NASA Saturn V Rocket Structural Elements - 1968

8/14/2019 NASA Saturn V Rocket Structural Elements - 1968

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DOCUMENTNO. D5-15782

TITLE APOLLO/SATURN V SPACE VEHICLE SELECTEDSTRUCTURAL ELEMENT REVIEW REPORT, AS-503MODEL NO. APOLLO/SATURN V CONTRACTNO. NAS8-5608, SCHEDULE IVPART IV, TASK 1.0CHANGE ORDER MSFC IV-2

ORIGINA[. RELEASE - NOVEMBER 25, 1968

,ssoEo. j_ ISSUED TO ._._ -_ _ -. },t / s ,'7", _.,.__ " . "J _,C

THE _ItU_J_I_G COMPANY SPACE DIVISION LAUNCH SYSTEMS BRANCH


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D5-15782

SECTION 1S-IC-3 LOX TANK LOWER BULKHEAD

SELECTED ELEMENT REPORT

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D5-15782

SKINSECTIONS-_x, x

UPPERBULKHEAD

VEHICLESTATION

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FIGURE l-I S-IC LOWER LOX BULKHEAD

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D5-1 57821.2 MANUFACTURING1.2.1 FabricationThe apex and base gores were fabricated in Wichita from2219-T37 aluminum sheets purchased per BMS 7-I05Co The seg-ments were sculptured and machine milled in the flat condi-tion. The milling provided a light structure with weldlands at the edges and integral membrane and stiffener con-figuration in the base gore segment to carry hoop compres-sion stresses.Following the milling operation, the segments were roughrolled to the approximate desired contour. The segmentswere then hydraulically bulge formed to the finish contour,rough trimmed, cleaned, and heat treated to the T87 condi-tion.The polar cap was machined from 2219 aluminum.The Y-ring was made at Michoud from 2219-T351 aluminumbillets which were rolled to a radius of sixteen and ahalf feet and then oven aged to T851 hardness. The threebillets were then butt welded to form a ring The MIGwelding was performed from both sides of the joints simul-taneously (each joint required approximately 112 weldingpasses). The completed 19,000 pound billet ring was thenplaced on a boring mill and turned to the finished Y-ringconfiguration, having a thirty-three foot diameter whichweighed approximately 3500 pounds.1.2.2 AssemblyFollowing receipt of the apex and base gore segments fromWichita, the edges of the segments were prepared for join-ing by trimming and fitting. The appropriate apex and basegores were joined using the TIG welding process. The eightassembled gores were joined by the same process to form thegore to gore assembly. Subsequently, the Y-ring was weldedto this gore assembly utilizing the TIG welding process.The final step was the TIG welding of the 54 inch polarcap into position to complete the ellipsoidal shaped bulk-head. See Figures I-2 thru I-5. The following MORTP'sdetail the operations on the foregoing steps of assembly:60B12200-I-904 thru 907, 949, 950, 960 and 970.In conjunction with the Y-ring to bulkhead weld, a certi-fication weld (per MORTPWC60BI2200-IB-970) of a partialY-ring to a partial base gore was made under the surveil-lance of the Boeing Welding Engineer and the NASA Certify-ing officer. This was for the purpose of certifying the

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GORE TRIM MERIDIAN WELD BULKHEAD TRIM

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1.3 QUALITY AND RELIABILITY ASSURANCE1.3.1 Receiving Inspection (Raw Material)The incoming raw material from Wichita was thoroughly in-spected for damage, and the identifying numbers were veri-fied and recorded. The VSD's which were received with theraw material were carefully reviewed to verify complianceof the material with the mechanical, chemical, dimensional,and configuration requirements. The VSD's included:Shipping Documents, Data Transfer and Certification Re-cord, Certified Inspection Report and Test Results (Alcoa-mechanical properties, chemical properties, and ultrasonicgird chart results), contour maps, and thickness maps.Following the visual inspection for damage, the materialwas cleaned, dye penetrant inspected, cleaned again, thenprotectively wrapped and/or stored in a controlled atmos-phere area till ready for assembly.1.3.2 In-Process InspectionThe following brief outline depicts the types of inspec-tion performed on the various bulkhead assembly operations,and is indicative of the thoroughness of the quality controlmeasures utilized: Instl. of

Y-Ring Assy. of Fittings Fittings ....Non-Destructive Non-Destructive

X-ra_enetran t-ra_enetrant DyeDyeDimensional DimensionalOptical MechanicalMechanical

Visual VisualMiscellaneous Miscellaneous

Non-Destructi veX-rayDye PenetrantDimensionalMechanical

VisualMiscellaneous

Apex toBase Assy. Bhd L. Assy.

Non-DestructiveX-rayDye PenetrantDimensionalMechanical

VisualMiscellaneous

Non-DestructiveX-rayDye PenetrantDimensionalMechanical

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Y-Ring to Bhd.Non-Destructive

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D5-15782

1.6 ON-SITE REVIEW SUMMARY1.6.1 GeneralThe on-site, selected element review was conducted duringthe period September 3-6 as a part of the JSAT effort, bya group of materials and stress engineers selected to re-view the AS-503 aft LOX bulkhead history, in regard tomanufacturing techniques and quality control procedures.This review encompassed a study of: manufacturing se-quences and processes; MRB actions; handling and storagetechniques; quality control procedures and results; manu-facturing drawings; and engineering planning documentation.The actual hardware being manufactured at the time, wasfor a much later flight effectivity. The differencesbetween the current methods of manufacturing and qualitycontrol, and the methods employed during the constructionof the AS-503 bulkhead were determined and noted. Themajor differences noted between the current and the 503effectivity methods of manufacture are as follows:

The AS-503 vehicle had the solid Y-ring. At a laterdate tee stiffeners were machined into the Y-ringas an integral part of the base of the Y.The TIG welding process was utilized on the bulkhead-to-Y-ring weld during assembly of AS-503. The MIGwelding process is currently employed on this operation.This process utilizes a much faster torch speed, thuslessening the heat buildup and thereby reducing dis-tortion of the bulkhead.On the AS-503 aft LOX bulkhead assembly, the polarcap was installed by welding the polar cap to theassembled bulkhead (gores and Y-ring) with the Y-ring,supporting the weight of the assembly. At a laterdate this operation was accomplished by draping thegore/Y-ring assembly over a center support therebystretching the bulkhead by its own weight. This methodminimized distortion in the bulkhead following thepolar cap weld. At a still later point in time thecurrently used method was evolved. That is - the gore/Y-ring assembly is placed over a central support andstretched in a positive manner by pulling the Y-ringtowards the floor, utilizing turnbuckles, prior toinstalling the polar cap.All of the fittings on the AS-503 aft LOX bulkheadwere welded on the bulkhead. Beginning with the AS-504,

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D5-15782

the fittings were machined as an integral part of thebulkhead segments except for the four (4) outboard LOXsuction fittings. The configuration of these fittingsis such that it is impractical to make them an integralportion of the gore segments, therefore, they are stillbeing welded to the segments.

Deviations in contour on gore segments were often correctedby aging the part within a restrained aging fixture.During construction of the AS-503, manufacturing was stillin the process of developing fabrication and assembly pro-cesses that would eliminate or minimize problems that hadcaused particular difficulty to that point. It was clearlyevident from observation of defect charts posted at thevarious weld operation stations that considerable progresshad been made by the time the AS-503 was built and thatprogress has continued to this date.A number of X-ray films were reviewed by the group. Theparticular films selected were chosen so that a detailedanalysis could be made of certain UER's. These films wereof gore-to-gore welds, apex-to-base welds, Y-ring-to-bulk-head welds and tee stiffener welds.1.6.2 Documentation ReviewedThe documents of prime concern to the investigating groupwere those involving manufacturing, inspection, and MaterialReview Board actions. The principal document developedfor governing the former two items was the MORTP (Manu-facturing or Testing Procedure) which spells out in detailthe manufacturing and testing procedures used in fabricatingand inspecting the individual parts. Additional documen-tation reviewed, which was utilized in the manufacturing andinspecting operations, was as follows: engineering drawings;welding specs (ABMA-PD-W-45A, ABMA-PD-R-27A, 60B32032,60B32004, 60B32009, MSFC Spec 135, BAC 8401, MSFC Spec130, MIL-T-5021C, 60B32514); cleaning specs (60B32002A,BAC 5749, BAC 5750, BAC 5765, BAC 5786, BAC 5745, BAC 5744,MSFC Spec 164); protective and wrapping specs (BAC 5034,BAC 5703, MIL-C-5541); identification specs (BAC 5307,60B00015, 60B32059); penetrant inspection (BAC 5423); heattreat (BAC 5602); forming, straightening, and fitting(BAC 5300); and VSD'So A substantial number of UER's,UER summaries, and UER data printouts were also reviewed.The UER is the primary document of TBC/MICH dealing withMRB actions. The group also examined the S-IC AS-503 De-sign Certification Review and the Manufacturing Plan.1.6.3 Conclusions

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D5-15782

VEHICLESTATION

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D5-1 5782

INTERMEDIATERING FRAME

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HAT SECTIONSTRINGERS ACCESS & UMBILICAL DOORSKIN SEGMENT ASSY.

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The following MORTP's detail the assembly and inspectionoperations performed on the foregoing steps of assembly:60BI4009-1A-910, thru 922, 924, 925, 952; 60BI4200-IA-900;60B14220-I; 60B14325-I; 60BI4400-IA-900; 901; 60BI4400-3A-900, 901, 902, 903; 60BI4600-IA-900 thru 905; 60BI4009-1A-990, 950, 951, 954, 955, 956; 60BI4600-IA-950.

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2.5 ON-SITE REVIEW SUMMARY2.5.1 GeneralThe on-site selected element review was conducted duringthe period September 3-6 as a part of the JSAT effort, bya group of materials and stress engineers selected to re-view the AS-503 Forward Skirt history, in regard to manu-facturing and quality control procedures. The reviewcovered: manufacturing sequences and operations; MRBactions; handling and storage techniques; quality controlprocedures and test results; engineering drawings; andengineering planning documentation.The actual hardware being manufactured at the time of thereview, was for a later flight effectivity. The differencesbetween the current methods of manufacturing and qualitycontrol, and the methods employed during the constructionof the S-IC-503 forward skirt were determined and noted.The major differences noted were:

a Difficulties experienced on the AS-501 andAS-502 flights, with the umbilical door,necessitated a change in the design ofthe closing mechanism and latch assembly.The door interfered with the umbilicallanyard cable as the umbilical disconnected,and remained open during flight. The im-proved design was satisfactorily tested,Reference 2.1, and a decision was made toincorporate the change in design on AS-504rather than AS-503 slnce time was a factorand the problem presented an acceptablerisk.

b . Titanium fasteners currently used, wereinstalled on S-IC-AS-504 and on.2.5.2 Documentation ReviewedDocuments of primary concern to the investigative groupwere those dealing with manufacturing, inspection, and Ma-terial Review Board actions. The principal document generat-ed for controlling the first two items was the MORTP (Manu-facturing or Testing Procedure) which details in step-by-step fashion the manufacturing and testing procedures utilizedin fabrication and assembly of the individual components.Other documents which were reviewed and which were used inconjunction with manufacturing and inspection were: engineer-ing drawings; identification requirement specs (BAC 5307,60B-32059); protective covering and storage (BAC 5034);

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3.1 DESCRIPTIONThe LOX tank girth weld is the circumferential weld thatjoins the common bulkhead to the aft LOX bulkhead, asshown in Figure 3-I. The gore segments of the aft LOXbulkhead and facing sheets of the common bulkhead are 2014-T6 aluminum alloy. The bulkhead shells are fabricated from12 gore segments, and fusion welded by the TIG process using2319 aluminum alloy filler wire. The common bulkhead isan adhesive-bonded sandwich assembly which employs a fiber-glass/phenolic honeycomb core. Figure 3-2 shows thephysical relationship of the LOX tank, bolting ring, aftskirt, and lower LH 2 tank cylinder.

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BULKHEAD

GIRTH WELDAFT LOX BULKHEAD

FIGURE 3-I S-II LOX TANK GIRTH WELD

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STATION.m.---1863

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COMMON BULKHEADFORWARD FACINGSHEET12 GORESEGMENTS &DOLLARSECTION

CQMMONBULKHEADINSULATION

GORE FRAME

25 CONSTA NT

.050CONSTANT

0SC

2014-T6 ALUMINUM ALLOYFACING SHEETSWITH FIBERGLASS PHENOLICHONEYCOMB CORE

E:J(,_!...iC.Vl"-400IO

FIGURE 3-3 S-II COMMON BULKHEAD CONSTRUCTION


58/413

2014-T6 ALUMINUM ALLOYEXPLOSIVE FORMED AND

WELDED __ __;_< :_ i

AFT LOX BULKHEAD12 GORE SEGMENTS

BOLTING RING12 SEGMENTS

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(J1O3

FIGURE 3-4 S-II AFT LOX BULKHEAD


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D5-15782

FIGURE 3-5 COLLAPSIBLE WORK PLATFORM AND SKATE SAW

3-10


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D5-15782

/- VACUUM CUPS

C.L. OFWELD

/

FIGURE 3-6 BACKUP BAR AND OFFSET TOOL

3-11


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D5-1 5782

FIGURE 4-I S-II FORWARD LH 2 BULKHEAD

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(i)D5-15782

POSITIONLH2 BHD IN SADDLESPACERS ALIGN CYL. POSITION I TO LH 2 BHD POSITION I LEVEL BHD FOR TRIM-INSPECT PER ITI INSTALL UPPER VACUUM DETAILS - WELD

BACKUP BAR & APPLY INITIAL PRESSURE

S TON HOOK II!i

LH2 BH

\CYLINDER---_

FWD LH 2

LH 2 CYLINDER #6 J

FIGURE 4-2 POSITION LH 2 BULKHEAD IN SADDLE SPACERS

4-6


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D5-15782

Q_TRIM OPERATIONLH2BHD, POSITION SKATE SAW - MAKE ROUGH TRIM VACUUM CHIPS CHECK FOR PLANE MAKE NET TRIM INSPECT TRIM

SKATE TRACK -_T-7200039

Yi

FIGURE 4-3 TRIM OPERATION LH 2 BULKHEAD

4-7


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D5-15782

Q WELD PREPARATION DROP BACKUP BAR PRESSURE RAISE BULKHEAD USING VACUUM DETAILS RETRACT BACKUP BAR CLEAN & INSPECT

FWD LH 2 BHD.

FIGURE 4-4 WELD PREPARATION

4-8


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D5-15782(i) WELD0PERATION REINSTALL BACKUP BAR ALIGN TO WELD POSITION BHD: FOR DRAW FILING VACUUM & INSPECT POSITION BHD. FOR WELDING IT] INSPECT, NASA INSPECT APPLY BACKUP BAR PRESS 6,000 LBS.

HYDRAULIC PRESSURE SCREW JACKS IN EXCESSIVE OFF SET AREAS

& START INTERMITTANT TACK WELD REMOVE SCREW JACKS PENETRATION PASS REMOVE BACKUP BAR SHAVE INTERNAL WELD BEAD MAKE CONTINUOUS TACK PASS

nil ._

FWD LH 2 BHD.,,..._w./

#6 CYL INDER_._

FIGURE 4-5 WELD OPERATION

4-9


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WELD COVERPASSOPERATION MAKE IN-PROCESS REPAIRS AS REQUIRED CLEAN-UP SHARP EDGES OF PENETRATION PASS, X-RAY & INSPECT - REPAIR AS REQUIRED INSTALL BACKUP BARS,

APPLY 5000 LBS. HYDRAULIC PRESSURE RUN COVER PASS MILL COVER PASS, BEAR-TEX & CLEAN-UP AREA DYE PENETRANT, INSPECT ALL ACCEPTED X-RAYVIEWS & CHEM FILM

INSPECT, CLOSE FAIR BOOK

WELD SKATE-----'-ZT-7200040 /

SKATE TRACKT-7200039 I

FIGURE 4-6 WELD COVER PASS OPERATION

4-10


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/ " " _\ _HD "_ _ /TAPED VINYL (TWO PLY/ / _ NER" I _ BAGsAL_LA_OUNDA Vll_A RETAI "_A J_ I _ .RAISE BHD AFTER CUT, TOOL _ .VACUUM

|, - STANDARDSKATE - -- i 1%I TRACK & SAW SETUP I _

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_ STRAPS_ _TWO-PLY

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BAR

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CYLINDER #6

LH 2 FWD.BHD

CYLo #6 '-_ / _.SAWDRILL JI .

STEP

i CYLINDER #6

ROUTER SKATE

CY

FIGURE 4-7 SEQUENCE OF OPERATIONS FORREMOVAL OF DAMAGED BULKHEAD


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D5-1 5782

RING FRAMES

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LOCATETRINGERSKIN-DRILLTACKRAW _OCK PANEL SKIN ROLL STORAGE TRIM STORAGE RIVET

RAW STOCK STORAGE STRINGER STOCK EXTRUSION STORAGE

I STORAGE

END TRIM & ROll

LOCATE FRAMES TOPANEL ASSY. DRILl,. &RIVET COMPLETE.

GI SHIPTOSEAL J

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.STORAGE _j

FIGURE 5-2 S-II FORWARD SKIRTFABRICATION SEQUENCE


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D5-15782

T',,,

FRAME SUBASSEMBLY

SKIN SUBASSEMBLY ANDFRAME ASSEMBLY

COMPLETE FORWARD SKIRT ASSEMBLY

FIGURE 5-3 S-ll FORWARD SKIRT ASSEMBLY

5-7


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D5-15782

FORWARDSKIRTLH 2 TANK

LH TANKCYLINDERCOMMON

BHD

AFTSKIRT

LOX DOMEFILLET WELD*THRUST STRUCTURE/AFT DOME JOINT*

INTERSTAGE

* STRUCTURAL JOINTS

THRUSTSTRUCTURE

REVIEWED

FIGURE 6-I S-IVB

6-4


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D5-15782

6.2 MANUFACTURINGIn order to appreciate the complexities of the two jointsin question, a description of the manufacture of the threecomponents involved is outlined.6.2oi Fabrication6.2.1.I Common BulkheadThe common bulkhead assembly is a two inch thick sandwichhoneycomb structure, Reference 6_I. It consists of a fiber-glass reinforced phenolic honeycomb core adhesively bondedbetween two hemispherically shaped domes per DPS 31150-I.The forward and aft dome assemblies are produced from 2014aluminum material. Each assembly is fusion welded (MIGprocess, DPS 14052) and consists of a contoured centerplate, nine gore segments, and a circumferential ringassembly. Figure 6-2 shows the common bulkhead and aclose-up of the common bulkhead/aft dome joint.The ring assembly is composed of three identical ringsegments fabricated from an extruded angle, formed on astretch die, and heat treated by aging to T6 condition.The three segments are joined by fusion welding in a weldfixture, then machined in a large boring mill.The forward dome segments and center plate are fabricatedfrom 0.125 inch thick sheet aluminum, and the aft domesegments and center plate from 0.133 inch thick sheetaluminum. Figure 6-3 shows the manufacturing sequencefor the common bulkhead.The adhesive bonding sequence subjects the entire assemblyof aft dome, honeycomb and bonding tool to a vacuum of25" Hg. and the bond is cured with heat (330F) and pres-sure (I0 psi) in a large autoclave. When cure is com-plete, the forward surface of the honeycomb is carefullyfitted to the contour of the aft face of the forward domeThe bonding sequence is repeated, with vacuum, heat andpressure to achieve final cure The seal weld completesclosure of the common bulkhead, and the final finish stepsare taken as shown in Figure 6-3.6.2oi.2 Aft BulkheadThe aft bulkhead of the LOX tank is a hemisphericallyshaped aluminum structure consisting of nine gore seg-ments, and various flanges, fittings and elbow assembliesThe nine gore segments are fabricated from 0.280 inchthick 2014 sheet aluminum. Forming of individual segments

6-5


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CONTOUREDCENTERPLATE

HEAT RESISTANTPHENOLICHONEYCOMB-- UPPERDOMESEAL WELD

LOWERDOME

IBLINDBOLT

LOX TANKSEAL WELD

SEAL WELD

HUCK BOLT

!

O0

GORE SEGMENTS(9 PLACES)

ATTACHANGLE

AFT DOMESTRUCTURE

FIGURE 6-2 S-IVB COMMON BULKHEAD ANDCOMMON BULKHEAD/AFT BULKHEAD JOINT


101/413

I-.j

RECEIVE FORM DOME HEAT TREAT FINALSHEET STOCK SEGMENTS TO A.Q. STRETCH"O'" FORSTRETCHING." 'T3" FORBULGEFORM ING

ROUGH AGETRIM TO T6

_. IWEIGH!.._._ _ ___WELD SEAMS. TRIMTRIM STATION SEGMENTSPLANE, X-RAY

DEEP. ETCHMILL_ ,_

C ECK AND TRIM STRETCH RING" WELD DOMES MACHINE RINGS STRAIGHTEN SEGMENTSTO RINGS, X-RAY SEGMENTS SEGMENTS

MACHINE CENTER X-RAYPLATE OPENING.WELD CENTER PLATE

CHECK HONEYCOMB. SEAL WELDII'WEIGHL _F_--- IP'-_,._ - BOND BETWEEN RINGSMOVE TO

LOX TANK 4 I _i1"_---" _ i--'_ASSEMBLYAREA LEAK CHECKMACHINE RINGS

E_(J1I

(J3COr,o

FIGURE 6-3 S-lVB COMMON BULKHEADMANUFACTURING SEQUENCE


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STRETCH FORMRECEIVE SHEET 9 SEGMENTSSTOCK C'O'" FORSTRETCHING."'r3""OR BULGEFORMING)

---'___ LI_J ____- .OO_R,.__ _ _'_11 ...... NTSTRESS RELIEVE AND _ n_m_ ETCH CLEAN

CON DITION TO ""A Q'" FINAL STRETCH

9

ROUT CUTOUTS

_

ANODIZE ETCH MILL STENCIL CUT CURE MASKi AND PEEL

WELD FITTINGONE SIDE INVERT. WELDOTHER SIDE

TRIM GOREMERIDIAN EDGES

SPRAY MASK AGE TO T6

MAKE MERIDIAN WELDS.TRIM STATION PLANEAT EQUATOR.ovSSEMBLY AREA

" TRIM OPENING.WELD OUTLETS. WELD JAMBSTU DS. CLIPS

.

FIGURE 6-4 S-IVB LOX TANK AFTBULKHEAD MANUFACTURING SEQUENCE


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ELDING HEAD

BAR INWELDING POSITION

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FIGURE 6-5 S-IVB WELDING GORE SEGMENTSAFT AND COMMON BULKHEADS


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07!

FABRICATE DETAILSAT SANTA MONICA

DELIVER TO TOWER COMPLEX

!

_ HANDLING,-PLACE ON HANDLINGAND STORAGE DOLLY

E_(._I(._"MO3

FIGURE 6-6 S-IVB THRUST STRUCTUREMANUFACTURING SEQUENCE


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LOAD AFT DOMEINTO WELD FIXTURE

i

LOCATE & HUCKBOLT BAFFLEASSEMBLY, WEIGH & SHIP TOSPACE SYSTEMS CENTER

LOCATE & HUCKBOLT AI-rACH ANGLE.INSTALL BAFFLE. LOAD COMMON BULKHEAD.DRILL HOLES & HUCKBOLT COMMON BULKHEADTO AFT DOME

X-RAY WELDS

41

WELD AFT COMMONBULKHEAD RINGTO AFT DOME

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0-WELDORWARD COMMONBULKHEAD RING TOAFT DOMEFIGURE 6-7 S-IVB LOX TANK

ASSEMBLY SEQUENCE


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AFT DoME

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TANKWELD FIXTURE

SPECIAL FIXTUREFOR MAKINGINSIDE WELD

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FIGURE 6-8 S-IVB LOX TANK-JOINING COMMONBULKHEAD AND AFT BULKHEAD


108/413

YELDING TORCH

TORCH POSITIONER

COMMONBULKHEAD AFT DOME

/

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LOX TANKWELD FIXTURE

FIGURE 6-9 S-IVB JOINING LOX TANK ASSEMBLYCOMMON BULKHEAD AND AFT BULKHEAD


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_--..._l_JN _LOAD TRANSPORTATIO ,___ _FIXTURE ON LOW _ _ _-_J_t fl'__-_,BED TRAILER ! llL_ ___/ "| I _F |_-'_T_

j 7t(_ TRANSPORT TO SSC

FIGURE 6-10 S-IVB SHIPPING LOX TANKTO SPACE SYSTEMS CE_ITER


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D5-15782

6.3 QUALITY AND RELIABILITY ASSURANCE"Quality Control shall be in accordance with NASA NPC200-3 and applicable portions of NASA NPC 200-2 as definedin the Douglas Reliability Control Specification," Ref-erence 6.2.6o3.1 Receiving Inspection (Raw Materials)Raw materials are inspected for identification, damage,dimensional characteristics and evidence of non-destructivetests. All receiving paper is reviewed for the supplierschemical and/or physical test reports, test certification,material certification, etc., to the applicable specifica-tions noted on the purchase order. In the absence ofacceptable suppliers test data, MDC tests as required bythe applicable specifications In addition to the fore-going testing, periodic testing is performed by Q&RA per-sonnel on a prescribed random basis to assure accuracy ofsuppliers' test resultsAll raw materials requiring test are withheld pending com-pletion of these tests. Reliability assurance verifiesthat the requirements of the specifications are met.632 In-Process InspectionInspection procedures for fabrication, assembly and testoperations are an integral part of the detail manufacturingdocuments (A.Oo'S). Both standard and special inspectionprocedures are issued and controlled by the ReliabilityAssurance Department.All tooling is optically inspected at regular intervals,and realigned as required.Etch baths, chem-mill solutions and anodizing solutionshave their composition and concentration verified beforeuse.Welding personnel are certified and must be recertifiedat regular intervals. All welding is done under rigid cleanroom conditions, under personal supervision of a weldingengineer, per DPS 41006. Every step of the welding proce-dure must be signed off by Q&RA inspectors.Bonding technicians undergo intensive training beforebeing allowed to work on the common bulkhead. Refreshertraining courses are also required. Adhesive bonding iscarried out under rigid clean room procedures. Adhesivebatches are checked before use to verify age and bond

6-16


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D5-15782strength, per DPS 31150-I. All temperatures, pressuresand vacuums are recorded and monitored.As indicated in Figure 6-3, 6-5, and 6-7, 100% x-ray in-.spection is carried out on all welds as standard procedure(DPS 15200, QCM 0008). In addition, all welds are examinedvisually under white light, black light and by penetranttechniques (DPS 15101, DPS 15105). Weld settings aredetermined in advance of production welding by running pre-production sample welds on production weight metal. Pre-production weld samples are subjected to full inspectionand tensile testing before production welding may proceed(DPS 14052).After welding, but before final bolting of the commonbulkhead/aft bulkhead joint, the assembly is leak testedby pressurizing the area between the two welds.6.3.3 Final Checkout and InspectionFinal assembly of the tanks of the S-IVB is accomplishedin the Tooling Tower complex at the Huntington Beachfacility. The assembled tank is proof-pressure testedhydrostatically in this building (Figure 6-II) then allwelds are again checked by dye penetrant techniques, perReferences 6-3 and 6-4.Following insulation of the LH2 tank interior, the tankassembly is returned to the Tooling Tower complex forattachment of skirts, thrust structure, J-2 engine, elec-trical and hydraulic systems. The procedures followed,with checkout points noted, are shown in Figure 6-12o

6-17


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D5-1 5782

BRIDGE CRANE,

WORK PLATFORM_WORK LEVEL

WATER TANK

TANK ASSEMBLY --

FIGURE 6-11 S.IVB HYDROSTATIC TESTING

6-18


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I.-

1. LOCATE THRUST STRUCTURE2. LOCATE AFT SKIRT

1 . DETERGENT CLEANHYDROGEN TANK

2. LOCATE PROBES3. SEAL

1. LOWER TANK ASSEMBLY ()NAFT SKIRT AND ATTACH

2. RAISE THRUST STRUCTUREAND ATTACH TO LOX TANK

3. LOCATE AND ATTACHFORWARD SKIRT

4. CHECK TARGET ALIGNMENT5. COMPLETE INSTALLATIONS

I. LOCATE ASSEMBLY IN TOWERAND ATTACH AFT HOIST RING

2 . INSTALL ENGINE VERTICALLYTHROUGH BASE

3. COMPLETE INSTALLATIONSBETWEEN ENGINE AND .VEHICLE

4. INSTALL AUX IL IARY PROPULS IONMODULES

5. CHECKOUT

1. REMOVE FROM TOWER2. LOCATE ON TOOLING DOLLY

_FORWARD AND AFT HFH'S AREALSO ROLL RINGS FOR PAINTPOSmON)

INSTALL PROTECTIVECOVER AND SHIP

_m ,---LOAD ON REMOVE WEIGHING J/b,CK UP ASSEMBLY,TRANSPORTER ROLL RINGS AND LOWER ON LOADINSTALL G.S.E. ROLL CELLS. WEIGH

RINGS

!.- LIFT FROM DOLLY.2. INSERT CRADLE.3. LOWER VEHICLE4. INSTALL WEIGHING

ROLL R INGS

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'FIGURE 6-,]12 S-,1WB..FINAL ASSEMBLY


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I0.I GENERAL - Continuedfor most of the non-structural parts. A few vendorsupplied non-structural items have not been revieweddue to delays in obtaining drawings

b Twenty structural parts have been categorized as"Stress Corrosion possible" or "Stress Corrosionimprobable (but possible)" based on maximum adverseconditions of manufacture, assembly, and environmentthat could be expected. These are presented in tabularform (in the final report) together with a listing ofexamination which has been made of these parts onvarious spacecraft s.

C No evidence of stress corrosion has been found in anyitem examined. A report (SD6B-740) is currently inprocess of publication covering the details of thesurvey including a list of the 1501 drawings reviewed.

quality Control ProceduresThe quality control procedures that were stipulated for themanfuacture of AS-503 hardware were assessed and foundadequate Quality control requirements are incorporatedin all manufacturing specifications. This includes thevarious aspects of fabrication and assembly from the procure-ment of raw material to the final inspection of flight hard-ware. Evidence that the quality control requirementshave been met is found in the NR Fabrication and InspectionRecords (FAIR Books), wherein the disposition of discrepan-cies in the structure is described. These discrepancydispositions are the result of Materials Review (MR)actions which are described below. Provisions for AS-503quality assurance are typified in the descriptions of qualityassurance provisions for the CM and the SLA, presented in theappropriate sections which followThe assessment of the impact of Material Review Board (MRB)action on the selected critical elements is described inthe JSAT Spacecraft As-Built Capability Document, D5-15781.A report of a complete review of MR's that pertain to theAS-503 spacecraft structure is contained in Boeing/HoustonDocument D2-I18158-I, "AS-503 jSAT/ASSAT SpacecraftMaterial Review Assessment". This latter document is therecord of the Joint Structural Assessment Team (JSAT) andApollo Spacecraft Structural Assessment Team (ASSAT) reviewof the North American Rockwell Company (NR) Material Review(MR) documents that describe dispositions of discrepanciesthat were found in the AS-503 spacecraft structure

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D5-15782I0.I GENERAL- ContinuedApproximately 2500 MR dispositions were contained in the787 MR documents that were reviewed. After assessing andevaluating each disposition, 2404 were determined to beadequate and 96 were determined to be questionable. These96 dispositions were referred to JSAT stress for in-depthanalysis and resolution. The stress analysis verified theadequacy of the 96 questionable dispositions. Thus, the2500 MR dispositions that were reviewed were all finallyassessed to be adequate.These MR review results were used by JSAT in the final assess-ment of the flight readiness of the AS-503 Spacecraft.The purpose of the review was to verify the adequacy of thedispositions of structural discrepancies that are describedin the MR documents. At the outset the intent was toassess only those MR's that pertained to primary structure.However, the review encompassed not only all of the pri-mary structure MR's but virtually all of the secondarystructure MR's as well. Particular attention was givento the potential impact of MR's on previously identifiedselected critical elements.The objective of the review was to assess the impact of theMR dispositions on the strength of the Spacecraft structure.The original configuration of the AS-503 spacecraft structurewas composed of five modules that included a SpacecraftLunar Module Adapter (SLA-II), a Service Module (SM-I03),a CommandModule (CM-I03), a Launch Escape System (LES),and a Lunar Module (LM-3). The plan was to assess theMR's that pertain to each of the above modules. Coincidentwith a change in the mission requirements for AS-503,a structure (LTA-B) which simulates the mass of a LunarModule was substituted for LM-3. The flight worthinessof LTA-B was assessed to be adequate by inspection methods.There are no MR documents pertaining to this simulatedspacecraft module. With the elimination of the require-ment to assess the LM, this AS-503 ASSAT/JSAT SpacecraftMaterial Review assessment was accordingly limited to theSLA, SM, CM, and LES.The MR review was conducted in three phases, as follows:Phase S/C ModuleI SM

II CM/LESIII SLA

LocationDowney, CaliforniaDowney, CaliforniaHouston, Texas

DatesSept. 3 - Oct. 4, 1968Oct. 15 - Oct. 18, 1968Oct. 22 - Oct. 26, 1968

10-7


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Inconel 718, 7075-T6BELL CRA!

Alclad 2014-T652 Outer Face5052-H39

2014-T651 Plate Inner F.Sand Built-Up Edge

COMMANDMODULE TUNNEL PRESSUREEQUALIZATION AND INDICATOR VALVE

7075-T6 Plate (Center)nd Bar (Support)

A-286 (Bushings)

Housing 2024-T351Gears Inconel 718GEAR BOX

Ti-6AI-4v

2024-T4Spring 17-7PH

7075-T6

Button Spring302 SS

A286 End Fittings(Typ)

7075-T6HANDLE IN STOWEDPOSITION2024-T4

PLUNGER 2024-T4Incl 718Spring 302 B Wire

ROD ASSY (Typ)2024-T3 Tubes (7)

!

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Figure lO-12 TYPICAL FORWARD PRESSURE HATCH MATERIALS


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VENT P,ORTPURGEA-286

Corning 1723 Aluminosilicate GlassFrame 2024-T351, 7075-T651Retainer 2024-T351Flange 7075-T6BOOST COVERRELEASE FAIRING

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AblatorOutside

Inside Slab 2014-T6522014-T652 FG FRAME

HATCH DRIVE PENETRATIONFiberglass Honeycomb BetweenAluminum Slab and Ablator HINGE

BOOST COVER

Figure 10-13 TYPICAL UNIFIED HATC_ AND BOOST COVER MATERIALS

!


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Shell StructurePHI4-8 Mo Face SheetsPHI4-8 Mo Honeycomb Core RING ASSEMBLY 321 Stainless Ann.

71 78-T,!

C_

HANDLE ASSEMBLY(OPEN POSITION)

HANDLE ASSEMBLY(STOWED POSITION)

Figure 10-14 TYPICAL ABLATIVE HATCH MATERIALS

Inc 718A-286


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DROGUEASSEMBLY.--,

_Inconel 718 Hook201 4_TR_B_ap\

DOCKING RING (CM)

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Latch Fittings A286Base 2024-T4Fiberglass

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2014-T6 CYb2014-T6Inconel 718

Inconel 7182014-T4 Collar-- .

l!JH SSEMBLIESInc l" 718 ShaftTi-6AI-4v Yoke

Figure I0-16 DOCKING SYSTEM MATERIAL USAGE


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SEA RECOVERYCABLE

Cable 301 SSBar Inconel 718Plate 7075-T6

Y

DROGUE PARACHUTE MORTAR

LES TOWER ELECTRICALRECEPTACLE

Flower Pot Ti-6AI-4vBeams 7079-T652

PARACHUTERISER PROTECTOI

Mortar Supt.7075-T6PILOTMORTAR, Cap 7075-T6

MAIN LANDINGRetention Frame 7075-T6

RCS ENGINE PROTECTOR7075-T67075-T651

DYE MARKER AND SWIMMER UMBILICALHF RECOVERY ANTENNAUPRIGHTING BAGS

UNDER MAIN PARACHUTES (3 PLACES)Tiedown Fitting 7075-T651

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Figure 10-17 LES- EQUIPMENT MATER!AL VSAGE

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IMPREGNATEDFIBER GLASSLAMI NATEMBO130-O04V36-321278

f/

BONDEDAL HONEYCOMB\ 5052-H39 CORE

_---.- I NNER ML

17-4PH CRESSTEELMBOI60-018V36-321280

V36-310001 (REF)

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ML

Figure 10-18 INNER TO OUTER SHELL ATTACHMENT MATERIAL USAGE

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D5-15782

10.3.2 ContinuedAdhesive Bondin 9 (Continued)Tie Brackets, Doublers, Etc. to Apollo Spacecraft."0606-006 will be discussed first.

MA

The primers, adhesives, and fillers for use with MA 0606-006 are epoxy-based. The primers are MB 0120-032 (Pitts-burgh Plate Glass M-602 for -423 to 300F), MB 0120-047Type I (Am. Cyanamid HT-424B or Adhesive Engineering Aero-bond P-413 for -423 to 180F), and MB 0120-047 Type II(Am. Cyanamid HT-424F, or Adhesive Engineering AerobondP-413 for -300 to 300F. and short time to 500 F _.MA 0606-006 makes use of four adhesives. MB 0120-048, theprimary structural adhesive for honeycomb panel fabrication,is an epoxy-phenolic glass tape supported adhesive for-423 to 500F service (HT-424 or Aerobond 430). For core-to-core splicing and for core-to-edge member or insertbonds, a thixotropic HT-424 paste, MB 0120-026, is usedfor -423 to 300F, or short time to 500F service. Itis dyed blue to distinguish it from MB 0130-030. A foamingtype adhesive, MB 0120-030 (HT-424, Type I) is used insteadof the thixotropic paste where the core density is 4.4 lb.per cu. ft., or less, or where little or no pressure canbe obtained during cure. It is also used as a stiffeningmedium to prevent edgewise collapse of core cells wheninserting into channels, etc. As an alternate to thefoaming type adhesive, a mineral-filled epoxy, MB 0120-037(Epon 954, Reliabond 377), may be used to rigidize coreedges. It is room-temperature curing. Figure lO-19 showsexamples of adhesive selection.For filling exposed core edges or core cells, where speci-fied, three types of fillers are used: Type I consistingof lO0 pbw MA 0120-039 (Am. Cyanamid Corfil 615) and 14pbw Apco 320 hardener (Applied Plastics), Type II made upof 50 pbw LB 0120-012 (PPG Bondmaster M611/CH60) and 50pbw Buehler 15-57AB alumina powder with 7 pbw Apco 320,and Type Ill composed of lO0 pbw, MB 0120-039 with 7.5pbw red di-ethylene triamine.

Details are fabricated for bonded honeycomb sandwich perLA 0102-004; surfaces are prepared for bonding per MA 0110-024; and process controls such as solution control, ad-hesive validation, production peel tests, etc., are coveredin MQ Ol03-OOl. The specification itself, MA 0606-006,includes general requirements, detail requirements, andquality assurance provisions.

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D5=15782

ORE OUTERSKIN MB 0120-048 I (HT424, AEROBOND430, FILM)J CORE-EDGE-

__MBER/ ............ COREPL,CE'---"

INNER WELDEDSKIN WELDMB 0120-030 (HT424FOAM)

"MB 0120-026 (HT424THIXOTROPIC PASTE)ORMB 0120-030 (HT424FOAM} DEPENDNG ON

COREDENSITIES

Figure 10-19 EXAMPLES OF ADHESIVE & FILLER SELECTION BASED ONMA 0606-006 ADHESIVE BONDING SPECIFICATION

lO-31


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I0.3.2 Continued

InsulationThe insulation blanket installed between the inner andouter structure is an aluminum faced silica fibre matteknown as TG-15000. The heat shield ablative materialapplied to the surface of the PHI4-8Mo honeycomb sandwichof the outer structure, is AVCOAT 5026-39HCG. This isan epoxy-novolac with phenolic micro-balloons and randomsilica fibres in a phenolic fiberglass honeycomb. Thephenolic honeycomb is bonded to the brazed steel honey-comb sandwich prior to filling with ablative material.10.3.3 CM Quality AssuranceQuality Assurance covers process control specification,method of tool proofing, adhesive and filler evaluationprior to use (including peel and tensile strength require-ments and others for MB 0120-039, MB 0120-012, MB 0120-030,MB 0120-030, and MB 0120-026), production testing (includesrunning test coupons with each production part - lap shear,if only metal-to-metal bonds; both lap shear and honeycombpeel if honeycomb bonds present - placement of test couponsand minimum test strengths; however, test coupons for foamand thixotropic adhesives not required), visual inspection(including adhesive primed surfaces and bonded parts),ultrasonic inspection ("where practicable," includingrejection and drying requirements), sonic inspection (taptest where ultrasonic impracticable), X-ray inspection(core-to-core splices and core-to-edge member bonds singlestage only to check maximum foam splice line width, coresplice intersections, and repair of both), bondline thick-ness control, metal-to-metal adhesive defect inspection(visual for edge and corner lack of adhesive), and main-tenance of records for each production part.Radiographic inspection is controlled by NR specificationMQ 0501-007 and ultrasonic inspection by MQ 050-010. Oneof the most important of the quality specifications iscalled out by number on drawing MQ 0501-026, "ProductionQuality Verification (PQV) Testing of Apollo CommandModule Inner Structure Adhesive Bonds." This specificationpresents methods to locally destructive test productionhardware to determine the strength of primary adhesivebonds Four Block II tests are described: (I) face sheet-to-core tension (Tc) , (2) metal-to-metal tension (TM),(3) metal-to-metal shear (SM), and (4) metal-to-metalPorta Shear. In the first three types, small grip piecesare bonded to the test surfaces, the test areas are tre-panned by cutting through the skins and into the primary

10-33


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D5-,15782

I0.3.3 Continuedbonds to isolate the areas, and the loads applied by suit-able calibrated equipment In the Porta Shear test a hollowcutter is used to cut through the metal and bond line andthe shear load is then applied directly to the remaining cir-cular piece of bonded metal. After testing the damagedareas are repaired.Sketches define the locations of all test areas on the CMinner structure. Tables define the specimen types, loca-tions, and loads required for the forward bulkhead, forwardsidewall, aft sidewall, aft bulkhead, and bellyband. Thenumber of tests to be performed are 16 TC, 4 Tm, 16 S , and21 Porta Shear, although current practice has eliminatedSm in favor of Porta Shear. These numbers are reduced to5, 2, 5, and 5, respectively, if two successive spacecrafthave met the P&V requirements of the more extensive testsequence.MA 060_014, "Secondary Bonding of Stringers, Tie Brackets,Doublers, Etc., to Apollo Spacecraft" makes use of boththe MB 0120-032 primer and the MB 0120-048 adhesive pre-viously mentioned plus the MB 0120-053 high peel adhesivefilm (Am. Cyanamid FM-123-2). All CM details are requiredto be primed except shims which do not have to be primedif they are bonded within 24 hours after cleaning. Processverification coupons are run with the assembly when re-quired by Quality Assurance This option of process verifi-cation coupon testing could be a weakness in the specification.The two quality specifications in MA 0606-014 are MO 0103-001 and MO 0501-024, the former being a general processcontrol specification and the latter being specificallydirected to the testing of MA 0606-014 bonded members.MQ 0501-024, "Verification Testing of Apollo SecondaryBonded Structures" is a 117 page document which shows indetail by means of sketches how each member such as chan-nels, tees, and brackets is tested by using appropriatetorque wrenches or tension scales with tools to grip themember under test. Test loads are those given on theengineering drawing.In summary, it is difficult to pick an obvious weak spotin the adhesive bonding procedures. The adhesives arewell known and acceptable. The specifications appear tobe complete in their requirements for handling bondingsurface preparation, validation procedures and storagelife, and temperatures for primers and adhesives, fitchecks, process validation test coupons, etc. The useof PQV (Production Quality Verification) testing (MQ 0501-026) of the honeycomb panels and the verification testing

10-34


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D5-15782

10.3.3 Continuedof secondary bonded structural members (MQ 0501-024) de-notes the extent to which quality assurance checking hasbeen carried; although, of course, such tests are still inessence only sampling the structure to increase confidencein its reliability. PQV test reports for CM's No. I08,I09, and llO were reviewed. In general, the test resultswere excellent with only two material review actions beingrequired.The problem of degrading the strengths of some heat treatedaluminum alloys during bonding cure cycles was discussedwith NR M&P allowables people. They were aware of thepotential problem and claimed that necessary steps weretaken to keep the designers informed and that degradedallowables were issued where necessary. Also, they indi-cated that they survey repair or rework bonding thermalcycles for the same reason.Another potential problem area, that of the designer callingout the wrong specification for adhesive bonding (therebeing five MA 0606-XXX and five MA OI06-XXX specificationsfor adhesive bonding) was discussed with M&P. They indi-cated that the designer generally comes to the Project M&Pgroup for consultation. Also, the Project M&P group re-ceives one of four courtesy copies of all drawings forreview. However, M&P does not have drawing sign-off rightsand cases have occurred apparently where a drawing wasreleased before M&P had reviewed their courtesy copy.No amount of quality control nor sampling plans can sub-stitute for good workmanship. This may be a problem areawhich could cause some trouble inasmuch as it is understoodfrom NASA inspectors that (1) NR has no formal trainingprogram for shop bonding personnel and (2) periodic layoffsresult in "bumping" which permits less qualified personnelwith seniority to replace bonding shop personnel. Thislatter situation results in a measurable rise in bondedassembly rejections. It is conceivable that a greaternumber of marginal, or inadequate, parts are accepted des-pite the quality assurance provisions when "bumping"occurs,

One area of concern is the inadequate control over adhesivebonding process variables typified in the notes on drawingnumbered V36-311001. This drawing authorized options re-sulting in bondline thicknesses up to 0.024 inches. TheNR design allowables limit bondline thicknesses to 0.012inches maximum. The NR document QEL-NMP-103-98, datedOctober 31, 1963, titled "Results of Lap Shear Strength vs.Glueline Thickness Tests," concludes that "gluelines"

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D5-1 5782I0.3.3 Continued

for the HT 424 adhesive system below 0.014 inches willgenerally produce adequate bond strengths, which is inagreement with the NR allowables. Figure I0-20 obtainedfrom the above document demonstrates that increasing thebondline thickness from 0o012 inches to 0.024 inches de-creases lap shear strength at room temperature by 30 percent and causes a 25 per cent reduction from design allow-able.AllowablesThe allowables used for the CM were obtained from MIL-HDBK-5, North American Rockwell (NR) Structures Manual, and NRMaterial Producibility Bulletins 16, 44, 45, 46, 48, and 49.The allowables used for the PHI4-8Mo brazed honeycomb werenot available for assessment of this structure since NRconsidered these data proprietary.

I0-36


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4O

322824

201612S4

MINIMUM REQUIREMENTR.T.

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i i8 I0 12 i4 16 18 20 22 24 26 28 30 32 34 36BONDLINE THICKNESS x 10-3 INCHES

Figure 10-2o HT-424 ADHESIVE SYSTEM

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D5-15782

I0.4 CM LONGERONSlO.4.1 Design Adequacy Review

The reason for selecting the longerons was based on the lowfactor of safety reported in the NR analysis (F.S. = 1.53)coupled with the fact that the plastic bending part of theanalysis was incorrectly handled. The analysis erred incomputing the plastic bending section factor and in cal-culating a factor of safety based on stress allowablesrather than based on bending moment allowables as is therequired procedure for unsymmetrical sections (conserva-tive in this case).The longerons appear to be the controlling element ofXA I083 interface capability for both liftoff and engine-out loads. Using the same internal loads, the plasticbending analysis was corrected with the result being thatthe error in the conservative direction was over-ridingand that the factor of safety increased to 1.62. Thecorrected analysis demonstrates a higher factor of safetythan was reported in the stress analysis. A summary ofthe review is presented in Figure I0-24.

I0-38


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D5-15782I0.5lO.5.1

CM/SM INTERFACE XA lOlODesign Adequacy Review

The X^ = lOlO interface is made up of six radial beamtrussBs, six truss load pads, and 3 CSMtension ties. Theoutboard leg of the Radial Beam #3 Truss was selected asthe critical element since the analysis indicated negativemargins-of-safety in that area. Both the load pads andtension ties have been adequately demonstrated by test.Boeing analysis is in close agreement with the NR analysis.The conclusions as to the criticality of the Radial Beam #3Truss are the same, both indicating an analytical factorof safety of about 1.47 for the AS-503 C-Prime flight loads.The comparison is shown in Figure I0-25.There has been no structural test performed which adequatelydemonstrates the ultimate capability of Radial Beam #3.However, because of the similarity between Radial Beams #1and #3, the ATR 222013 test demonstrates a Radial Beam #3factor of safety >l.4O for the AS-503 C-Prime loads.Radial Beams #2 and #5 will be tested for engine-outloads before the AS-503 flight, and since Radial Beams #3and #5 are similar, it will then be possible to determinea new test factor of safety for Radial Beam #3.I0.5.2 SM General Materials UsageThe SM outer structure is a one-inch thick, cylindrical,bonded aluminum honeycomb sandwich shell. This shell con-sists of four basic panels which are attached to sixradial beams and to the forward and aft bulkheads, plusfour smaller reaction control system panels. Except forthe radiator panels, the outer face sheets are 2024-T81,the radiator panels outer face sheets being 6061-T6.The inner face sheets are 7178-T6. The honeycomb coresare 5052-H39 in two sizes, i.eo, 3/16 x 0.0007 and 3/16 x0.0015. The structure is bonded with epoxy-phenolic adhesives.The inner structure consists of the six radial beams, forwardand aft bulkheads, equipment shelves in one bay, and thevarious hardware associated with engine support, tank support,etc. Except for the bulkheads and shelves, the materialused is generally 7075-T6, -T651. Some 2024-T3, -T4, -T42,and 2014-T6 are used also, but less extensively. The equip-ment shelves and forward and aft bulkheads are of bondedaluminum honeycomb structure.The radial beams are machined and chem-milled from singleplates of 2-I/2 inch thick 7075-T651 per NR specificationsMA 0103-005 and MA 0103-004, respectively, to webs as thin

I0-39


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OUTER SHELL PANELS(EXCEPTRAD IATORS)2024-TBIFACE SHEETS (OUTER)7178-T6FACE SHEETS (INNER)5052-H30CORES7075-T6CLOSEOUTS,.ETC.

BEAM NO. 2

FORWARD BULKHEAD (6PANELS)7178-T6FACE SHEETS5052-H39CORES7178-T6DOUBLERS2024-T3DOUBLERS 7075-T6CLOSEOUTS

BEAM NO. I

BEAMNO. 3

BEAM NO. 47075-T6, T651FRAMING (TYP)2024-T3DOORSCTYP)

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10-21 TYPICAL SM MATERIAL USAGE

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7075-T651 ' '7075-T6

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Figure 10-23 TYPICAL MATERIAL USAGEENGINE MOUNT ASSEMBLYIN THE SERVICE MODULE

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ITEM OF COMPARISON

ENVIRONMENTLOADS

Limit Loads atXc I083 Interface

ALLOWA3LE

ASSUMPTIORSMINIMUM FACTOR OF SAFETYFAILURE NODE

COnTraCTOR

Room TemperatureM = 1,03 x 106 in-!bs.P = |22,0_0 Ibs.

JSAT

Room TemperatureH : 1,03 x 106 in-lbs.P : 122,000 ]bs.

FTU:60,000 #/inZFBU = 87,550 #/_n2Plastic b_n_ing

3.53Be_}ding & tension on _nner capat Sta. Xc = 71.5

FTU = 60,000 #1in 2" = 139,500 _n-lbs.'"ALL

Plastic b_nding1.62

Bending & Tension oninner cap at Sta. X c = 71.5

FIGURE 10-24 SELECTED _L_, ,ENT _,_ J_,_ DATA CO,, ,PA, ,IJON - CFI LONGERON


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ENVIRONME_LOADS (I MTE_NAL)

LIMIT

CONTRACTOR

Not applicableCompression Pad Load

Pc = 21060#Loads in Outboard LegP = -_4479=V = 871#M = 9281 in_Ib

JSAT

Not applicableCompression Pad Load

P _ = 21060#Loa_ in Outboard LegP : -24479#V = 871 #M = 9281 in-lb

ALLOt.tABLE

ASSUHPTIONS

M[RIMUM fACTOR OF SAFETYFAILURE NODE

Comp. Pad Allowable Pcu = 31000#Leg a]lowables

Fcc = 58390 psi,Fsu = 41000 psiMu = 37170 in-lb

1. P]astic bending in trussmembers2. Moments fro_ beam-colL_neccentricities neglected

1.47Interaction of shear, bending, andcompression stresses in outboardleg

Comp. Pad Allowable Pcu : 31200#Leg allo_cab]esFcc = 5_000 psiFsu = 42000 psi_ = 36900 in-lbI. Plastic bending in truss members2. Moments from beam-column

eccentricities neglected1.48

Interaction of shear, bending, andcompression stresses in outboard leg

.... FIGUEE 10-25 SELECTE_ ELEHENT _EV!EW DATA COHPAR!SOt: - CMISM [NTERFACE 1010


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7075-T6

6061-T6

-Phenolic Laminate2024-T81

5052-H39 CoreSplice

Glass-Phenolic Laminate

--Glass-Phenolic Honeycomb CoreGlass-Phenolic Laminate

7075-T6Cork

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5052-H39 7178-T6

;-T67178-T6 Doubler'178-T6

5052-H39 Core

7178-T6

Figure 10-27 TYPICAL MATERIAL USAGE, FORWARD BULKHEAD -OUTER SHELL PANEL - CSM FAIRING AREA(ALL FASTENERS NOT SHOWN)

10-47


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D5-15782

202h-T81

_052-H39 Core

7178-T6

7075-T6

5052-H39-Core

., iiI I, /:h ,,

I _.jl

Figure 10-28

Q

II

-_---- SLA

-- 7178-T6

_----7075-T6

-_---7075-T6

7178-T6

TYPICAL MATERIAL USAGE, AFT BULKHEAD -OUTER SHELL PANEL JOINT AREA (FASTENERSNOT SHOWN)

I0-48


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I0.5.2 SM General Materials Usage - Continuedpeel process verification test coupons are run with pro-duction parts- honeycomb tensile specimens not being required.In general, the specification appears to be quite thoroughin its coverage, being similar to MA0606-006. Test couponsare required to be run simultaneously with each productionpart to verify the bonding process. Also, production qualityverification testing (a distinctive test of a small areaof an actual production part to determine adhesive bondstrength) is required. For example, the aft bulkhead draw-ing, V37-329810, requires eight Porta-Pull (tensilestrength of honeycomb to face sheet bond) and two Porta-Shear(shear strength of metal-to-metal bond) tests. A check ofother drawings shows single Porta-Pull tests usually arerequired for the various outer shell panels, although theforward bulkhead panels and shelves do not appear to requiresuch tests.FinishesPart finishes generally are called out on the drawing byreference to V14-000-24, "Finish Specification ApolloSpacecraft" The standard finish for most of the SM isa chromate conversion coating per MAOI09-O03, "Applicationof Chemical Films to Aluminum and Aluminum Alloys" (MIL-C-5541), followed by one coat of clear epoxy. The chemicalfilm constituents are either Iridite 14-2 or Alodine 1200S.Typically, this finish system is called out for the aftbulkhead, the forward bulkhead, the three shelves supportingthe fuel cells, etc., the radial beams, the inside surfacesof the outer shells, and the outside surfaces of the outershells except for the radiators and non-aluminum alloysurfaces. The radiators have a white inorganic temperaturecontrol coating, MB 0125-031, applied per MA 0108-022.Some of the smaller aluminum alloy parts, especially wherepainting would interfere with their function, are sulfuricacid anodized. The CM/SM tension-tie bolts (4340 steel)are given a nickel-tin plated finish per MB 0125-041which appears to have adequate hydrogen embrittlementrelief coverage. Where aluminum and titanium alloys arein contact, special precautions are taken, e.g., in theassembly of the main propellant tank it is noted that bothof the alloys contacting surfaces receive one coat ofMB 0125-012 white epoxy primer per MA 0108-013 before assembly.In general, the finishes appear to be adequate. The chromateconversion coatings were used successfully on the Boeing Lunar

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COL

00


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I0.6 SM/SPS PROPELLANT TANK UPPER SUPPORTlO.6.1 Design Adequacy ReviewThe adequacy of the SPS Forward Tank Supports was questionedbecause of the presence of thrust-oscillation induced tankvibrations. The effect of these dynamic loads for AS-503was not considered in the design.The Tank Supports were checked for tank lateral loads,including dynamic effects, as given in D5-15778 (Loads andCriteria Document). At the time the check was being made,the tanks were tested in the CM/SM End-Boost Stack Test(SD 67-554) for a tangential tank mode.It was found that the Supports can be expected to show afactor of safety of at least 2.49, and thus are judgedto be adequate for AS-5O3, see figure I0-29.

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ITEM OF COt,IPARISON

ENVIRONI,_ENT

LOADS

_.LLOIIABLE

ASSU:_PTIONS

MINIIiUt.!ACTOR OF SAFETY

FAILURE NODE

CONTPJ_CTOR

Not applicableUltimate column load = ]560 Ibs.

Column bucklingAllo_vab]e = 3600#

Column load is determined fromSD 67-554 End Boost Test andtransverse accelerat ions

3.20

Colu,_1buckl ing

JSAT

SAME

Ultimate column load = 2020 Ibs.

SAI]E

S,_,_E

2.49

S_E

FIGURE IO-2-9 SELECTED ELEMENT ,REVIEW DATA CONPARISON --SM/SPS PROPELLANT TANK UPPER SUPPORT


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0C

_Jr0-I-)0"04--

0

0_.iJ

.t-O._

_J0-1J_E

0_(I.)(I.)(I)

ue

(I;c-(I;

-I-)-IJ

I(I.)-,--

k_0


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ITEM OF CO_,IPARISON

E_V IRON_,_E!ITLOADS @ XA lOlO

(LIHIT)

COI'ITPJ_CTOR

88 F.

SA = 25.430 lb.MA = 1.84 x 106 in-lb.

ALLOL_ABLE

ASSU_..T IOilS

HINII;IU;,IACTOR OF SAFETY

FAILURE F_)DE

P = -94,640 lb.T = 200,000 in-lb.

l .43

Compression yielding around cutout

JSAT

SA_E

FIGURE 10-30 SELECTED ELEMENT REVIEW DATA COHPARISON - SM SHELL


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ITEM OF. CO_:IPARISO_I

ENVI RON:_IENT

LOADS

ALLO'._ABLEASSUI,IPTONS

MINIM_I FACTOR OF SAFETY!FAILURE MODE

CONTP_CTOR

Room temperature considered

Axial-Load Factor = 4.032 g (limitLateral toad Factor = 0.236 g "Values incluCz accelerations_ue to thrust oscillations.Inte_nal tank pressure =

230 psi (limit}

Fcc = 35,970 psiAxial peak!ng factor = 1.831_om_nt pea:_ing factor =I.42_Values de_e}_nne by 2-$2

structural test.1.40 (test)

Meridional compressive stresson inner surface of the Skirt.

JSAT

Room temperature considered

/Lxial Load Factor = 4,027 g (limit)|iLateral Load Factor = 0.150 gValues include accelerationsd._ to thrust oscillations.Internal t_nk pressure -230 psi (limit)

Fcc = 35,970 psi

Sa_e

l .42Same

FIGURE 10-31 SELECTEI)ELENENT REVIEW DATA COF_PARISON- SM SPS LOWERTANK SKIRT


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10.9 SM AFT BULKHEAD10.9.1 Design Adequacy Review

The critical area for the SM Aft Bulkhead is in Bay #5. In-vestigation into this area was initiated by an analyticallyderived factor of safety of 1

NASA Saturn V Rocket Structural Elements - 1968

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