 +65.2

(679.9)

S-IVB

00:14:14.7 TB4 +240.0 IU

(854.7)

00:14:14.7 TB4 +240.0 S-IVB

(854.7)

00:31:15.1TB4 +],260.4 IU

(1,875.1)

00:31:15.1TB4 +1,260.4 S-IVB

(1,875.1)

-- N/A S-IVB

-- N/A S-IVB

00:31:]8.1TB4 +1,263.4 IU

(1,878.1)

00:31:18.1 TB4 +1,263.4

(1,878.1)

S-IVB

00:31:20.1 TB4 +1,265.4 IU

(1,880.1)

MONITORE

TIME FROM

RANGE ZERO*

(hr:mln:sec)

(sec)

TIF_ DATA

TIME FROM

BASE SOURCE I(see)

N/A MDAC-WD

ACCURACY

(ms)

00:]]:17.508 +0

(677.508) -84

00:11:]7.595 N/A MDAC-WD +0

(677.595) -84

00:]1:20.153 TB4 +63.156 MSFC

(680.153)

00:1]:20.168 TB4 +63.171 MDAC-WD +0

(680.168) -9

00:11:22.166 TB4 +65.169 MSFC

(682.]66)

00:1]:22.177 TB4 +65.179 MDAC-WD +0

(682.177) -9

00:14:16.948 TB4 +23q.951 MSFC

(856.948)

00:14:17.010 TB4 +240.012 MDAC-WD +0

(857.010) -9

MSFC00:31:]7.348 TB4 +1,260.35

(1,877.348)

(Note 7) (Note 7)

MDAC-WD

(Note 4) (Note 4)

N/A _mAC-_

(Note 4)

N/A MDAC-WD

(Note 4)

MSFC00:31:20.348 TB4 +],263.35

(1,880.348)

(Note 7) (Note 7)

MDAC-WD

(Note 4) (Note 4)

00:3]:22.348 TB4 +1,265.35 MSFC

(],882.348)

(Note 7) (Note 7)

AP 1-17

TABLE AP I-i (Sheet 16 of 30)


E>.I EVENT / TtHE FROH _ O>I| RANGE ZERO TIdE FR

[(h r : min :sec) BASE_ (see) (see)

l19b Signal Received in 00:31:20.1 TB4 +1,265.4

S-IVB for: L|I2 Tank (1,880.1)

Vent Valve Boost

Close Off

120 Signal from LVDC Variable Variable

for: Telemetry

Calibrate In-

Flight Calibrate

On

121a Signal from LVDC Variable Variable

for: TM Ca]ibrate

On

121b Signal Received in Variable Variable

S-IVB for: TM

Calibrate On


for: TM Calibrate

Off


S-IVB for: TM

Calibrate Off


for: Telemetry

Calibrator In-

Flight Calibrate

Off

124a Signal from LVDC 00:54:0b.7 TB4 +2,630.0

for: LI12 Tank Vent (3,244.7)

Valve Open

124b Signal Received in 00:54:04.7 TB4 +2,630.0

S-IVB for: LH2 Tank (3,244.7)

Vent Valve Open

124e 1) Fuel Vent Valve -- N/A

Closed (Drop Out)

2) Fuel Vent Valve -- N/A

Open (Pick Up)

125a Signal from LVDC 00:55:24.7 TB4 +2,710.0

for: Auxiliary (3,324.7)

llydraulic Pump

Flight Mode On


S-IVB for: (3,324.7)

Auxiliary Hydraulic

Pump Fllght Mode On

126a Sign_l from LVDC 00:56:12.7 TB4 +2,758.0


llydraulic Pump

Flight Mode Off

HONITORED TIME

SICNAL TIME FROM

HONITORED Ib_NGE ZERO* [ TIHE FROM

AT I (br:mln:sec) [ BASE

S-IVB ....

(Note 4) (Note 4)

DATA

MDAC-WD

IU 00:53:36.019 TB4 +2,599.021 MSFC

(3,216.019)

IU 00:53:39.019 TB4 +2,602.022 MSFC

(3,21q.019)

S-IVB 00:53:39.034 TB4 +2,602.037 _DAC-WD +0

(3,219.034) -9

IU 00:53:40.022 TB4 +2,603.024 MSFC

(3,220.022)

S-IVB 00:53:40.034 TB4 +2,603.036 MDAC-WD +0

(3,220.034) -9

IU 00:53:41.018 TB4 +2,604.020 MSFC

(3,221.01.8)

IU 00:54:06.947 TB4 +2,629.949 MSFC

(3,246.947)

S-IVB 00:54:06.965 TB4 +2,629.967 MDAC-WD +0

(3,246.965) -9

S-IVB N/A }mAC-WD +0

(3,247.009) -84

S-IVB N/A >mAC-WD +0

(3,247.061) -84

IU 00:55:26.947 TB4 +2,709.949 HSFC --

(3,326.947)

S-IVB 00:55:26.964 TB4 +2,709.966 _AC-WD +0

(3,326.964) -9

IU 00:56:14.948 TB4 +2,757.950 MSFC

(3,374.948)

ACCURACY

(ms)

AP 1-18

v

TABLEAPi-i (Sheet17of 30)AS-205SEQUENCEOFEVENTS

EVENTINgOt"I .....

126bSignalReceivedinS-IVBfor:AuxiliaryHydraulicPumpFlightModeOff

127aSignalfromLVDCfor: LH2TankVentValveClose

127bSignalReceivedinS-IVBfor: LH2TankVentValveClose

127ci) FuelVentValveOpen(DropOut)

2)FuelVentValveClosed(PickUp)

128aSignalfromLVDCfor: LH2TankVentValveBoostCloseOn

128bSignalReceivedinS-IVBfor: LH2TankVentValveBoostCloseOn

129aSignalfromLVDCfor: LH2TankVentValveBoostCloseOff

129bSignalReceivedinS-IVBfor: LH2TankVentValveBoostCloseOff

130aSignalfromLVDCfor: PUInverterandDCPowerOn

130bSignalReceivedinS-IVBfor: PUInverterandDCPowerON

131 SignalfromLVDCfor: TelemetryCalibratorIn-FlightCalibrateOn

132aSignalfromLVDCfor: TMCalibrateOn

132bSignalReceivedinS-IVBfor: TMCalibrateOn

133aSignalfromLVDCfor: THCalibrateOff

PREDICTEDTIME

TIMEFROMiRANGEZEROTIMEFROM

(hr:min:sec) BASE(sec) (sec)

00:56:12.7 TB4 +2,758.0

(3,372.7)

00:59:04.7 TB4 +2,930.0

(3,544.7)

00:59:04.7 TB4 +2,930.0

(3,544.7)

-- N/A

-- N/A

00:59:07.7 TB4 +2,933.0

(3,547.7)

00:59:07.7 TB4 +2,933.0

(3,547.7)

00:59:09.7 TB4 +2,935.0

(3,549.7)

00:59:09.7 TB4 +2,935.0

(3,549.7)

01:24:26.7 TB4 +4,452.0

(5,066.7)

01:24:26.7 TB4 +4,452.0

(5,066.7)

Variable Variable

Variable Variable

Variable Variable

Variable Variable

MONITORED TIME I I

SIGNAL TIME FROM DATA

MONITORED RANGE ZERO* I T IMBEAsFEROM 1 SOURCE l

AT (hr:min:sec) I (sec) [ [

(eec) 1 _ 1

S-IVB 00:56:14.959 TB4 +2,757.961 _H)AC-WD

(3,374.959)

IU 00:59:06.947 TB4 +2,929.949 MSFC

(3,546.947)

ACCURACY

(ms)

+0

-9

S-IVB 00:59:06.964 TB4 +2,929.966 MDAC-WD +0

(3,546.964) -9

S-IVB 00:59:07.547 N/A MDAC-WD +0

(3,547.547) -84

S-IVB 00:59:07.880 N/A MDAC-WD +0

(3,547.8_0) -84

IU 00:59:09.948 TB4 +2,932.950 MSFC --

(3,549.948)

S-IVB 00:59:09.964 TB4 +2,932.966 MDAC-WD +0

(3,549.964) -9

IU 00:59:11.949 TB4 +2,934.951 MSFC

(3,551.949)

S-IVB 00:59:11.964 TB4 +2,934.966 MDAC-WD +0

(3,551.964) -9

IU 01:24:28.948 TB4 +4,451.95 MSFC --

(5,068.948)

(Note 7) (Note 7)

S-IVB .... MDAC-WD --

(Note 5) (Note 5)

IU 01:30:55.997 TB4 +4,838.999 MSFC

(5,455.997)

IU 01:30:58.996 TB4 +4,841.998 MSFC

(5,458.996)

S-IVB 01:30:59.010 TB4 +4,842.012 MDAC-WD +0

(5,459.010) -9

IU 01:30:59.996 TB4 +4,842.999 MSFC

(5,459.996)

AP 1-19

133b

TABLEAPI-I (Sheet18of 30)AS-205SEQUENCEOFEVENTS

EVENTI PREDICTEDTIME

TIMEFROMRANGEZERO(hr:min:sec)

(_ee)

TIME ERObl

BASE

(sec)

Signal Received in Variable Variable

S-IVB for: TM

CaliBrate Off


for: Telemetry

Calibrator

In-Flight

Calibrate Off



Hydraulic Pump

Flight Mode On


S-IVB for: (5,644.7)

Auxiliary llydraulic

Pump Flight


for: Engine Main- (5,666.5)

stage Control

Valve Open On


S-IVB for: Engine

Mainstage Control

Valve

136c Mainstage Control -- N/A

Sol-Energized

(Pick Up)


for: Engine lie (5,666.7)

Control Valve Open

On (Start LOX Dump)


S-IVB for: Engine (5,666.7)

He Control Valve

Open On (Start LOX

Dump)

137c Helium Control Sol- m- N/A

Energized (Pick Up)


for: LOX Tank NPV (5,676.7)

Valve Open On


S-IVB for: LOX (5,676.7)

Tank NPV Valve

Open On

138c 1) LOX Passivation -- N/A

Valve Open

(Pick Up)

2) LOX Passivation -- N/A

Valve Closed

(Drop Out)

SIGNAL

MONITORED

AT

TIME FROM ]

RANGE ZERO* [

(hr:min:sec)

(sec)

MONITORED TIME DATA

TIME FROM

BASE SOURCE(see)

TB4 +4,843.013 MDAC-WD

ACCURACY

(ms)

S-IVB 01:31:00.010 +0

(5,460.010) -9

01:31:00.998 TB4 +4,844.000 MSFC

(5,460.998)

IU

01:34:06.948 TB4 +5,029.950 MSFC

(5,646.948)

IU

S-IVB 01:34:06.943 TB4 +5,029.950 MDAC-WD +0

(5,646.943) -9

01:34:28.748 TB4 +5,051.750 bISFC

(5,668.748)

IU

S-IVB 01:34:28.748 TB4 +5,O51.750 MDAC-WD +0

(5,668.748) -9

S-IVB 01:34:28.761 N/A MDAC-WD +0

(5,668.761) -9

IU 01:34:28.946 TB4 +5,051.949 MSFC

(5,668.946)

S-IVB 01:34:28.948 TB4 +5,051.951MDAC-WD +0

(5,668.948) -9

S-IVB 01:34:28.961 N/A MDAC-WD +0

(5,668.961) -9

IU 01:34:3_.947 TB4 +5,061.949 MSFC --

(5,678.947)

S-IVB 01:34:38.q47 TB4 +5,061.949 MDAC-WD +0

(5,678.947) -9

S-IVB 01:34:39.062 N/A MDAC-WD +0

(5,679.062) -84

S-IVB 01:34:39.070 N/A MDAC-WD +0

(5,679.070) -84

AP 1-20

139a


EVENTI REOS TEDTIM

(see)

Signal from LVDC 01:34:38.7 TB4 +5,064.0

for: LOX Tank NPV (5,678.7)

Valve Open Off

i39b Signal Received in 01:34:38.7 TB4 +5,064.0

S-IVB for: LOX Tank (5,678.7)

NPV Valve Open Off


for: LH2 Tank Vent (5,680.7)

Valve Open



Vent Valve Open

140c i) Fuel Vent Valve -- N/A

Closed (Drop Out)


Open (Pick Up)


for: LOX Tank Flight (6,146.7)

Pressurization

Shutoff Va]ves


S-IVB for: LOX Tank (6,146.7)

Flight Pressuriza-

tion Shutoff Valves

Open (Cold He Dump)



Valve Close



Vent Valve Close

142c i) Fuel Vent Valve -- N/A

Open (Drop Out)


Closed (Pick Up)



Valve Boost Close On



Vent Valve Boost

Close On



Valve Boost Close

Off

SIGNAL

HONITORED

AT

MONITORED

TIME FROH

RANGE ZERO*

(hr:min:sec

I (sec)

TIME

TIME FROM

BASE

(see)

DATA ACCURACY

SOURCE I (ms) ..

IU 01:34:40.949 TB4 +5,063.951MSFC

(5,680.949)

S-IVB 01:34:40.947 TB4 +5,063.949 MDAC-WD +0

(5,680.947) -9

IU 01:34:42.948 TB4 +5,065.950 MSFC

(5,682.948)

S-IVB 01:34:42.946 TB4 +5,065.948 _mAC-WD +0

(5,682.946) -9

S-IVB 01:34:43.003 N/A MDAC-WD +0

(5,683.003) -84

S-IVB 01:34:43.087

(5,683.087)

N/A MDAC-WD +0

-84

IU 01:42:28.949 TB4 +5,531.951MSFC

(6,148.949)

S-IVB 01:42:28.960 TB4 +5,531.962 MDAC-WD +0

(6,148.960) -9

IU 01:44:42.949 TB4 +5,665.951 MSFC

(6,282.°49)

S-IVB 01:44:43.004 TB4 +5,666.006 MDAC-WD +0

(6,283.004) -9

S-IVB 01:44:43.551 N/A MDAC-WD +0

(6,283.551) -84

S-IVB 01:44:43.880 N/A MDAC-ED +0

(6,283.880) -84

IU 01:44:45.948 TB4 +5,668.950 MSFC --

(6,285.948)

S-IVB 01:44:45.961 TB4 +5,668.963 MDAC-WD +0

(6,285.961) -9

IU 01:44:47.949 TB4 +5,670.951 MSFC

(6,287.949)

AP 1-21

TABLEAPi-i (Sheet20of 30)AS-205SEQUEHCEOFEVENTS

VENT X EFRO oITIM FROMI., :.ZE ,I BASE

144b S[gnat Received in 01:44:45.7 TB4 +5,671.0

S-IVB for: LII2 Tank (6,285.7)

Vent Valve _oost

Close Off


for: Engine Main- (6,386.7)

Stage Control

Valve Open Off



Mainstage Control

Valve Open Off

145c Hainstage Control -- N/A

Sol-Energized

(Drop Out)


for: Engine lie (6,387.7)

Control Valve Open

Off (Terminate

LOX Dump)



He Control Valve

Open Off (Terminate

LOX Dump)

146c }le]lum Control Sol-

Energized (Drop Out)


for: Auxiliary

Hydraulic Pump

Flight Hode Off

147b

148a

148b

149a

149b

150a

SIGNAL

MONITORED

AT

S-IVB

!

MONITORED TIME _ DATATIME FROM

RANGE ZERO* TIME FROH

(hr:mln:sec) BASE SOURCE I

(sec) (sec) J.... i

01:44:47.q62 TB4 +5,670.964 MDAC-WD

(6,287.962)

Signal Received in

S-IVB for: Auxiliary

Hydraulic Pump

Flight Mode Off

Signal from LVDC

for: PU Inverter

and DC Power Off

-- N/A

01:46:29.7 TB4 +5,775.0

(6,389.7)

01:46:29.7 TB4 +5,775.0

(6,389.7)

0]:46:39.7 TB4 +5,785.0

(6,399.7)

IU

S-IVB

s-rvB

IU

S-IVB

S-IVB

IU

S-IVB

IU

01:46:28.947

(6,388.947)

01:46:28.963

(6,388.963)

TB4 +5,771.949 MSFC

ACCURACY

(ms)

+0

-9

TB4 +5,771.965 MDAC-WD +0

-9

01:46:28.962 N/A MDAC-WD +0

(6,388.962) -9

TB4 +5,772.950 MSFC

TB4 +5,772.965 }_AC-WD +0

-9

01:46:29.947

(6,389.947)

01:46:29.962

(6,389.962)

01:46:29.962 N/A MDAC-WD +0

(6,389.962) -9

01:46:31.949 TB4 +5,774.952 MSFC --

(6,391.949)

TB4 +5,774.965 MDAC-WD +0

-9

TB4 +5,784.950 MSFC

Signal Received in

S-IVB for: PU

Inverter and DC

Power Off

01:46:3%7 TB4 +5,785.0

(6,399.7)

S-IVB

01:46:31.962

(6,391.962)

TB4 +5,784.963 MDAC-WD +0

-9

Signal from LVDC

for: Passivation

"A" Disable

01:46:54.7 TB4 +5,800.0

(6,_14.7)

IU

0l:46:41.948

(6,401.948)

TB4 +5,799.951 MSFC

Signal Received in

8-1VB for: Passiva-

tion "A" Disable

0]:46:54.7 TB4 +5,g00.0

(6,414.7)

S-IVB

01:46:41.961

(6,401.961)

TB4 +5,799.963 >IDAC-$#D +0

-9

Signal from LVDC

for: Passivatlon

"B" Disable

01:46:54.9 TB4 +5,800.2

(6,414.9)

IU

01:46:56.949

(6,416,949)

TB4 +5,800.150 MSFC

01:46:56.961

(6,416.961)

01:46:57.148

(6,417.148)

V

AP 1-22

150b

151

152a

152b

153a

153b

154

155

156a

156b

157a

157b

158


EVENT

SignalReceivedinS-IVBfor: Passiva-tion "B"Disable

SignalfromLVDCfor: TelemetryCalibratorIn-FlightCalibrateOn

SignalfromLVDCfor: TMCalibrateOnSignalReceivedinS-IVBfor: TMCalibrateOn

SignalfromLVDCfor: TMCalibrateOff

SignalReceivedinS-IVBfor: TMCalibrateOff

SignalfromLVDCfor: TelemetryCalibratorIn-FlightCalibrateOff

SignalfromLVDCfor: TelemetryCalibratorIn-FllghtCalibrateOn

SignalfromLVDCfor: TMCalibrateOnSignalReceivedinS-IVBfor: TMCalibrateOn

SignalfromLVDCfor: TMCalibrateOff

Signal Received in

S-IVB for: TM

Calibrate Off

Signal from LVDC

for: Telemetry

Calibrator

In-Flight

Calibrate Off

PREDICTED TIME

TIME FROM

RANGE ZERO TIME FROM, BASE

(hr:min:sec7 (sec)

(sec)

01:46:54.9 TB4 +5,800.2

(6,414.9)

Variable Variable

Variable Variable

Variable Variable

Variable Variable

Variable Variable

Variable Variable

Variable Variable

Variable Variable

Variable Variable

Variable Variable

Variable Variable

Variable Variable

SIGNAL

MONITORED

AT

S-IVB

MONITORED TIME

TIME FROM [ TIME FROM DATA

RANGE ZERO* I SOURCE

BASE

(hr:min:sec) (sec)(sec)

TB4 +5,800.163 MDAC-WD01:46:57.161

(6,417.161)

IU 0]:53:19.961 T84 +6,182.963 MSFC

(6,799.961)

IU

S-IVB

IU

S-IVB

IU

01:53:22.962

(6,802.962)

01:53:22.977

(6,802.977)

01:53:23.960

(6,803.960)

01:53:23.977

(6,803.977)

01:53:24.960

(6,804.960)

TB4 +6,185.964 MSFC

TB4 +6,185.979 MDAC-WD

TB4 +6,186.962 MSFC

TB4 +6,186.979 MDAC-WD

TB4 +6,187.963 MSFC

IU O2:28:16.019 TB4 +8,279.021 MSFC

(8,896.019)

IU

S-IVB

IU

S-IVB

IU

02:28:19.017

(8,899.017)

02:28:19.034

(8,899.034)

02:28:20.019

(8,900.019)

02:28:20.033

(8,900.033)

02:28:21.018

(8,901.018)

TB4 +8,282.020 MSFC

ACCURACY

(ms)

+0

-9

+0

-9

+0

-9

TB4 +8,282.037 MDAC-WD +0

-9

TB4 +8,283.002 MSFC

TB4 +8,283.016 MDAC-WD

TB4 +8,284.020 MSFC

+0

-9

AP 1-23

159a


EVENTI PREDICTEDTIMEI TIME FROMI _ TIME FROHi RANGE ZEROI BASE

l (hr:m_n:gec) (sec)

Signal from LVDC 02:30:]4.7 TB4 +8,400.0

for: LOX Tank (9,0]4.7)

Flight Pressuriza-

tion Shutoff Valves

Close (Terminate

Cold He Dump)

159b Signal Received in 02:]0:14.7 TB4 +8,400.0

S-IVB for: LOX (9,0]4.7)

Tank Flight Pres-

surization Shutoff

Valves Close

(Terminate Cold

He Dump)

160 Begin Manual Con- 02:29:55.0 N/A

trol of S-IVB (8,995.0)

Attitude from CSM

161 End Manual Con- 02:32:55.0 N/A

trol of S-IVB (9,175.0)

Attitude from CSM

162 Pitch Down 20 02:42:55.0 N/A

(Position 1 Down) (9,775.0)

and Maintain Orbital

Rate

163 Initiate and Main- 02:51:10.0 N/A

rain Inertial (10,270.0)

Attitude Hold


for: Telemetry

Calibrator

In-Flight

Calibrate On


for: Tbl Calibrate

On


S-IVB for: TM

Calibrate On


for: TM Calibrate

Off


S-IVB for: TM

Calibrate Off


for: Telemetry

Calibrator

In-Flight

Callbrate Off

168 LV/CSM Separation 02:54:55.0 N/A

(10,495.0)

SICNAL I

MONITORED RANGE ZERO*

AT (hr:min:sec)

(see)

IU

MONITORED TIME DATA I

TIME FROM TIME FROM SOURCEBASE

(see)

02:30:16.948 TB4 +8,399.950 MSFC

(9,016.948)

S-IVB 02:30:16.953 TB4 +8,399.955 MDAC-WD +0

(9,016.953) -9

N/A 02:30:49.088 N/A MSFC

(9,049.088)

N/A 02:3]:44.988 N/A MSFC

(9,224.988)

N/A 02:42:56 N/A _AC-WD

(9,776)

N/A -- N/A _AC-WD

IU O2:54:16.935 TB4 +9,839.007 MSFC

(10,456.935)

IU 02:54:19.0_4 TB4 +9,842.006 MSFC

(10,459.004)

S-IVB 02:54:19.0_5 TB4 (9,842.007 _mAC-WD +0

(10,459.005) -9

IU 02:54:20.005 TB4 +9,843.007 MSFC

(10,460.005)

S-IVB 02:54:20.005

(10,460.005)

TB4 +9,843.007 MDAC-WD +0

-9

IU 02:54:21.004 TB4 +9,844.007 MSFC

(10,461.004)

N/A 2:55:02.388 N/A MSFC

(10,502.388)

ACCURACY

(ms)

%j

AP 1-24

169


EVENTI PREDICTEDTIME! TIMEFROM I M| RANGEZEROTI_EFROBASEI(hr:min:sec) (sec)/ (see)

Signal from LVDC Variable Variable

for: Telemetry

Calibrator

In-Flight

Calibrate On


for: TM Calibrate

On


S-IVB for: TM

Calibrate On


for: TM Calibrate

Off


S-IVB for: TM

Calibrate Off


for: Telemetry

Calibrator

In-Flight

Calibrate Off

173a Signal from LVDC N/A N/A

for: LH2 Tank Vent

Valve Open

173L Signal Received in N/A N/A

S-IVB for: LH2 Tank

Vent Valve Open

SIGNAL

MONITORED

AT

IU

IU

S-IVB

IU

S-IVB

IU

IU

S-IVB

MONITORED TIME t 1

TIME FROH TIME FROM DATARANGE ZERO* SOURCE

BASE


03:05:27.989 TB4 +10,510.991 MSFC

(ii,127.989)

03:05:30.987 TB4 +10,513.989 MSFC

(11,130.987)

03:05:30.997 TB4 +10,513.999 MDAC-WD +0

(11,130.997) -9

03:05:31.988 TB4 +10,514.990 MSFC

(11,131.988)

03:05:31.997 TB4 +10,514.999 MDAC-WD +0

(11,]31.997) -9

03:05:32.987 TB4 +10,515.989 MSFC

(11,132.987)

03:09:14.478 TB4 +10,737.480 MSFC

(i],354.478) (Note 8)

03:09:14.474 TB4 +10,737.476 MDAC-WD +0

(11,354.474) (Note 8) -9

173c i) Fuel Vent Valve N/A N/A S-IVB

Closed (Drop

Out)

2) Fuel Vent Valve N/A N/A S-IVB

Open (Pick Up)

174a Signal from LVDC N/A N/A IU

for: LH2 Tank Vent

Valve Close

174b Signal Received in N/A N/A S-IVB

S-IVB for: LH2 Tank

Vent Valve Close

174e l) Fuel Vent Valve N/A N/A S-IVB

Open (Drop Out)

2) Fuel Vent Valve N/A N/A S-IVB

Closed (Pick Up)

175a Signal from LVDC N/A N/A IU

for: LH2 Tank Vent

Valve Boost Close

On

03:09:14.564 N/A MDAC-WD +0

(11,354.564) -84

03:09:14.582 N/A MDAC-_ +0

(11,354.582) -84

03:15:56.110 TB4 +11,139.113 MSFC

(11,756.110) (Note 8)

03:15:56.123 TB4 +11,139.126 MDAC-WD +0

(11,756.123) (Note 8) -9

03:15:56.641 N/A MDAC-WD +0

(11,756.641) -84

03:15:56.942 N/A MDAC-WD +0

(11,756.942) -84

03:15:56.996 TB4 +11,139.999 MSFC

(11,756.996) (Note 8)

ACCURACY

(ms)

r

AP 1-25

EVENT

175bSignalReceivedinS-IVBfor: lJl2TankVentValveBoostCloseOn

176aSignalfromLVDCfor: LH2TankVentValveBoostCloseOff

176bSignalReceivedinS-IVBfor: LII2TankVentValveBoostCloseOff

177Initiate Maneuver

to Align S-IVB/IU

Ret rogr_de with

Local Horizontal.

Roll to Position 1

Up and Maintain

Orbital Rate


for: LOX and LH2

Pump Seal Purge

On (Start Stage

Control Sphere lle

Dump)

178b Signal Received

in S-IVB for: LOX

and LH2 Pump Seal

Purge On (Start

Stage Control

Sphere lle Dump)


for: Telemetry

Calibrator In-

Flight Calibrate

On


for: TM Calibrate

On


in S-IVB for: TM

Calibrate On


for: TM Calibrate

Off


S-IVB for: TM

Calibrate Off


for: Telemetry

Calibrator In-

Flight Calibrate

Off



PREDICTED TIME

G EFz%] (hr:mln:sec)I (see)

• (see) 1

N/A N/A

SIGNAL

I ONI$OREDS-IVB

I MONITORED TIME I [] TIblE FROM DATA

] RANGE ZERO* TIME FROM ] [

I (hr:min:sec) BASE SOURCE

[ (sec) _ (sec)

03:15:57.006 TB4 +11,140.009 MDAC-WD

(11,757.006) (Note 8)

N/A N/A IU 03:16:03.347 TB4 +11,146.349 MSFC

(]1,763.347) (Note 8)

N/A N/A

ACCURACY

(ms)

03:16:55.0 N/A

(11,815.0)

+0

-9

03:17:31.7 TB4 +11,237.0

(11,851.7)

S-IVB 03:16:03.355 TB4 +11,146.357 MDAC-WD +0

(11,763.355) (Note 8) -9

N/A 03:16:58.0 N/A MDAC-WD

(11,818)

03:17:31.7 TB4 +11,23v.O

(11,851.7)

IU

Variable Variable

03:17:33.948 TB4 +11,236.950 MSFC

(11,853.948)

S-IVB 03:17:33.958 TB4 +11,236.960 MDAC-WD +0

(11,853.958) -9

Variable Variable

Variable Variable

Variable Variable

Variable Variable

Variable Variable

IU 03:31:36.051 TB4 +12,079.054 MSFC

(12,696.051)

IU 03:31:39.047 TB4 12,082.O50 MSFC

(12,699.047)

S-IVB 03:31:39.063 TB4 +12,082.066 MDAC-WD +0

(12,699.063) -9

IU 03:31:40.054 TB4 +12,083.056 MSFC

(12,700.054)

S-IVB 03:31:40.072 TB4 +12,083.084 MDAC-WD +O

(12,700.072) -9

IU 03:31:41.048 TB4 +12,084.050 MSFC

(12,701.048)

V

V

AP 1-26

TABLE AP I-I (Sheet 25 of 30)


lTIME FROM

ITEM / PREDICTED TIME

l NO. _ EVENT RANGE ZERO I TIME FROM1" (hr :min:sec) I BASE

(sec) [ (sec)


for: Telemetry

Calibrator In-

Flight Calibrate

On

184a Signal from LVDC Varlable Variable

for: TM Calibrate

On


S-IVB for: TN

Calibrate On


for: TM Calibrate

Off


S-IVB for: TM

Calibrate Off


for: Telemetry

Calibrator In-

Flight Calibrate

Off


for: LH2 Tank Vent

Valve Open

187b Signal Received in N/A N/A

S-IVB for: LH2

Tank Vent Valve

Open

187c i) Fuel Vent Valve N/A N/A

Closed (Drop

Out)

2) Fuel Vent Valve N/A N/A

Open (Pick Up)


for: LOX and LH2

Pump Seal Purge

Off

188b Signal Received N/A N/A

in S-IVB for:

LOX and LH2 Pump

Seal Purge Off


for: LH2 Tank

Vent Valve Close

SIGNAL

MONITORED

ATMONITORED TIME

TIME FROM

BASE

(sec)

TIME FROM

RANGE ZERO*

(hr:min:sec)

(sec)

IU

DATA [

SOURCE

IU

S-IVB

IU

S-IVB

04:02:50.952 TB4 +13,953.954 MSFC --

(14,570.952)

04:02:50.969 TB4 +13,953.969 MDAC-WD +0

(14,570.969) -9

04:02:51.952 TB4 +13,954.955 MSFC --

(14,571.952)

04:02:51.969 TB4 +13,954.962 MDAC-WD +0

(14,571.969) -9

IU

IU

S-IVB

04:05:47.266 TB4 +14,130.268 MSFC

(14,747.266) (Note 8)

04:05:47.274 TB4 +14,130.276 MDAC-WD +0

(14,747.274) (Note 8) -9

S-IVB

S-IVB

IU

04:05:47.326 N/A MDAC-WD +0

(14,747.326) -84

04:05:47.391 N/A MDAC-WD +0

(14,747.391) -84

04:07:01.265 TB4 +14,204.267 MSFC

(14,821.265)' (Note 8)

S-IVB 04:07:01.276 TB4 +14,204.278 MDAC-WD +0

(14,821.276) (Note 8) -9

IU .... MSFC

(Note 8)

ACCURACY

(ms)

AP 1-27


ITEM TIME FROM

BASE(hr:mln:sec)

.... 1 (sec) (sec)

189b Signal Received N/A N/A

in S-IVB for LH2

Tank Vent Valve

Close

189c i) Fuel Vent Valve N/A N/A

Open (Drop Out)

2) Fuel Vent Valve N/A N/A

Closed (Pick Up)


for: l.ll2 Tank Vent

Valve Boost

Close-On

190b Signal Received in N/A N/AS-IVB for: LH2

Tank Veut Valve

Boost Close On

191a Signal from LVDC N/A

for: LH2 Tank Vent

Valve Boost Close

Off

191b Signal Received in N/A

S-IVB for LH2 Tank

Vent Valve Boost

Close Off

192 Signal from LVDC Variable

for: Telemetry

Calibrator In-

Flight Calibrate

On

193a Signal from LVDC Variable

for: TM Calibrate

On

193b Signal Received in Variable

$-rVB for: TM

Calibrate ON

194a

194b

Signal from LVDC

for: TM Calibrate

Off

Signal Received in

S-IVB for: TM

Calibrate Off

Variable

Variable

195 Signal from LVDC Variable

for: Telemetry

Calibrator In-

Flight Calibrate

Off

NIA

N/A

Variable

Variable

Variable

Variable

Variable

Variable

AT

S-IVB

S-IVB

S-IVB

IU

S-IVB

IU

S-IVB

IU

IU

S-IVB

IU

S-IVB

IU

MONITORED TIME

TIME FROM I DATA I ACCURACY

BABE(sec) SOURCE l (ms)

TIME FROM

RANGE ZERO*

(hr:min:sec)

(sec)

04:10:08.445 TB4 +14,391.447 MDAC-WD +0

(15,008.445) (Note 8) -9

04:10:09.214 N/A MDAC-E_ +0

(15,009.214) -84

04:10:09.214 N/A MDAC-KD +0

(15,009.964) -84

.... MSFC --

(Note 8)

04:10:09.253 TB4 +14,392.255 MDAC-WD +0

(15,009.253) (Note 8) -9

(Note 8)

MSFC

04:10:15.711 TB4 +14,398.713 MDAC-WD +0

(15,O15.711) (Note 8) -9

(Note 6)

MSFC

(Note 6)

MSFC

(Note 6) MDAC-WD +0

-9

(Note 6)

MSFC

-- MDAC-WD

(Note 6)

(Note 6)

MSFC

AP 1-28

v

I TEM

196a

EVENT



PREDICTED TIME

ITIF_ FROM | TIME FROMRANGE ZERO I(hr:mln:sec) BASE

(see) (sec)

04:30:14.7 TB4 +15,600.0

(16,214.7)

Signal from LVDC

for: LOX Tank

Flight Pressuri-

zation Shutoff

Valves Open

(Start Second

Cold He Dump)


S-IVB for: LOX _16,214.7)

Tank Flight Pres-

surization Shutoff

Valves Open (Start

Second Cold lie

Dump)

197 Navigation Update: ....

Update LVDC Infor-

mation Regarding

Launch Vehicle

State Vector

Parameters

198 Sector Dump Down- N/A N/A

link to Ground

Station the

Contents of an

LVDC Memory

Sector


for: Telemetry

Calibrator In-

Flight Calibrate

On


for: TM Calibrate

On


S-IVB for: TM

Calibrate On


for: TM Calibrate

Off

201b SignaI Received Variable Variable

in S-IVB for: TM

Calibrate Off


for: Telemetry

Calibrator In-

Flight Calibrate

Off

SIGNAL

MONITORED

AT

IU

MONITORED TIME

TIME FROMTIME FROM

RANGE ZERO*BASE

(hr:min:sec) (sec)(see)

04:30:]6.948 TB4 +15,599.95 MSFC

(16,216.948)

DATA

S-IVB

N/A

N/A

IU

IU

S-IVB

IU

S-IVB

IU

(Note 6)

MDAC-WD

04131:02 N/A

(16,262) (Note 8)

MSFC

04:31:31 --

(16,291) (Note 8)

MSFC

04:40:07.980 TB4 +16,190.982 MSFC

(16,807.980)

04:40:10.980 TB4 +16,193.982 MSFC

(16,810.980)

04:40:]0.988 TB4 +16,193.990 MDAC-WD

(16,810.988)

04:40111.978 TB4 +16,194.980 MSFC

(16,811.978

04:40111.988 TB4 +16,194.990 F_AC-WD

(16,811.988)

04:40:12.980 TB4 +16,195.982 MSFC

(16,812.980)

ACCURACY

(ms)

+0

-9

+0

-9

AP 1-29


EVENT


for: LOX and Ll12

Pump Seal Purge

Off (Terminate

Stage Control

Sphere tte Dump)


S-IVB for: LOX

and LH2 Pump Seal

Purge Off (Ter-

minate Stage

Control Sphere

lte Dump)


for: LH2 Tank

Vent Valve Open


in S-IVB for:

Ltl2 Tank Vent

Valve Open

204c i) Fuel Vent Valve

Closed (Drop

Out)

2) Fuel Vent Valve

Open (Pick Up)


for: LH2 Tank Vent

Valve Close


in S-IVB for: I.H2

Tank Vent Valve

Close

205e i) Fuel Vent Valve

Open (Drop Out)

2) Fuel Vent Valve

Closed (Pick Up)

206a Signal from L_C

for: LH2 Tank Vent

Valve Boost Close

On


In S-IVB for:

LH2 Tank Vent

Valve Boost Close

On

PREDICTED TIME

TIME FROM TIME FROM

RANGE ZERO ] BASE(hr:min:see)

(sec) [__ (sec)

04:41:22.0 TB4 +16,267.3

(16,882.0)

04:41:22.0 TB4 +16,267.3

(16,882.0)

SIGNAL

MONITORED

AT

IU

N/A N/A IU

S-IVB

N/A N/A S-IVB

N/A N/A S-IVB

N/A N/A S-IVB

NIA NIA IU

N/A N/A S-IVB

NIA NIA S-IVB

NIA N/A S-IVB

NIA N/A IU

NIA NIA S-IVB

MONITORED TIME

TIME FROM

RANGE ZERO*BASE

(hr:min:sec) (sec)(see)

TIME FROM

DATA

SOURCE[

04:41:24.247 TB4 +16,267.249 MSFC

(16,884.247)

04:41:24.262 TB4 +16,267.264 MDAC-WD +0

(16,884.262) -9

04:43:55.847 TB4 +16,418.850 MSFC

(17,035.847) (Note 8)

04:43:55.855 TB4 +16,418.858 MDAC-WD +0

(17,035.855) (Note 8) -9

04:43:55.926 N/A MDAC-WD +0

(17,035.926) -84

04:43:55.926 N/A MDAC-WD +0

(17,035.926) -84

04:49:01.727 TB4 +16,724.729 MSFC --

(17,341.727) (Note 8)

04:49:01.721 TB4 +16,724.723 MDAC-WD +0

(17,341.721) (Note 8) -9

04:49:02.228 N/A }_AC-WD +0

(17,342.228) -84

04:49:02.561 N/A }_AC-WD +0

(17,342.561) -84

04:49:02.627 TB4 +16,725.629 MSFC

(17,342.627) (Note 8)

04:49:02.621 TB4 +16,725.623 MDAC-WD +0

(17,342.621) (Note 8) -9

ACCURACY

(ms)

V

V

AP 1-30

x_1



EVENT


for: LH2 Tank

Vent Valve Boost

Close Off


in S-IVB for:

LH2 Tank Vent

Valve Boost Close

Off


for: LOX Tank

Flight Pressuri-

zation Shutoff

Valves Close


in S-IVB for:

LOX Tank Flight

Pressurization

Shutoff Valves

Close


for: LII2 Tank

Vent Valve Open


in S-IVB for:

LH2 Tank Vent

Valve Open

209e l) Fuel Vent Valve

Closed (Drop

Out)

2) Fuel Vent Valve

Open (Pick Up)


for: LH2 Tank Vent

Valve Closed


S-IVB for: LH2

Tank Vent Valve

Closed

210c l) Fuel Vent Valve

Open (Drop Out)

2) Fuel Vent Valve

Closed (Pick Up)


for: LI|2 Tank Vent

Valve Boost Close

On

PREDICTED TIME

!

TIME FROM | TIME FROHRANGE ZERO I BASE


SIGNAL

MONITORED

AT

N/A N/A IU

N/A N/A S-IVB

04:50:14.7 TB4 +16,800.0

(17,414.7)

IU

04:50:14.7 TB4 +16,800.0

(17,414.7)

S-IVB

N/A N/A IU

N/A N/A S-IVB

N/A N/A S-IVB

N/A N/A S-IVB

N/A N/A IU

N/A N/A S-IVB

N/A N/A S-IVB

N/A N/A S-IVB

N/A N/A IU

MONITORED TIME ITIME FROM DATA ACCURACY

(hr:min:sec) BASE

(sec) (sec)

04:49:08.579 TB4 +16,731.581 MSFC --

(17,348.579) (Note 8)

04:49:08.578 TB4 +16,731.580 MDAC-WD +0

(17,348.578) (Note 8) -9

04:50:16.951 TB4 +16,799.954 MSFC

(17,416.951)

04:50:16.950 TB4 +16,799.953 _AC-WD +0

(17,416.950) -9

(Note 8)

MSFC

05:08:59.182 TB4 +17,922.184 MDAC-WD +0

(18,539.182) (Note 8) -9

05:08:59.226 N/A MDAC-WD +0

(18,539.226) -84

05:08:59.237 N/A >mAC-WD +0

(18,539.237) -84

(Note 8)

MSFC

05:11:24.844 TB4 +18,067.846 MDAC-WD +0

(18,684.844) (Note 8) -9

05:11:25.313 TB4 +18,068.315 MDAC-WD

(18,685.313)

05:11:25.563 TB4 +18,068.565 MDAC-WD

(18,685.563)

(Note 8)

MSFC

+0

-84

+0

-84

AP 1-31

212a

212b

TABLEAPI-i (Sheet30of 30)AS-205SEQUENCEOFEVENTS

EVENT

Signal Received

in S-IVB for:

LH2 Tank Vent

Valve Boost Close

On

Signal from LVDC

for: LII2 Tank

Vent Valve Boost

Close Off

Signal Received

in S-IVB for:

LH2 Tank Vent

Valve Boost Close

Off

PREDICTED TIME

TIME FROH

RANGE ZERO

(hr:min:sec)

(sec)

TIME FROM

BASE

(sec)

SIGNAL

MONITORED

AT

OITORDTII IDATATIHEBASE(sec)FROM_SOURC_

TIHE FROM

RANGE ZERO*

(hr:min:sec)

(see)

N/A ,_/A

ACCURACY

(ms)

N/A NIA

S-IVB 05:11:25.619 TB4 +18,068.621 MDAC-WD +0

(18,685.619) (Note 8) -9

N/A N/A

IU .... MSFC

(Note 8)

S-IVB 05:12:01.358 TB4 +18,104.360 MDAC-R_ +0

(18,721.358) (Note 8) -9

NOTE: DEFINITIONS

1. These commands and events occurred during the RF blackout period. The command

times listed are MDAC-WD calculated times. The event times listed are the times

when the event indications were verified after acquisition of signal following

blackout.

2. This command was not issued.

3. This indication is not seen at this time because the vent valve cracked open to

prevent tank overpressure at RO+44B.25 sec.

4. These commands and events occurred between Canary Islan,!s and Tananarive stations.

The vent valve was verified Closed at Tananarive at R%>2,208.282.

5. This command was given prior to acquisition of signal at Cuaymas. The PU was

verified On after acquisition of signal.

6. These commands occurred over llawaii as scheduled. Data was not reduced to obtain

the exact times.

7. These are MSFC calculated times.

8. These functions were initiated by ground controller action.

V

KEY:

-- Not Available

N/A Not Applicable

%.r

AP 1-32

APPENDIX 2

GLOSSARY AND ABBREVIATIONS m

qJ

i. GLOSSARY AND ABBREVIATIONS

This appendix (table AP 2-1) lists the commonly used S-IVB-205 stage flight evaluation terms and

abbreviations together with their definitions.

Abbreviation Terms

AACS --

ac --

AEDC --

amp --

APS --

ASI --

A --t

aux --

C 3 --

CDDT --

CPIF --

cps --

CSM --

CVS --

db --

dbm --

deg --

e --

EBW - -

ECC --

ECF --

ECP --

EMC --

EMR Engine propellant

mixture ratio

ESC --

o F __

ft --

g Gravi tat ional

acceleration

GBI

G.E.T.

GH2

TABLE AP 2-1 (Sheet 1 of 4)

GLOSSARY AND ABBREVIATIONS

Definition

Auxiliary attitude control system (see APS)

Alternating current

Arnold Engineering Development Center

Ampere

Auxiliary propulsion system (see AACS)

Augmented spark igniter

Throat area

Auxiliary

Orbit energy

Countdown demonstration test

Cost plus incentive fee

Cycles per second

Command service module

Continuous vent system

Decibel

i0 log P (milliwatts) where p = power

Degree

Eccentricity

Exploding bridgewire

Engine Cutoff Command

End conditions of flight

Engineering change proposal

Electromagnetic compatibility

The ratio of engine LOX mass flowrate to LH2 mass flowrate

includes gas generator operations


Degree Fahrenheit

Foot

The acceleration produced by the force of gravity, which varies

with the altitude and elevation of the point of observation.

The value 32.1739 ft/sec 2 has been chosen as the standard by

international agreement for sea level at 45 ° north latitude

AFETR Station on Grand Bahama Island

Ground elapsed time

Gaseous hydrogen

AP 2-1

AbbreviationGMT

gpmgrinsGSEGYMh

h a

HAW

Hg

hp

Itz

i

in.

IP&CL

Isp

IU

KSC

lbf

lbm

ibm/sec

lb/pf

LH2

LOX

LV

LVDC

M

ma

mbars

max q

MDAC-WD

MDAC-WD/FTC

MDAC-WD/HB

MDAC-WD/STC

MDF

Hertz

Pounds mass

Te rms



Definition

Greenwich mean time

Gallons per minute

Gravity root mean square

Ground support equipment

Guaymas

Altitude

Apogee altitude

Hawaii

Mercury

Perigee altitude

Cycles per second

Inclination

Inches

Instrumentation Program and Components List

Specific Impulse

Instrument unit

Kennedy Space Center

Pounds force

1/32.1739 slug

Pounds mass, second

Pounds per picofarad

Liquid hydrogen

Liquid oxygen

Launch vehicle

Launch vehicle digital computer

Mach number

Milliampere

Millibars

Maximum dynamic pressure

McDonnell Douglas Astronautics - Western Division

McDonnell Douglas Astronautics - Western Division/Florida

Test Center

McDonnell Douglas Astronautics - Western Division/Huntington

Beach

McDonnell Douglas Astronautics - Western Divislon/Sacramento

Test Center

Mild detonating fuse

AP 2-2

2

Abbreviation

min

MOV

MR

ms

MSFC

mv

NAS A

nmi

No.

NPSP

OAT

OECO

P

Pa

PC

PCF

pf

psi

psia

psig

P/U

PU

q

R

R A

RACS

R&D

RF

1-ms

RO

scim

sec

S-IB

S-IVB

Te rms

Millisecond



Definition

Minutes

Main oxidizer valve

Mixture ratio

Thousandth of a sec

Marshall Space Flight Center

Millivolt

National Aeronautics and Space Administration

Nautical miles

Number

Net positive suction pressure

Overall test

S-IC stage Outboard Engine Cutoff Command

Period (time of one orbit)

Ambient pressure

Combustion chamber pressure measured at the injector

Preconditions of flight

Picofarad

Pounds per square inch

Pounds per square inch absolute

Pounds per square inch gauge

Pickup

Propellant utilization

Dynamic pressure

Rankine

Radius of apogee

Remote analog calibration system

Research and development

Radio frequency

Root mean square

An event time used as reference for S-IVB stage flight evalua-

tion sequence of events. Defined as the first Greenwich mean

time second prior to vehicle liftoff

Standard cubic in./min

Seconds

First stage of the Saturn IB (200) series of vehicles

Second stage of the Saturn IB (200) series of vehicles and

third stage of Saturn V (500) series of vehicles

AP 2-3

Abbreviation

SLA

S/N

sps

SSS

STC

STDV

Tel 4

T/M

TP EP

V

V A

V E

V I

Vp

vac

vde

VSWR

W

YE

?E

ol

On

Y1.'I

f

Y21

Terms


GLOSSARY _qD ABBREVIATIONS

Definition

Spacecraft LM adapter

Serial number

Samples per second

Stage switch selector

Sacramento Test Center

Start tank discharge valve

Merritt Island Telemetry Station IV

Telemetry

Telemetry performance evaluation period

Volt

Apogee velocity

Relative velocity

Inertial velocity

Perigee velocity

Voltage, alternating current

Voltage, direct current

Voltage standing wave ratio

Watt

Vertical distance

Vertical velocity

Angle of attack

Yaw angle of attack

Descending node

Inertial flight path elevation angle

Inertial flight path azimuth angle

AP 2-4

_x

DISTRIBUTION LIST_

DISTRIBUTION LIST

HUNTINGTON BEACH (A3)

KOI0 Senior Director - Saturn/Apollo Programs

KY00 Director - Saturn Program Production

KODO Director - Huntington Beach Development Engineering

KOEO Director - Saturn/Apollo Program Extension

KWAO Supervisor - System Engineering

KYCO Manager - S-IVB Series Stages

N580 Branch Manager - Saturn Contracts

HAAA Manager - Vehicle Fli_It Readiness

KWAO Supervisor - System Engineering

KCDE (Rocketdyne) via J. Boyde

KN00 Deputy Chief Design Engineer - Saturn Development Engineering

KA00 Chief Engineer - Mechanics & Reliability

KAB0 Branch Chief - Structural Mechanics

KB00 _lief Engineer - Structural/Mechanical

KACO Branch Chief - Flight Mechanics

KC00 Chief Engineer - Propulsion

KCBO Branch Chief - Analysis

KCBC System Performance

KCO0 Deputy Branch Chief - Propulsion Design

KCD0 Branch Chief - Test

KDO0 Chief Engineer - Saturn Electronics

KDDH Section Chief - Electronics TP&E

KDLD Branch Chief - Electronic-Stage Design

LIIO Chief - Data Reduction Engineering

LCC0 Branch Chief - Saturn Support Branch

KADO Branch Chief - Reliability Engineering

KFO0 Chief Engineer - Saturn Vehicle Checkout

Laborities Qualification Test Programs

Project Engineer - Test

Assistant Project Engineer - Operations Support

Assistant Project Engineer - Test

Assistant Project Engineer - System Test

KKB0

KKBL

KKBO

KKBJ

5284 Library

KEBG Records

S-IVB TP&E COMMITTEE MEMBERS (A3)

KBDB Project Support

KCBC System Performance

KDDH Electronics

LCCO Saturn Support Branch

PROPELLANT UTILIZATION PANEL (A3)

KKBH PU Panel Chairman - TP&E

KDLD PU Panel - Electronics

FLORIDA TEST CENTER (A41)

HE00 S.D. Truhan

HEBB H.N. Dell

KKG0 F.D. Comer

KAOC J. F° Ryan

KBDE G.C. Norvell

KCDD P, A. Kremer

KDDD L.H. Dybevick

KDDD D.W. Tutwiler

KKG0 J, R, Shaffer

SACRAMENTO TEST CENTER (A45)

KKH0 E.R. Jacobs

KCDC A. C, Polansky

MANNED SPACE CENTER (A57)

K010 K.J. Patelski

MARSHALL SPACE FLIGHT CENTER

KLC0 L.A. Garrett

NASA/MARSHALL SPACE FLIGHT CENTER

H. S. Garret

TP&E - Files

SATURN S-IVB-205 FLIGHT EVALUATION REPORT · This report presents the evaluation results of the...

Documents

Transcript of SATURN S-IVB-205 FLIGHT EVALUATION REPORT · This report presents the evaluation results of the...