Saturn V Launch Vehicle Flight Evaluation Report - As-503 Apollo 8 Mission

8/7/2019 Saturn V Launch Vehicle Flight Evaluation Report - As-503 Apollo 8 Mission

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SATURNMPR-SAT-FE-60-l FERRUARY 20, 1969

.

SATURN V LAUNCH VEHICLE

FLIGHT EVALUAK)N REPORT-AS-503APOLLO 8 MISSION

.aNATIONAL AERONAUTICS AND SPACE AOMlNlSTRtjlON


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GEORGE . MARSHALl SPACEFLIGHT CENTER

MPR-SAT-FE-6el

SATURN V LAUNCH VEHICLE

FLIGHTEVALUATIONREPORT AS-503APOLLOMISSION

PREPARED SATURNV FLIGHT EVALUATION WORKINGGROUP

I


3/539AS-503 Launch Vehicle


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TABLE OF CONTENTS

Section

TABLE OF CONTENTS

LIST OF ILLUSTRATIONS

LIST OF TABLES

ACKNOWLEDGEMENT

ABBREVIATIONS

MISSIQN PLAN

FLIGHT TEST SUMMARY

1 INTRODUCTION

1.1 Purpose

1.2 Scope

2 EVENT TIMES

2.1 Sunmnary of Events

2.2 Sequence of Events

3 LAUNCH OPERATIONS

3.1 Sumnary

3.2 Prelaunch Milestones

3.3 Countdown Events

3.43.4.13.4.23.4.33.4.4

3.4.53.4.63.4.7

Propellant LoadingRP-1 LoadingLOX LoadingLH2 LoadingAuxiliary Propulsion SystemPropellant LoadingS-IC Stage Propellant LoadS-II Stage Propellant LoadS-IVB Stage Propellant Load

Page

iii

xiii

xxvii

xxxii

xxxiii

xxxvi

xxxviii

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2-l

2-2

3-l

3-1

3-4

3-43-4

3:;

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3:;

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TABLE OF CONTENTS (CONTINUED)

Section

3.5 S-II Insulation Purge and LeakDetection

3.6 Ground Support Equipment

TRAJECTORY

4.1 Sumary

4.2 Tracking Data Utilization4.2.1 Tracking During the Ascent Phase

of Flight4.2.2 Tracking During Orbital Flight4.2.3 Tracking During the Injection Phase

of Flight

4.3 Trajectory Evaluatiin4,3.1 Ascent Trajectory4.3.2 Parking Orbit Trajectory4.3.3 Injection Trajectory4.3.4 Post TLI Trajectory4.3.5 S-IVB/IU Post Separation Trajectory

S-IC PROPULSION5.1

5.2

5.3

5.4

5.5

5.65.6.15.6.2

Summary

S-IC Ignition Transient Performance

S-IC Main Stage Performance

S-IC Engine Shutdown TransientPerformance

S-IC Stage Propellant Management

S-IC Pressurization SystemsS-IC Fuel Pressurization SystemS-IC LOX Pressurization System

Page

3-6

3-8

4-1

4-2

5-1

5-1

5-3

5-6

5-7

;I;5-10

5.7

5.8

5.9

5.10

S-IC Pneumatic Control Pressure System 5-13

S-IC Purge System 5-13

PCGO Suppression System 5-15

S-IC Camera Purge and Ejection System 5-17

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TABLE 0~ CONTENTS (CONTINUED)

Pageection

6

6A

7

S-II PROPULSION

6.1 Summary

6.2 S-II Chilldown and Buildup TransientPerformarce

6.3 S-II Main Stage Performance6.4 S-II Stage Shutdown Transient

Performance

6.5 S-II Stage Propellant Management

6.6 S-II Pressurization Systems

6.6.1 S-II Fuel Pressurization System6.6.2 S-II LOX Pressurization System6.7 S-II Pneumatic Control Pressure System

6.8 S-II Helium Injection System

STRUCTURAL RESPONSE TOS-II ENGINE OSCILLATIONS

6A.1 Sulrmary

6A.2 S-II Stage Structural Response

6A.3 Spacecraft Structural Response6A.4 Response Thrust Calculations

S-IVB PROPULSION

7.1 Sugary

7.2 S-IV8 Chilldoidn and Buildup TransientPerformance for First Burn

7.3 S-IVB Main Stage Performance for FirstBurn

7.4 S-IV6 Shutdown lransient Performancefor First Burr

7.5 S-TVB Parking Coasr Phase Conditioning

6-l

6-2

6-6

6-15

6-16

6-20

6-206-21

6-25

6-27

6A-1

6A-1

6A-46A-4

7-l

7-2

7-2

7-9

7-10


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~193~ OF CONTENTS (CONTINUED)

Section

7.6

7.7

7.8

7.9

7.107.10.1

7.10.2-.117.12

7.137.13.17.13.27.13.37.13.47.13.57.13.67.13.7

S-IVB Chilldown and Restart forSecond Burn

S-IVB Main Stage Performance forSecond Burn

S-IVB Shutdown Transient Performancefor Second Burn

S-IVB Stage Propellant Utilization

S-IVB Pressurization SystemS-IV8 LH2 Tank Pressurization System

S-IVB LOX Pressurization SystemS-IVB Pneumatic Control System

S-IV6 Auxiliary Propulsion System

S-IVB Orbital Safing OperationFuel Tank SafingLOX Tank Dump and SafingCold Helium DumpAmbient Helium DumpStage Pneumatic Control Sphere SafingEngine Start Sphere SafingEngine Control Sphere Safing

HYDRAULIC SYSTEMS

8.1 Sumrrary

8.2 S-IC Hydraulic System

8.3 S-II Hydraulic System8.4 S-IV6 Hydraulic System (First Burn)8.5 S-IVB Hydraulic System (Coast Phase)8.6 S-IVB Hydraulic System (Second Burn)8.7 Translunar Injection Coast and

Propellant Dump

Page

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7-27

7-31

7-31

7-367-36

7-387-41

7-44

7-477-477-487-507-517-517-517-53

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8-l8-1

8-4

8-6

8-6

8-6

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Section

9 STRUCTURES

Page

5.1 Sumnary

9.2 Total Vehicle Structures Evaluation9.2.1 Longitudinal Loads9.2.2 Bending Moments9.2.3 Vehicle Dynamic Characteristics9.2.4 S-IC Fin Dynamics

z*: 1

9:3:2

Vibration EvaluationS-IC Stage and Engine Evaluation

S-II Stage and Engine Evaluation9.3.3 S-IVB Stage and Engine Evaluation9.3.4 Instrument Unit Evaluation

9-l

9':;9-2 \

x:73

9-169-16

9-18G-289-28

10 GUIDANCE AND NAVIGATION

10.1 Summary 10-l10.1.1 Flight Program 10-l10.1.2 Instrument Unit Components 10-l

10.2 Guidance and Navigation System Description 10-210.2.1 Flight Program Description 10-2

10.2.2 Instrument Unit System Description 10-610.3 Guidance Comparisons 10-8

10.4 Navigation and Guidance Scheme Evaluation lo-16

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Section

10.4.110.4.210.4.3

10.510.5.110.5.210.5.310.5.410.5.510.5.610.5.7

Flight Program Perfor?nanceAttitude Error ComputationsProgram Sequencing

Guidance System Component EvaluationLVDC PerformanceLVDA PerformanceLadder OutputsTelemetry OutputsDiscrete OutputsSwitch Selector FunctionsST-124M-3 Inertial Platform Performance

11 CONTROL SYSTEM

11.1

11.2

11.311.3.111.3.2

11.411.4.111.4.2

11.511.5.1

il.5.2

11.5.3

11.5.4

11.6

11.6.1

Summary

Control Syste,n Description

S-IC Control System EvaluationLiftoff ClearancesS-IC Flight Dynamics

S-II Control System EvaluationAttitude Control Dynamics and StabilityLiquid Propellant Dynamics and TheirEffects on Flight Control

S-IVB Control System EvaluationControl System Evaluation DuringFirst BurnControl System Evaluation DuringParking OrbitControl System Evaluation DuringSecond BurnControl System Evaluation AfterSecond Burn

Instrtiment Unit Control ComponentsEvaluationControl-EDS Rate Gyros/Ccntrol SiSnaiProcessor Analysis

Page

lo-16lC-1710-17

10-2010-2010-2010-2010-2010-2010-2010-20

11-l

11-2

11-311-311-4

11-1611-16

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11-22

11-22

11-26

11-26

11-33

11-50

11-50

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Sectio;)

11.6.2 Flight Control Cmputer Analysis

12 SEPARATION

12.1 Summary

12.2 S-IC/S-II Separation Evaluation12.2.1 S-IC Rptro Motor Performance

12.2.2 S-II Ullage Motor Performance12.2.2 S-IC/S-II Separation Dynamics

12.3 S-II Second Plane Separation.,Evaluation

12.4 S-II/S-IVB Separation Evaluation12.4.1 S-II Retro Motor Performance12.4.2 S-IVB Ullage Motor Performance12.4.3 S-11/S-IVB Separation Dynamics

12.5 S-IVB-IU-LM Teqt Article (LTA) C-andService Modult [CSM) SeparationEvalcation

13 ELECTRICAL NETWORKS

13.1 Summary

13.2 S-IC Stage Electrical System

13.3 S-II Stage Electrical System

13.4 S-IVB Stage Electrical System

13.5 Instrument Unit Electrical System

13 RANGE SAFETY AND COMMAND SYSTEMS

14.1 Sumnary

14.2 Range Safety Command Systems

14.3 Command and Cotmnunications System

Page11-50

12-l

12-112-1

12-412-4

12-9

12-912-912-1212-12

12-12

13-1

13-1

13-2

13-9

13-15

14-1

14-1

14-2

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TABLE OF CONTENTS (CONTINU'D)

Section

15 EMERGENCY ETECTION SYSTEM

15.1 Surmnary

15.2 System Description

15.3 System Evaluation15.3.1 General Performance15.3.2 Propulsion System Sensors

15.3.3 Angular Overrates15.3.4 Angle-of-Attack15.3.5 Tank Pressures15.3.6 EDS Sequential Events

16 VEHICLE PRESSUREAND ACOUSTIC ENVIRONMENT

16.1 Sumnary

16.2 Surface Pressures and CompartmentVenting

16.2.1 S-IC Stage16.2.2 S-II Stage16.2.3 S-IV6 Stage

16.3 Base Pressures16.3.1 S-IC Base Pressures16.3.2 S-II Base Pressures

16.4 Acoustic Etwironment16.4.1 External Acoustics16.1.2 Internal Acoustics

17 VEHICLE THERMAL ENVIRONMENT

17.1 Sumnary

17.2 S-IC Base Heating and SeparationEnvironment

17.2.1 S-IC Base Heating17.2.2 S-IC/S-II Separation Environment

Page

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15-1

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15-215-215-215-4

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Section Page

18

19

17.3

17.4 S-Iv8 Engine Area Thermal Enviromcnt

17.5 Vehicle Aeroheating Thermal Envirornnent17.5.1 S-IC Stage Aeroheating Environment17.5.2 S-II Stage Aeroheating Environment17.5.3 S-IV8 Stage Aerokeating Enviror#rent17.5.4 IU Aeroheating Environment

17.6 Vehicle Orbital Heating Environment

S-I I Base Heating and SeparationEnvironment 17-10

17-15

17-1517-1517-2817-3317-36

17-36

ENVIRONMENTAL CONTROL SYSTEM18.1 Sumnary

18.2 S-IC Environmental Control18.3 S-II Environmental Control

18.4 S-IVB Environmentai Control

18.5 Ill Environmental Control18.5.1 Tnermal Conditioning System18.5.2 Gas Bearing Supply System

18-1

18-l

18-4

18-6

'18-718-718-10

DATA SYSTEMS

19.1 Sumnary

19.2 Vehicle Measurements Evaluation19.2.1 S-IC Stage Measurement Analysis19.2.2 S-II Stage Measurement Analysis19.2.3 S-IVB Stage Measurement Analysis19.2.4 S-IU Stage Measurement Analysis19.3 Airborne Telemetry Systems19.3.1 S-IC Stage Telemetry System19.3.2 S-II Stage Telemetry System19.3.3 S-IVB Stage Telemetry System19.3.4 S-IU Stage Telemetry System

19-1

19-119-319-419-919-1019-1019-1019-1119-1219-12

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TP-~F 0~ CONTENTS (CONTINUED)

Section n19.419.4.119.4.2is.4.3

19.519.5.1

19.5.2

19.5.319.5.4

19.619.6.119.6.2

Airborne Tape RecordersS-IC Stage RecorderS-I I Stage RecordersS-IU Stage Recorder

RF Systems EvaluationTelemetry Systems RF PropagationEvaluationTracking Systems RF PropagationEvaluation

Command 'ystems RF EvaluationTelevision Propagation Evaluation

Optical InstrumentationOnboard CamerasGround Engineering Cameras

20 VEHICLE AERODYNAMIC CHARACTERISTICS

20.1 Summary

20.2 Vehicle Axial Force Characteristics

20.3 Vehicle ;jtatic Stability20.4 Fin Pressure Loading

21 MASS CHARACTERISTICS

21.1 Summary

21.2 Mass Evaluation

22 MISSION OBJECTIVES ACCOMPLISHMENT 22-l

23 FAILURES, ANOMALIES AND DEVIATIONS

23.1 Sunanary

23.2 System Failures and Anomalies

23.3 System Deviations

Page19-1319-1319-1319-13

19-14

19-15

19-1719-1919-22

19-2219-2219-24

20-l

20-l

20-320-3

21-1

21-1

23-1

23-1

23-l

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Section

24 SPACECRAFT SUMMARY

Page

24-1

Appendix

A ATV,JSPHERE

A.1

A.2

A.3

A.4A.4.1A.4.2A.4.3A.4.4A-4.5A.4.6

A.5k.5.1A.5.2A.5.3A.5.4

A . 6

Summary A-l

General Atmospheric Conditions atLaunch Time A-l

Surface Observations at Launch Time A-l

Upper Air Measurements A-lWind Speed A-lWind Oirection A-lPitch Wind Component A-2Yaw Wind ComponentComponent Wind Shears ;:;Extreme Wind Data in the High Dynamic

Pressure Region A-2Thermodynamic Data A-2TemperatureAtmospheric Pressure AA:;Atmospheric Density A-2Optical Index of Refraction A-3

Comparison of Selected Atmospheric Datafor all Saturn Launches A-3

AS-503 VEHICLE DESCRIPTION

B-1 Summary

c.2 S-IC Stage8.2.1 S-IC Configuration

8.3 S-II StageB 3.1 S-II Configuration

B-1

B-lB-l

B-6B-6

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Section

8.4 S-IVB Stage8.4.1 S-IVB Configuration8.5 Instrument Unit (Ill)B.5.1 IU Configuration

8.6 Spacecraft8.6.1 Spacecraft Configuration

Page

B-9B-9

B-13B-13

B-16B-16

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LIST OF ILLUSTRATIONS

Figure

2-1

3-1

4-1

4-2

4-3

4-4

4-5

4-6

4-7

4-8

4-9

4-10

4-11

4-12

4-13

5-l

5-2

5-35-4

5-5

5-6

5-7

5-8

AS-503 Transmission Delay Time

S-II LH2 Tank Sidewall Insulation Closeouts

Ascent Trajectory Position Comparison

Ascent Trajectory Earth-Fixed VelocityComparison

Ascent Trajectory Space-Fixed VelocityComparison

Asce,qt Trajectory Acceleration Comparison

Dynamic Pressure and Mach Number VersusRange Time

Acceleration Due to Venting

Ground Track

Injection Phase Space-Fixed Velocity Comparison

Injection Phase Acceleration ComparisonSlingshot Maneuver Veloci:y IncrementResultant Slingshot Maneuver ConditionsS-IVB/IU Velocity Relative to Earth Distance

Projection of Spacecraft - S-IVB/IU Positions

S-IC Start Box RequirementsS-IC Engine Buildup Transient

S-IC Steady State OperationS-IC Outboard Engine Cutoff Deviations

S-IC Engine Shutdown Transient PerformanceS-IC Fuel Ullage Pressure

S-IC Fuel Pump Inlet Pressure, Engine No. 1S-IC Helium Bottle Pressure for FuelPressurization

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2-2

3-9

4-7

4-8

4-9

4-10

4-11

4-13

4-13

4-15

4-15

4-16

4-16

4-18

4-19

5-2

5-4

5-55-8

5-8

5-11

5-11

S-12


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LIST OF ILLUSTRATIONS(CONTINUED)

Figure

5-9

5-10

5-11

5-12

5-135-14

6-l

6-2

6-3

6-4

6-5

6-6

6-7

6-86-9

6-10

6-11

6-12

6-13

6-14

6-15

6-16

6A-1

S-IC LOX Tank Ullage Pressure

S-IC LOX Suction Duct Pressure, Engine No. 1S-IC LOX Suction Duct Pressure, Engine No. 5

S-IC Control Sphere Pressure

S-IC POGO Suppression System

S-IC Prevalve Liquid Level, Typical OutboardEngine

S-II Thrust Chamber Jacket Temperature

S-II Engine Start Tank Performanc-

S-II Engine Pump Start Requirements

S-II Engine Buildup Transients

S-II Steady State Operation

Engine No. 5 Pressure Parameter after EMR Step

Engine No. 5 LOX Inlet Pressure

LOX NPSP HistoryS-II Engine Shutdown Transient

S-II Stage Thrust DecayS-II PU Valve Position

S-II Fuel Tank Ullage Pressure

S-II Fuel Pump Inlet Conditions

S-II LOX Tank Ullage Pressure

S-II LOX PumpInlet ConditionsS-II Pneumatic Control Pressure

S-11 Stage Engine No. 5 - LongitudinalOscillation Time Histories

Page

5-13

5-14

5-14

5-15

5-16

5-16

6-3

6-4

6-5

6-7

6-8

6-13

6-14

6-156-17

6-17

6-19

6-21

6-22

6-23

6-24

6-26

6.1-2

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LIST 0F ILLUSTRATIONS (CONTINUED)

PageigureSA-2

'iA-

6A-4

6A-5

7-1

7-2

7-3

7-4

7-5

7-67-7

7-8

7-9

7-10

7-11

7-127-13

7-14

S--II Stage Engine No. 1 - LongitudinalOscillation Time Histories

S-II ,tage Crossbeam and Center EngineCl-amber Pressure Frequency

C II-3 and S-II-4 Thrust StructureComparison

Command Module Longitudinal Oscillation TimeHistories

S-IVB Start BQX and Run Requirement - First Burn

S-IVB Thrust Chamber Temperature - First Burn

S-IVB Start Tank Performance - First Burn

J-2 Engine Control and Stage Ambient BottlesTie-In Schematic

S-IVB Buildup Transient - First Burn

S-IVB Steady State Performance - First BurnS-IVB Performance Shifts - First Burn andSecond Burn

Revised J-2 LOX ASI Line

Revised J-2 LH2 AS1 Line

AS1 Line Conditions - First Burn and Second Burn

S-IVB Shutdown Transient Performance - FirstBurn

02/H2 Burner Propellant Tanks PressurizationS-IVB Stage 02/H2 Burner

S-IVB Ullage Conditions During RepressurizationUsing 02/H2 Burner

6A-3

6A-5

6A-6

6A-7

7-3

7-4

7-5

7-6

7-7

7-9

7-12

7-13

7-14

7-15

7-16

7-187-19

7-20

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Figure

7-15

7-16

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7-207-21

7-22

7-23

7-24

7-25

7-26

7-27

7-28

7-29

7-30

7-31

7-32 S-IVB LOX Pump Inlet Conditions - First Burn

7-33 S-IVB LOX Pump Inlet Conditions - Second Burn

7-34 S-IVB Cold Helium Supply History

LIST 0~ ILLUSTRATIONS(CONTINUED)

02/H2 Zurner LOX snd LH2 Pressurant CoilPressure

LOX and LH2 Pressurant Coil Temperatures andCold Helium Pressure

S-IV6 02/H2 Burner Thrust and PressurantFlowrate

S-IVB 02/H2 Burner Chamber Pressure andTemperature

S-IVB Start Box and Run Requirements - Restart

S-IVB J-2 Fue: Lead Restart - Second Burn

S-IVB Start Tank Performance - Second Burn

S-IVB Buildup Transients - Second Burn

S-IVB Steady State Performance - Second Burn

S-IVB Shutdown Transient Performance - SecondBurn

S-IVB PU System Nonlinearities

S-IVB LH2 Ullage Pressure - First Burn and

Parking OrbitS-IVB LH2 Ullage Pressure - Second Burn andTranslunar Coast

S-IV8 Fuel Pump Inlet Conditions - First Burn

S-IVE Fucll Pump Inlet Conditions - Second Burn

S-IVB LOX Tank Ullage Pressure - First Burn andParking Orbit

S-IVB LOX Tank Ullage Pressure - Second Burnand Translunar Coast

Page

7-21

7-21

7-22

7-23

7-25

7-267-27

7-28

7-29

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7-35

7-36

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7-38

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LIST OF ILLUSTRATIONS (CONTINUED)

Figure

7-357-36

7-37

7-38

7-39

7-40

8-l8-2

8-3

8-4

8-5

8-6

8-78-8

9-1

9-2

9-3

9-4

9-5

S-IVR Pneumatic Control PerformanceS-IVB APS Mass History - Module No. 2

S-Iv6 A3S Mass History - Module No. 1

S-IVB Orbital Safing and Propellant DumpSequence

S-IVB LOX Dump Parameter Histories

S-IVB Start Bottle and Engine Control BottleSafing

S-IC Hydraulic System PerformanceS-II Hydraulic System Performance

S-IVB Hydraulic System Performance - First Burn

S-IVB Hydraulic System Performance - OrbitalCoast

S-IVB Hydraulic System Performance - Second Burn

S-IVB Hydraulic System Performance DuringTranslunar Coast

S-IVB Hydraulic System Pressures During LOX Dump

S-IVB Hydraulic System Performance During LOXDump

Longitudinal Structural Dynamic Response Due toThrust Buildup and Release

Release Rod Force Displacement Curves

Longitudinal loads at Maximum Bending Moment,Inboard Engine ktoff, and Outboard Engine Cutoff

Longitudinal Structural Dynamic Response Due to

Outboard Engine CutoffLateral Loads and Structural Dynamic ResponseDuring Thrust Buildup and Release

Page

7-457-49

7-50

7-51

7-52

7-54

B-2B-3

B-5

B-7

8-p

B-9

8-10

8-11

9-3

9-4

9-5

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9-7

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Figure Page

9-6

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9-189-19

9-20

10-l

10-2

10-3

10-410-5

11-l

11-2

Maximum Bending Moment Near Max Q

First Longitudinal Modal Frequencies andAmplitudes During S-IC Powered Flight

Longitudinal Mode Shapes During S-IC PoweredFlight

Lateral Modal Frequencies and AmplitudesDuring S-IC Powered Flight

S-IC Fin Vibration Response and Bending andTorsional Modal Frequencies

S-IC Stage Structure Vibration Envelopes

S-IC Stage Engine Vibration Envelopes

S-IC Stage Components Vibration Envelopes

S-IC Vibration and Strain Measurement Locations

S-II Stage Structure Vibration Envelopes

S-II Stage Engine Vibration Envelopes

S-II Stage Component Vibration Envelopes

S-IVB Stage Vibration EnvelopesS-IVB Stage Engine Vibration Envelopes

Instrument Unit Vibration Envelopes

Navigation, Guidance, and Control SystemBlock Diagram

Platform Gimbal Configuration

Tracking and ST-124M-3 Platform VelocityComparison (Trajectory Minus Guidance)

Attitude Errors During IGM FlightSaturn V Inertial Gimbal Vibrations

Liftoff Vertical Motion and Slow Release Forces

Liftoff Lateral Motion (Position III)

9-a

9-10

9-11

9-14

9-15

9-18

9-19

9-20

9-21

9-23

9-25

9-26

9-299-30

9-35

10-7

10-9

10-10

10-19lG-22

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Pageigure

11-3

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11-9

ll-1c

11-11

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11-13

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11-15

11-16

11-17

11-18

l'-19

11-20

11-21

11-22

S-IC Plume Angular Variation; Center EngineTrajectory and Fin Tip A Trajectory

Pitch Plane Dynamics During S-IC Burn

Yaw Plane Dynamics During S-IC Burn

Roll Plane Dynamics During S-IC Burn

Free Stream Angle-of-Attack and Pitch and YawPlane Wind Velocity During S-IC Burn

Normal Acceleration During S-IC Powered ilight

S-IC Engine Deflection Response to PropellantSlosh

Pitch Plane Dynamics During S-II Burn

Yaw Plane Dynamics During S-II Burn

Roll Plane Dynamics During S-II Burn

S-II Engine Deflection Response to PropellantSlosh

Pitch Plane Dynamics During S-IVB First Burn

Yaw Plane Dynamics During S-IVB First Burn

Roll Plane Dynamics During S-IVB First Burn

Pitch Attitude Control During Maneuver toLocal Horizontal Following S-IVB First Burn

Yaw Attitude Control During Maneuver to LocalHorizontal Following S-IVB First Burn

Roll Attitude Control During Maneuver to LocalHorizontal Following S-IVB First Burn

Pitch Plane Dynamics During S-IVB Second Burn

Yaw Plane Dynamics During S-IVB Second Burn

Roll Kane Dynamics During S-IVB Second Burn

11-8

11-10

11-11

11-12

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11-81

11-18

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Figure

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11-36

11-37

Pitch Attitude Control During Maneuver to LocalHcrizontal Following S--1VB Second Burn

Yaw Attitude Control Goring Maneuver to LocalHorizontal Following S-IVB Second Burn

Roll Attitude Control During Maneuver to LrjcalHorizontal Following S-IVB Second burn

Pitch Attitude Control During Maneuver to

CSM/S-lVB Separation AttitudeYaw Attitude Control During Maneuver toCSM/S-IVB Separation Attitude

Roll Attitude Contro? During Maneuver toCSMIS-IYB Separation Attitude

Pitch Attitude Control During CSM[S-IVBSeparation

Yaw Attitude Control During CSM/S-IVBSeparation

Roll Attitude Control During CSM/S-IVBSeparation

Pitch Attitude Control During PropellantRemoval

Yaw Attitude Control During PropellantRemoval

Roll Attitude Control During PropellantRemoval

Pitch Attitude Control During APS Ullage

Burn fcr SlingshotYaw Attitude Control During APS UllageBurn for Slingshot

Roll Attitude Control During APS UllageBurn for Slingshot

Page

11-34

11-35

11-36

11-33

11-39

11-40

.ll-41

11-42

17-43

11-44

11-45

11-46

11-47

11-48

11-49

xxii


24/539


Figure12-l

12-2

12-3

12-4

12-5

12-6

12-7

12-8

12-9

12-10

13-l

13-2

13-3

13-4

13-5

13-613 I

PageS-IC Retro Motor Thrust 12-4

S-II Ullage Motor Thrust 12-6

S-IC/5-II Relative Velocity and SeparationDistarce During First Plane Separation 12-7

S-IC Pitch and Yaw Angular Dynamics FollowingS-IC/S-II Separation 12-8

S-II Angular Dispersions During S-IC/S-IIFirst Plane Separation .@2-8

Interstaae/S-II Relative Velocitv and SenarationDistance-During Second Plane Separation '

S-II Retro Motor Thrust

S-II/S-IVB Longitudinal Acceleration

S-II and S-IVB Angular Dispersions DuringS-II/S-IVB Separation

S-IVB-IU-LTA After Separation

S-IC Stage Battery No. 1 Voltage and Current,Bus lDl0

S-IC Stage Battery No. 2 Voltage and Current,Bus 1020

S-II Stage Main DC "us Voltage and Current

S-II Stage Instrumentation Bus Voltage andCurrent

S-II Stage Recirculation DC Bus Voltage andCurrent

S-II Stage Ignition DC Voltage and CurrentS-II Stage Temperature Bridge PowerSupplies Voltage

xxiii

12-10

12-11

12-13

12-14

12-15

13-3

13-3

13-5

13-5

13-6

13-6

13-8


25/539

LIST 0~ ILLUSTRATIONS (CONTINUED)

Figure

13-8 S-IVB Stage Bridge Power Supply Mounting andChassis, Ty '


26/539


Figure

16-9

16-10

16-11

16-12

16-13

16-14

16-15

16-16

16-17

16-18

17-l

17-2

17-3

17-4

17-5

17-6

17-7

17-8

17-9

S-II Base Heat Shield Forward Face and ThrustCone Pressures

S-II Heat Shield Aft Face PressuresVehicle External Overall Sound Pressure Levelat Liftoff

Vehicle External Sound Pressure SpectralDensities at Liftoff

Vehicle External Overall Fluctuating PressureLevel

Vehicle External Fluctuating Pressure SpectralDensities at Maximum Aerodynamic Noise

S-IC Heat Shield Panels Acoustic Environment

S-IC Internal Acoustic Environment

i-11 Compartment Overall Acoustic Levels

S-IVB Forwrd and Aft Skirt Acoustic Levels

S-IC Base Heat Shield Thermal Environment

F-l Engine Thermal Environment

Base of Fin D Total Heating Rate

S-IC Heat Shield Forward Surface Temperature

S-IC Heat Shield Bondlint TemperatureS-IC Heat Shield, H-31 Temperature

S-IC Base Heat Shield Measurement LocationsS-IC Temperature Under Insulation, InboardSide Engine No. 1

S-IC AFT Face of Base Heat Shield InflightTV Coverage

Page

16-13

16-14

16-15

16-16

16-19

16-21

16-23

16-23

16-24

16-25

17-3

17-3

17-4

17-5

17-5

17-6

17-7

17-8

17-8

xxv


27/539

LIST 0~ ILLUSTRATIONS (CONTINUED)

Figure

17-10

17-11

17-12

17-1317-14

17-15

17-15

17-17

17-18

S-IC Upper Compartment Ambient Air TemperatureDuring S-IC/S-II Stage Separation

S- IC Forward Skirt Skin Teinperature afterS-IC/S-II Stage SeparationS-IC LOX Tank Forward Dome Temperature DuringS-IC/S-II Stage Separation

S-II Heat Shield Base Region Heating RatesS-II Thrust Cone Heating RateS-II Base Gas Temperature

S-II Heat Shield Aft Face Temperatures

S-II Heat Shield Forward Face Temperatures

S-IC Forward Skirt Aerodynamic Heating NearFinline D

17-19 S-IC Forward Skirt Aerodynamic Heating Near

Finline 617-20 S-IC Forward Skirt Aerodynamic Heating Near

Finlines A and D

17-21 S-IC Intertank Aerodynamic Heating, Forward

17-22 S-IC Intertank Aerodynamic Heatiny, Aft

17-23 S-IC Engine Fairiny (Fin B) Aerodynamic Heating

17-24 S-IC Engine Fairing (Fin 0) Aerodynamic Heating

17-25 S-IC Fin B Aerodynamic !!:ating

17-26 S-IC Fin D Aerodynamic Heating17-27 Forward Point of Separated Fiw

17-28 S-IC Forward Skirt Skin Temperature

17-29 S-XC Forward Skirt Thermocouple Plate

17-30 S-IC LOX Tank Skin Temperature

Page

17-9

17-10

17-11

17-1217-13

17-14

17-16

17-17

17-18

17-18

17-19

17-21

17-21

17-22

17-22

17-23

17-2317-24

17-25

17-25

17-26

xxvi


28/539


Figure

17-31

17-32

17-33

17-3417-35

17-36

17-3717-3817-39

S-IC Intertank Skin Temperature

S-IC Fuel Tank Skin Temperature

S-IC Thrust Structure Skin Temperature

S-IC Forward Fairing Skin Temperature

S-IC Aft Fairing Skin Temperature

S-IC Fin Wedge Section Skin Temperature

S-IC Fin Aft Face Structural Temperature

S-II Aft Interstage Aeroheating EnvironmentS-II Aft Interstage Aeroheating Environment,Ullage Motor Fairing

17-4017-41

17-42

17-43

17-4417-4517-46

18-1

18-2

18-3

18-4

18-5

S-II LH2 Feedline Aft Fairing Heating Rates

S-II LH2 Feedline Forward Fairing Heating Rates

S-II Body Structural Temperature .S-II Aft Interstage Structural Temperature

S-II LH2 Feedline Fairing Structural Temperature

IU Inner Skin Temperatures for Ascent

IU Inner Skin Temperature, Earth OrbitS-IC Forward Compartment Canister Temperature

S-IC Forward Compartment Ambient Temperature

S-IC Aft Compartment Temperature RangeIU Environmental Control System Schematic Diagram

Thermal Conditioning System Methanol/WaterControl Temperature18-6 IU Sublinlator Performance During Ascent18-7 Thermal Conditioning Systera GN2 Pressure

xxvii

Page

17-2617-27

17-27

17-2917-29

17-30

17-3017-31

17-3217-33

17-34

17-3417-35

17-35

17-36

17-3718-2

18-3

18-5

18-8

18-9

18-10

18-11


29/539

LIST OF ILLUSTRATIONS(CONTINUED)

Figure

18-8

18-9

18-1020-l

20-2

20-3

21-1

21-2

21-3

A-lA-2

A-3

A-4

4-5

A-6

A-7

B-lB-2

Page

Selected Component Temperatures 18-12Pressure Differential Across Gas Bearings 18-13

Gas Bearing System GN2 Pressure 18-13

Average Base Differential Pressure 2G-2

Forebody Axial Force Coefficient 20-3S-IC Fin Pressure Differential 20-4

Total Vehicle Mass, Center of Gravity, and MassMolnent of Inertia During S-IC Stage PoweredFlight 21-17

Total Vehicle Mass, Center of Gravity, and MassMoment of Inertia During S-II Stage PoweredFlight 21-18

Total Vehicle Mass, Center of Gravity, and MassMoment of Inertia During S-IVB Stage PoweredFlight 21-19

Scalar Wind Speed at Launch Time of AS-503 A-11Wind DirAzction at Launch Time of AS-503 A-12

Pitch Wind Speed Component (W,) at Launch Timeof AS-503 A-13

Yaw Wind Speed Component at Launch Time of AS-503 A-14Pitch (S,) and Yaw (S,) Component Wind Shears atLaunch Time of AS-503 A-15Relative Deviation of AS-503 Temperature andDensity From PAFB (63) Reference Atmosphere A-16

Relative Deviation of Pressure and AbsoluteDeviation of the Index of Refraction from thePAFB (63) Reference Atmosphere, AS-503 A-17

Saturn V Apollo Flight Configuration B-2

S-IC Stage Configuration B-3

xxviii


30/539


Figure

B-3

B-4

B-5

B-6

S-II Stage Confiwration

S-IVB Stage Conf Jration

Instrument Unit Configuration

Apollo Space Vehicle

Page

B-7

B-10

B-14

B-17

xxix


31/539

LIST OF TABLES

Table Paqe

;_ 12-2

2-3

2-4

3-1

3-2

3-3

3-4

4-l

4-2

4-3

4-4

4-5

4-6

4-7

4-8

4-9

4-10

5-l

5-2

5-3

5-45-5

Time Base SunmarySignificant Event Times Surmnary c

Sequence of Switch Selector Events

Variable Time and Commanded Switch Selector Events

AS-503 Milestones

S-IC Stage Propellant Mass at Ignition ComnandS-II Stage Propellant Mass at S-IC Ignition Command

S-IV6 Stage Propellant Mass at S-JC Ignition Command

Summary of AS-503 Orbital C-Band Tracking DataAvailable

Comparison of Significant Trajectory Events

Comparison of Cutoff Events

Comparison of Separation Events

Stage Impact Location

Parking Orbit Insertion Conditions

Translunar Injectfon Conditions

Comparison of Slingshot Maneuver

Lunar Closest Approach Parameters

Heliocentric Orbit Parameters

S-IC Stage Engine Startup Event Times

S-IC Engine Performance DeviationsComparison of S-IC Stage Flight Reconstruction Datawith Trajectory Simulation Results

S-IC Cutoff ImpulseS-IC Stage Propellant Mass History

2-32-5

E-12

2-27

3-2

3-7

3-7

3-7

4-2

4-4

4-5

4-6

4-12

4-14

3-14

4-17

4-17

4-18

5-4

5-6

5-7

5-95-9

xxx


32/539

LIST OF TABLES (CONTINUED)

Pawable

5-6

6-1

6-2

6-3

6-4

6-5

6A-1

7-l

7-2

7-3

7-47-5

7-6

7-7

7-8

7-9 S-IVB Simulation Burn Time Deviations - Second Burn7-10 S-IVB Cutoff Impulse - Second Burn

7-11 S-IVB Stage Propellant Mass History7-12 S-IVB Pneumatic Helium Bottle Mass

7-13 S-IVB APS Helium Bottle Mass

S-IC Residuals at Outboard Engine Cutoff

S-II Engine Start Sequence Events

S-II Engine Performance Deviations (ESC +61 Seconds)S-II Flight Reconstruction Comparison withSimulation Trajectory Match Results

S-II Cutoff Impulse

S-II Fropellant Mass History

Calculated Longitudinal Structural Response andThrust Oscillations Using AS-503 Measured Data

S-IVB Engine Start Sequence Events - First Burn

S-IVB Steady State Performance - First Burn(ESC +3U Second Time Slice at Standard AltitudeConditions)

Comparison of S-IVB Stage Flight ReconstructionData with Performance Simulation Results -First Burn

S-IVB Simulation Burn Time Deviations - First BurnS-IVB Cutoff Impulse - Firs& Burn

S-IVB Engine Start Sequence - Second Burn

S-IVB Steady State Performance - Second Burn(ESC +80 Second Time Slice at Standard AltitudeConditions)

Comparison of S-IVB Stage Fliqht ReconstructionData with Performance Simulation Results -Second Burn

5-10

6-6

6-10

6-11

6-18

6-20

6A-8

7-8

7-10

7-11

7-117-1s

7-24

7-30

7-31

7-32

7-33

7-34

7-46

7-47

xxxi


33/539

LIST 0~ TABLES (CONTINUED)

Table

7-14

7-15

8-l

9-l

9-2

9-3

9-4

9-5

o-1

O-2o-3

o-4

o-5

l-l

l-2

11-3

11-4

11-5

11-6

12-l

12-212-3

12-4

13-l

13-2

13-3

S-IVB APS Propellant Consumption

S-IVB Pneumatic Control Sphere Conditions DuriqDump

S-IVB Hydraulic System Pressures

Saturn V First Longitudinal Yode Response ComparisonDuring S-IC Powered Flight

AS-503 S-IC Stage Propellant Line Frequencies

S-IC Stage Vibration Sumnary

S-II Stage Vibration SumnaryS-IVB Vibration Summary

Inertial Platform Velocity Comparisons

Guidance Comparisons

Start and Stop Times for IGMGuidance CommandsS-IVB First Burn Guidance Cutoff Conditions

Guidance Combarisons Elliptical Orbit Parametersat S-IVB Second Cutoff

Summary of Liftoff Clearances

AS-503 Misalignment Summary

Maximum Control Papameters During S-IC Eoost FlightMaximum Control krameters During S-II Boost Flight

Maximum Control Far&meters During S-IVB First Burn

Kaximum Control tiarameters During S-IVB Second Burn

Separation Event Times

S-iC Retro Mctor PerformanceS-II Ul lage Flotor Performance

AS-503 I-11 Retro Motor Performance

S-IC Stage Battery Fower CorsumotionS-II Stage Battery Power l:oilsunPtion

S-IVB Stage Battery Fower Consumption

Page

7-48

7-53

8-4

9-12

9-12

9-i7

9-22

9-31

10-12

10-14

10-16

lo-18

lo-18

11-4

11-6

11-9

11-20

11-22

11-33

12-2

12-3,') -IL'3

12-11

13-4

13-4

13-14

xxxii


34/539


Table

13-4

14-1

15-l

15-2

15-3

16-l

19-l

19-2

19-3

19-4

19-5

19-6

19-7

19-819-9

19-1!3

19-11

19-12

21-l

21-2

21-3

21-4

21-5

21-6

Iii Battery Power Consumption 13-16

Ctllmand and Corrmunications System Command History,AS-593 14-3

Performance Sumnary of Thrust OK r cssure Switches 15-3

Maximum Angular Rates 15-4

EGS kelated Event Times 15-4

S-II Acoustic Noise Levels ComDarison of AS-503 wthAS-501 and AS-502 Data 16-24

AS-503 Flight Measurement Sumnary 19-3

AS-503 Flight Measurements Waived Prior to I.aunch 19-4

AS-503 Flight Measurements Malfunctions 19-5

AS-503 Flight Measurements with Improper Range 19-8

AS-503 Questionable Flight Measurements 19-9

AS-503 Launch Vehicle Telemetry Links 19-11

Tape Recorder Summary 19-14

Final RF LOS, VHF Telemetry 19-16Last Usable VHF Telemetry Uata 19-16

VHF Telemetry Systems RF Sutnnary 19-18

C-Band Tracking System RF Summary : 9-20

iCS RF Summary 19-23

Total Vehicle Mass, S-IC Burn Phase, Kilograms 21-3

Total Vehicle Mass, S-IC Burn Phsse, Pounds Mass 21-4

Total Vehicle Mass, S-II Burn Phase, Kiloqrams 21-5

Total Vehicle Mass, S-II Burn Phase, Pounds Mass 21-6

Total Vehicle Mass, S-IVB First Burn Phase,Kilograms 21-7

Total Vehicle Mass, S-IVB First Burn Phase,Pounds Mass 21-8

Page

xxxiii


35/539


Pawable

21-7

21-8

21-9

21-10

22-123-l

23-2

23-3

A-lA-2

A-3A-4

A-5

A-6

A-7

A-d

A-9

Total Vehicle Mass, S-IV6 Second Burn Phase,Kilograms

Total Vehicle Mass, S-IVB Second Burn Phase,Pounds MassFlight Sequence Mass Sumnary

Mass Characteristics Comparison

Mission Objectives Accomplishment SumnarySunmary of Failures and Anomalies

Hardware Critica?ity Categories for Flight Hardware

Sumnary of DeviationsSurface Observations at AS-503 Launch limeSolar Radiation at AS-503 Launch Time, LaunchPad 39A

Systems Used to Measure Upper Air Wind DataMaximum Wind Speed in High Dynamic Pressure Regionfor Saturn 1 Through Saturn 10 Vehicles

Maximum Wind Speed in High Dynamic Pressure Regionfor Apollo/Saturn 201 Through Apollo/Saturn 205VehiclesMaximum Wind Speed in High Dynamic Pressure Regionfor Apollo/Saturn 501 Through Apollo/Saturn 503VehiclesExtreme Wind Shear Values in the High DynamicPressure Region for Saturn 1 Through Saturn 10Vehicles

Extreme Wind Shear Values in the High DynamicPressure Region for Apollo/Saturn 201 ThroughApollo/Saturn 205 VehiclesExtreme Wina Shear Values in the High DynamicPressure Region for Apollo/Saturn 501 ThroughApollo/Saturn 503 Vehicles

.xxxi v

21-9

21-10

21-1121-13

22-223-2

23-323-4

A-3

A-4

A-4

A-5

A-6

A-6

A-7

A-B

A-B


36/539

LIST 0~ TABLES (CONTINUED)

Table .

A-10

A-11

A-12

B-l

B-2B-3

B-4

Selected Atmospheric Observations for Saturn 1Through Saturn 10 Vehicle Launches at KennedySpace Center, Florida

Selected Atmospheric Observations for Apollo-Saturn 201 Through Apollo-Saturn 205 Launches atKennedy Space Center, Florida

Selected Atmospheric Observations for Apollo-Saturn 501 Through Apollo-Saturn 503 Launches atKennedy Space Center, Florida

S-IC Significant Configuration Changes

SiII Significant Configuration ChangesS-IVB Significant Configuration Changes

IU Significant Configuration Changes

Paw

A-9

A-10

A-10

B-5

B-11B-13

B-15

xxxv


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ACKNOWLEDGEMENT

This report is published by the Saturn Flight Evaluation Working Group--

composed of representatives of tiarshall Space Flight Center, John F.Kennedy Space Center, and MSFC's prime -tintractors--and in cooperationwith the Manned Spacecraft Center. Significant contributions to theevaluatior; have been made by:

George C. Marshall Space Flight Center

Research and Development Operations

Aero-Astrodynamics LaboratoryAstrionics Laboratory

Computation LaboratoryPropulsion and Vehicle Engineering Laborator/

Industrial Operations

John F. Kennedy Space Center

Manned Spacecraft Center

The Boeing Company

McDonnell Douglas Astronautics Company

International Business Machines Corporation

North American Rockwell/Rocketdyne Division

North American Rockwell/Space Division

xxxvi


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ACBREVIATIONS

ACN

ANT

AOS

APS

ASI

BDABSC

CAL

cs

CDDT

CG

CIF

CKAFS

CMCNV

CR0

CSM

CSP

vs

CYI

DEE

DCS

BWC0

CP

CS

AscensionAntigua

Acquisition of Signal

Auxiliary propulsion system

Augmented spark igniter

Bermuda

O& Burner Start Command

Goldstone, California

Command and communicationssys ternCountdown demonstration test

Center of gravity

Central instrumentationfacilityCape Kennedy Air Force Site

Command Module

Canaveral

Carnarvon

Comnand and service module

Control Signal ProcessorContinuous vent system

Grand Canary Island

Digital events evaluator

Digital Command System

Exploding bridge wireEngine cutoff

Engineering change proposal

Environment control system

EDS

EMRESC

ESTFCC

FM/FM

G A

GFCV

GGGMT

GRR

GSE

GTIGYM

HAW

HDAHEP

HFCV

HSK

IECO

IGM

I P6C

IRIG

IU

KSC

LESLET

Emergency detection system

Engine mixture ratio

Engine start command

Eastern Standard TimeFlight Control Computer

Frequency modulation/frequency modulation

Grand Bahama Island

GOX flow control valve

Gas generatorGreenwich Mean Time

Guidance reference release

Ground support equipment

Grand Turk Island

GuaymasHawaii

Holddown Ann.

Hardware Evaluation Program

Helium flow control valve

Honeysuckle (Canberra)

Inboard engine cutoff

Iterative guidance mode

Instrument Program and Ca3ponents

Inter range instrumentation group

Instrument Unit

Kennedy Space Center

Launch escape systemLaunch escape tower

xxxvi i


39/539

LIEF

LM

LOS

LTA

LUT

LV

LVDA

LVDC

MAD

MCC-H

MER

MFV

MILA

MLV

MOV

MR

MSC

MSFC

MSS

MTF

NPSP

NASA

OAT

OCP

ODOP

OECO

OMNI

Launch Information ExchangeFacility

Lunar module

Loss of signal

lunar module test article

Launch umbilical tower

Launch vehicle

Launch vehicle dataadapter

Launch vehicle digitalcomputer

Madrid

Mission control center-Houston

Mercury (ship)

Main fuel valve

Merritt Island LaunchArea

Main LOX Valve

Main oxidizer valve

Mixture ratio

Manned Spacecraft Center

Marshall Space FlightCenter

Mobile Service StructureMississippi Test Facility

Net positive suctionpressure

National Aeronautics andSpace Administration

Overall test

Orbital Correction Program

Offset frequency doppler

Outboard engine cutoff

Omni directional

PAM/Ftl/FM

PAFB

PCM

PCM/FM

?MR

PSD

PTCS

PTL

PU

RCSRED

RF

RMS

RP-1

RPM

SA

SEC

SLA

SM

SMC

SPS

SRSCS

ss

SSIFM

STDV

STP

sv

Pulse amplitudemodulation/frequencymodulation/frequencymodulation

Patrick Air Force Base

Pulse code modulation

Pulse code modulation/frequency modulation

Programned mixture ratio

Power spectral density

Propellant tanking computersystem

Prepare to launch

Propellant utilization

Reaction Control SystemRedstone (ship)

Radio frequency

Root mean square

Designation for S-IC stagefuel (kerosene)

Revolutions per minute

Service arm

Seconds

Spacecraft LM adapter

Service module

Steering misalignmentcorrection

Service propulsion system

Secure range safety commandsystem

Switch selector

Single sideband/frequencymodulation

Start tank discharge valve

Special Test Pattern

Space vehicle

xxxviii


40/539

TlI

T2ITAN

TDM

TEL 4

TEP

TEX

TLI

TMR

TSM

TVC

TV

UHF

UT

VAB

VAN

VHF

WHS

Time to go in 1st stage IGM

Time to go in 2nd stage IGM

Tananarive

Time division multiplexer

Cape telemetry 4

Telemetry Executive Program

Corpus Christi (Texas)

Translunar Injection

Triple modular redundant

Tail service mast

Thrust vector control

Television

Ultra high frequency

Universal time

Vehicle assembly buildingat KSC

Vanguard (ship)

Very high frequency

White Sands

xxxix


41/539

MISSION PLAN

AS-503 was the third flight vehicle (Apollo 8 Mission) of the Apollo-SaturnV flight test program. It was to be the first manned Apollo Saturn Vvehicle with the spacecraft performing the world's first manned circumlunarflight. The crew was to consist of Air Force Col. Frank Borman, NavyCapt. James Love11 and Air Force Maj. William Anders.

The space vehicle was to be composed of the AS-503 launch vehicle, Commandand Service Module (CSM) 103 and a Lunar Module Test Article (LTA-6) inplace of an operational Lunar Module (LM). Payload weight, exclusive ofthe Launch Escape Tower (LET) was to be approximately 39,010 kilograms(87,700 lbm).

Launch was to be from Launch Complex 39, Pad A at the Kennedy Space Center

(KSC). Because this was to be a lunar mission, it was necessary for thevehicle to ha ?aunched wi.;hin a particular daily launch window within amonthly launch window. Part of the constraints were dictated by the desireto pass over selected lunar sites with liqhting conditions similar to thoseplanned for the later landing missions. Lunar orbit inclination, inclina-tion of the free return trajectory, and spacecraft propellant reserveswere other primary factors considered in the mission design.

The first monthly window planned for was December 1968 with launchdates of December 20th through December 27th. January was plannedfor :9s a backup. Subsequently, it was decided to make the first atte;npton December 21st to have the total available daily window during daylight.Targeting for this day was to cause flight over lunar landing site II-P-2(2.63 degrees selenographic latitude, 34.03 degrees selenographic longitude).The actual window for December 21st lasted from 7:50:22 AM to 12:31:40 PMEastern Standard Time (EST) (4 hours 39 minutes duration). Launch wasscheduled for 7:Sl .4M EST slightly into the available window.

The vehicle was to be launched on an azimuth of 90 degrees, then rolled toa flight azimuth of from 72 to 108 degrees depending on time of launch.

The vehicle's mass at launch was to be about 2,782,OOO kilograms (6.134.000lbm). The durations of the S-IC and S-II burns were to be approximately151 seconds and 366 seconds, respectively. The planned S-IV8 first burnwas about 156 seconds, culminating in the insertion of the S-IVB andspacecraft into a 185 kilometer (100 n mi) circular parking orbit.

xl


42/539

The total vehicle mass at insertion was to be about 127,500 kilograms(281,103 lbm). At 20 seconds after S-IVB first cutoff, the vehicle was toalign itself with the local horizontal with position I down. This attitudewas to be maintained through S-IV6 restart preparation.

Chilldown and reignition sequencing were.to begin over the Indian Ocean inpreparation for reignition between Hawaii and the Phillipines during thesecond or third revolution (first or second opportunit ). The S-IVB secondburn, which wds to result in Translunar Injection (TLI1 , was to have aduration of approximately 315 seconds. The total vehicle mass at in-jection was to be about 58,800 kilograms (130,000 lbm). The astronautswere to initiate separation of the CSM from the S-IVB 25 minutes afterS-IVB second burn cutoff (start of Time Base 7 [T 1). During the separation,the vehicle was to be oriented to provide the lig z;ing necessary for thedocking maneuver on future flights.

After spacecraft separation the S-IVB/IU/LTA-6 was to align itself in anear retrograde attitude for a sequence in which residual LOX was to be dumpedthrough the J-2 engine, and the two APS ullage engines were to be turned onto burn to depletion. The LOX dump was to occur between 132 and 137 minutes

after the cutoff of the S-IVB second burn. The added velocity incrementii-on tile propellant dump and ullage burn was to slow the stage down slightlyto allow it to pass behind the moon. On this slingshot trajectory thestage would oick up energy from the moon's gravitational field and enter aheliocentric orbit rather than impacting the moon or remaining in an earthorbit.

The CSM dfter separation was to continue on its translunar trajectory forabout 66 kows. For a nominal mission, the CSM was to perform a LunarOrbit Insertion (LOI) burn to insert into an initial orbit around the moonsf approximately 111 by 315 kilometers (60 by 170 n mi). After tworevolutions in this orbit, a coplanar circularization burn was to be madeto place the CSM in approximately a 111 kilometer (60 n mi) circular lunarorbit. A Transearth Injection (TEI) burn was to be planned near the end ofrcvolutior 10, or after about 20 hours in lunar orbit, to place the CSMon a transearth trajectory. Landing was scheduled in the Pacific Oceanabout 57 hours later.

The figure shows the gross profile of the Mission C Prime.

xli


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FLIGHT TEST SUMMARY

The first manned Saturn V Apollo space vehicle, AS-503 (Apollo 8 Mission),was launched at Kennedy Space Center (KSC), Florida on December 21, 1968at 07:Sl:OO Eastern Standard Time (EST) from Launch Complex 39, Pad A.This was the third iaunch of a Saturn V Apollo. The nine principle andone secondary detailed test objectives were completely accomplished.

The launch countdown was completed without any unscheduled countdown holds.Ground systems performance was highly satisfactory. The relatively fewproblems encountered in countdown were overcome such that vehicle launchreadiness was not compromised.

The vehicle was launched on an azimuth of 90 degrees east of north andafter 12.11 seconds of vertical flight, (which included a small yaw

maneuver for tower clearance) the vehicle began to roll into a flightazimuth of 72.124 degrees east of north. Actual trajectory parametersof the AS-503 were close to nominal. Space-fixed velocity at S-ICOutboard Engine Cutoff (OECO) was 12.57 m/s (41.24 ft/s) greater thannominal. At S-II Engine Cutoff (ECO) the space-fixed velocity was 10.58m/s (34.71 ft/s) greater than nominal. At S-IV6 first cutoff the space-fixed velocity was 0.44 m/s (1.44 ft/s) greater than nominal. The altitudeat S-IVB first cutoff has O.U2 kilometers (0.01 n mi) lower than nominaland the surface range was 2.61 kilometers (1.41 n mi) greater than nominal.Parking orbit insertion conditions were very close to nominal. The space-fixed velocity at insertion was 0.01 m/s (0.03 ft/s) less than nominal.

At translunar injection the total space-fixed velocity was 5.23 m/s(17.16 ft/s) less than nominal and the altitude was 3.62 kilometers (1.96n mi) hi49,631 m /s2

her than nomina1

. C3 (twice the specific energy cf orbit) was(534,224 ft /s2) less than nominal.

All S-IC propulsion systems performed satisfactorily. In general, allflight performance data, as determined from the propulsion reconstructionanalysis, were close to the nominal predictions. At the 35 to 38-secondtime slice, average engine thrust reduced to standard pump inlet conditionswas 0.73 percent lower than predicted. Average reduced specific impulsewas 0.11 percent lower than predicted, and reduced propellant consumption

rate was 0.67 percent less than predicted. Inboard engine cutoff, asindicated by engine No. 5 cutoff solenoid activation signal, occurred0.03 second later than predicted. Outboard engine cutoff, as indicated

c

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by outboard engines No. 1, 2, 3, and 4 cutoff solenoid activation signalsoccurred 2.42 seconds later than predicted. An outboard engine LOX lowlevel cutoff was predicted, but a combination of propellant loading errorsand, to a lesser extent, a fuel-rich mixture ratio resulted in a fuel lowlevel initiated cutoff.

The S-II propulsion system performed satisfactorily during the entireflight. Engine thrust at 61 seconds after Engine Start Comnand (ESC), was0.0; percent above predictlon. Total engine propellant flowrate was 0.38percent above and specific impulse 0.34 percent below predictions at thistime slice. Average engine mixture ratio was 0.69 percent above predicted.Engine No. 4 evidenced a change in performance level at approximately 200seconds after S-II ESC of approximately -6672 Newtons (-1500 lbf) thrust.At this time the exact nature of this shift has not been determined but isreceiving additional investigatiar. The pressure gauges in the S-II stagepropulsion system and the accelerometers at certain structural locationsshowed oscillations during the latter portion of S-II powered flight.Oscillations of about 18 hertz were evident in engine No. 5 (center engine)parameters beginning a t approximately 450 seconds. Amplitude of the centerengine oscillations began increasing at about 478 seconds. An 18 hertzresponse in the S-II crossbeam region peaked at 482 seconds which showeda like trend of amplitude and frequency to that of the center enginechamber pressure. Accelerations were at much smaller amplitudes in theoutboard engines at 18 hertz and chamber pressures were in the noise level.Accelerations were noted in the spacecraft flight data of approximately9 hertz peaking at 493 seccrdr and another of approximately 11 hertz peakingat 5lC seconds. Chamber pres ,ures were well within the noise level forthese two frequency trends. Engine No. 5 experienced a thrust level decreaseof about 27,050 Newtons (6081 lbf) and propellant mixture ratio change of-0.1 units coincident with the cnset of the high amplitude 18 hertzoscillations. The oscillations dampened out about 4 seconds prior to S-IIengine cutoff. Although the results of the evaluation are not conciusive,it appears that the oscillations were induced by the LOX pumps andpossibly amplified by the center engine support structure. Self-inducedLOX pump oscillations may be related to the low Engine Mixture Ratio (EMR)and low Net Positive Suction Pressure (NPSP) existing during this timeperiod, although the NPSP is considerably above the level at which selfdriven oscillations are normally produced. Engine and pump tests toinvestigate this possibility are being conducted at the engine manufacturer'stest facility and at Huntsville. A recomndation to increase LOX tankullage pressure for the latter portion of the S-II burn by commanding theLOX regulator full open at S-II ESC + 98.6 seconds is being implementedfor G-504. Engine cutoff, as sensed by the Launch Vehicle Digital Computer(LVPC), was at 524.04 seconds, with a burn time only 0.42 second longerthan predicted.

The IVB J-2 engine operated satisfactorily throughout the operational+?.a,r2 0.f :: rst and second burn with normal shutdowns. S-IVB first burn

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insulation. S-II stage and S-IVB stage environmental vibrations were alsogenerally as expected considering the fact that certain measurements wererelocated and improved measurement systems were used. The S-IVb stage AS1lines dynamic strains measured in flight were within the range of similardata recorded during static firing. Instrument Unit vibrations comparedfavorably with those of previous Saturn V flights.

The guidance and navigation system performed satisfactorily during allperiods for which data are available. The boost navigation and guidanceschemes were executed properly and terminal parameters were very good forboth parking orbit and transiunar injection. The vehicle trajectoryexhibited a slightly flatter altitude profile than that predicted in theoperational trajectory. Analysis reveals that the most probable causewas the vehicle state vector at Iterative Guidance Mode {IBM) initlationbeing different than predicted. At S-IC CECO, the vehicle altltudk wasless than predicted and the velocity was greater. The resulting optimumfuel usage trajectory determined by the LVDC flight program was predictableand resulted in satisfactory end conditions.

The ST-124M-3 inertial platform and associated e?ectronjc equipment per-formed as expected. Telemetry from the LVDC indicated that Inertialreference was still being maintained at 25,420 seconds (7:03:40). Theaccelerometer loop signals indicated that the accelerometers correctlymeasured vehicle acceleration throughout the flight.

The AS-503 Flight Control Computer (FCC), Thrust Vector Control (TVC), anAuxiliary Propulsion System (APS) satisfied all requirements for vehicleattitude control during boost and orbital control modes. Vehicle-towerclearances during liftoff were satisfactory with less than 25 percent ofthe available margins utilized. To improve S-IC outboard engine outcharacteristics, the FCC control outputs to the F-l engines were blased toprovide a E-degree outboard cant beginning at 20.64 seconds. S-iC/S-IIfirst and second plane separations were satisfactory, resulting in minimumdisturbance to the control system. S-II/S-IVB separstlon was nomlnal andcaused only small attitude disturbances. Control system activity duringfirst and second S-IVB burns was nominal. Following CSM separatlon thelaunch vehicle maintained a frozen inertial attitude until 6541 secondsafter second cutoff, when the vehicle was commanded to the "slingshot"maneuver attitude (180 degrees pitch, 0 degree yaw, and 180 degrees rollattitudes relative to local horizontal). This attitude was inertiallyheld through the maneuver. At approximately 19,556 seconds the S-IVB ullageengines were ignited to provide additional AV for the 'WIngshot" maneuver.Ullage engine No. 2 propellant depleted at 20.288.56 seconds, aged engine No.1 depletion occurred at 20.314.00 seconds.

In general, all AS-503 launch vehicle electrical systems performedsatisfactorily. The power profiles of all stages were normal and allstage and switch selector commands were properly executed. The only

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deviations or out-of-tolerance conditions noted during the flight wereintermittent operation cf 3 temperature bridge power supplies on the S-IIstage (two of these suppiles were affected for approximately 30 secondsthrough maximum dynamic pressure [Max Q] and the third for app+oximately30 seconds starting at low PU step) and the S-IVB aft 5 volt excitationmodule dropped below the mitjimum of 4.975 vdc from approximately 9410to 10,691 seconds.

Data indicated that the redundant Secure Range Safety Command Systems(SRSCS) on the S-IC, S-II, and 5-IVB stages were ready to perform theirfunctions properly on command if flight conditions during tha launchphase had required vehicle destruct. The system properly safed the S-IVBSRSCS on command from KSC. The performance of the Command and Comunica-tions System (CCS) in the IU was sntisfactory,

The Emergency Detection System (EDS) performance was nominal; no abort limitswere reached. The AS-503 EDS configuration was essentially the same asAS-502 except that the presence of the crew provided the capability forEDS manual abort and there was a display of launch vehicle tank pressures

in the spacecraft.The vehicle internal, external, and base region pressure environments werecjenerally in good agreement with the predictions aild compared well withprevious flight data. The pressure environment was well below designlevels. The measured acoustlc levels were generally in good agreement withthe liftoff and inflight predictlons , and with data from previous flights.

The vehjcle thermal environment was generally less severe than that forwhich the vehicle was designed. As on the previous fllghts, M-31 insulationwas lost from the heat shield but caused no problems.

The S-IC canister conditionfng system and the aft envlronmental condition-ing system performed satisfactorily during the AS-503 countdown. The S-IIthermal control and compartment conditlontng system malntalned temperatureswithin the design limits throughout the prelaunch operations. The IUEnvironmental Control System (ECS) performed well throughout the flight.Coolant temperatures, pressures, and flowrates remained within the predlctedranges and design limits for ,the first 3 hours of avallable flight data.

The AS-503 launch vehicle data system consisted of 2670 active flightmeasurements, 21 telemetry links, onboard tape recorders, film and televisioncameras, and tracking. With the exception of the onboard fllm cameras,all data system elements performed very satisfactorily. However, only oneof the four S-IC film cameras was recovered. The performance of allvehicle telemetry systems was excellent. The last usable VHF data werereceived by the Guaymas and Texas statlons from telemetry links CF.1 andCP-1 at 15,660 seconds (4:21:00). Performance of the Radio Frequency (RF)system was satisfactory. Measured flight data, wl th few exceptions,

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agreed favorably with expected trends. Final loss of RF carrier signalsafter trans'unar injection were as follows: VHF telemetry was lastreceived by Guaymas at approximately 23,230 seconds (8:07:10); CCS waslost by Guaymas at approximately 44,357 seconds (12:19:17), and the C-Bandradar transmission was last received by Grand lurk Island (GTI) atapproximately 21,325 seconds (5:55:25). Ground camera coverage was good asevidenced by 81.5 percent system efficiency. The onboard television (TV)systems performed satisfactorily and provided useful data.

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SECTION 1

INTRODUCTION

1.1 PURPOSE

This report provides the Natlonal Aeronautics and Space Administration(NASA) Headquarters , and other interested agencies, with the launchvehicle evaluation results of the AS-503 flight test. The basic objectiveof flight evaluation Is to acquire, reduce, analyze, evaluate and reporton flight test data to the exknt required to assure future misslon suc-Cess and vehicle reliability. To accomplish this objective, actual flightmalfunctions and deviations must be identified, their causes accuratelydetewnlned, and complete information made available so that correctiveactlon can be accomplished within the established flight schedule.

1.2 SCOPE

This report presents the results of the early engineering flight evalua-tlon of the AS-503 launch vehicle. The contents FX? centered on theperformance evaluation of the major launch vehicle systems, with specialemphasis on failures, anomalies, and deviations. Srwrmaries of launchoperations and spacecraft performance are included for completeness.

The official MSFC position at this time is represented by this report.It will no: be followed by a slmllar report unless continued analysis ornew information should prove the conclusion presented herein to besignificantly incorrect. Final stage evaluation reports will, however,be published by the stage contractors. Reports covering majo:- subjectsand special subjects wlll be published as requlred.

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SECTION 2

EVENT TIMES

2.1 SUMMARYOF EVENTS

Range zero time, the basic time reference for this re art, is 7:51:00Eastern Standard Time (EST) (12:51:00 Universal TimeeUT]). This time isbased on the nearest second prior to S-IC tail plug disconnect whichoccurred at 7:51:00.67 EST. Range time is calculated as the elapsed timefrom range zero time and reflects the time at which the event occurred atthe vehicle, plus the time necessary to transmit the data from the vclllcleto the ground stations. Figure 2-l shows transmission delays plottedversus range time. Unless otherwise noted, range time is used throughoutthe report.'

Guidance Reference Release (GRRJoccurred at -16.97 and start of Time Base1 (Tl) occurred 17.64 seconds later at 0.67 second. These tfmes wereestablished by the Digital Events Evaluator (DEE-6), except for the timefrom GRR to Tl which was determined by the Launch Vehicle Digital Computer(LVDC).

Range time for each time base used in the flight sequence program and thesignal for initiating each time base are presented in Table 2-1.

Start of T was initiated approxlmately 2.45 seconds later than predictedby a fuel 7 eve1 sensor cutoff rathe:r than the expected LOX level sensorcutoff. Reasons for the longer than expected S-IC burn time and fuel levelcutoff are dlscussed In Sactlon 5 of this document.

Start of T4 was approximately 2.85 seconds later than predicted due to acoWnatIon of the late S-IC Outboard Engine Cutoff (OECO) and a longerthan expected S-II burn as discussed in Section 6 of this documen.t.

Start of T5 was approximately 1 second later than predicted. A shorterthan predicted S-IVB burn, as discussed In Section 7, resulted In reducingthe effect of the prolonged burns of the lower stages,

Start of T6 and T7 were withln nominal expectations for these events.

T was lnltlated at spacecraft separation detectlon by discrets inputD# 4, and upon completion proper return to T7 was accomplished.

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I I I 1 I

3:oo:oo 4:Go:00 5:w:w 6:OO:oO ?:W:W

RIM TM. ltolJas:lmJw:Icaws

Flgure 2-1. AS-503 Transmission Mlay Time

A sunmary of significant events for AS-503 is given In Table 2-2. Theactual-minus-predlcted times l&ted In this table in the time-from-basecolumns are not all IU connsnded switch selector functions, and deviationsare not to be construed as failures to meet specified switch selectortolerances. The evtqts associated with guidance, navlgatlon, and controlhave been Identified as being accurate to within a major computstlon cycletime or accurate LO cithin t 0.5 second (see Table 2-2).

The spacecraft separ-ltlon sequence was manual1 inltlated at 12.056.3seconds, and physical separation was accomplis x ed 3 seconds later at12,059,3. The 3-second interval between lnltiation of the sequence andactual separation wes engendered by a &second tjmer which inhlblted theseparation initiation signal to the separation pyrotechnics. A parrllelInftlation signal, iirhibited by a 30-m!lllsecond timer, was sent to theInstrument Unit (IU) digital events register.

2.2 SEQUENCE$F EVENT"

Table 2-3 lists: the seq;ance of switch selector events, Terminology inthis table agr&ss with tne tenninology in docunent 40M33623C "Interface

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Table 2-1. lime Base Sumnrry

TIME BASE

TO -16.97

Tl 0.67

T2

T3

T4

f 5

125.88

153.82

524.04

685.19

T6 9659.54(2:40:59.54)

T7

GA

10.555.73(2:55:55.~73)

12.057.70(3:20:57.70)

Spacecraft Separation Sensed byLVDC

RANGE TIMESEC

(HR:MIN:SEC)

.- . - . -- - F -- - .---e. ww

SIGNALSTART

Guidance Reference Release

IU Umbilical Disconnect Sensedby LVDC

WC KC0 Command by LVDC

S-X? OECO Sensed by LVDC

S-II EC0 Sensed by LVDC

:;;;B EC0 (Velocity) Sensed by

Restart Equation Solution

;;EB ECQ (Velocity) Sensed by

Control Definition of Saturn SA-503 Flight Seguence Program". The timesreported are accurate to within 10 milliseconds. Ten events, includingS-II engine start@ were not verified because of telemetry dropout duringWC/S-II staging, although subsequent events indicate that these eventsdid in fact occur. Additionally, some orbital events and some eventsafter translunar injection were not verified because of station visibilityconstraints and loss of data due to flight perturbations. Probeble timesfor these events were calculated from the flight program and ark soidentified in the table.

Table 2-4 lists the known switch selector events which were issued duringflight but were not programed for specific times. The water coolant valveopen and close switch selector commands were issued based on the conditionof two thermal switches in the Environmental Control System (ECS). Theoutputs of these switches were sampled once every 300 seconds beginning at480 seconds; and a switch selector connnand was issued to open the watervalve if the sensed temperature ~a% too high and close the water valve ifthe temperature waf"too Tow.

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This table also contains the special sequence switch selector events whichwere programmed to be initiated by telemetry statior? acquisition. Theissuance of these commands assured telemetry calibration data while thevehicle was in range of the station.

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Table 2-2. Significant Event Times Sunnary

1.

2.

3.

4.

5.6.

7.

8.

9.

0.

1.

2.

3.

4.

5.

6.

7.

Guidance ReferenceRelease

S-IC Engine StartSequence Command

Range Zero

All Holddown ArmsReleased

First MotionIU Umbilical Dis-connect Start of'Time Base 1 (Tl)

Begin lowerClearance YawManeuver

End Yaw Maneuver

Begin Pitch and Rol'

Maneuver (Tilt andRoll)

S-IC Outboard EngincCant, ON

Begin Second Segmenlof Pitch Poly-nomial

End Roll Maneuver

Mach 1 Achieved

Begin Third Segmentof Pitch Polynomial

Maximum DynamicPressure (Max Q)

Begin Fourth Segmentof Pitch Polynomial

Computer SwitchPoint 1 CJmand

1 RANGE TIME 1 TIME FROH BASE

EVENTACTUAL ACT-PRED ACTUAL

SEC SEC SEC

-16.97 -0.05

-8.89 -0.09

0.0 0.0

0.27 -0.06

0.33 0.00.67 -0.05

-17.64

-9.56

-0.67

-0.98

-0.04

11

1.76' 0.04 1.09' 0.09

9.72' 0.00 9.05' 0.0512.11" 1.28 11.44' 0.04

20.64 -0.08 19.97 -0.03

26.03' -1.43 25.3611 0.31

31.52* 1.19 30.85' 0.6561.48 0.90 60.81 0.8170.23* -1.85 69.56' 0.51

78.90

100.29+

105.64*

2.82

-2.43

-0.08

78.23

99.62f

104.97*

2.23

-0.43

-0.03

*CI;PCR

2-5


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Table 2-2. Significant Event Times Sunmwy (Continued)

RANGE TIME TIME FROM BASE

ACTUAL ACT-PRED ACTUAL ACT-PREDEVENT SEC SEC SEC SEC

(H~MINzSEC)44. S-II Retro Motor 524.98 2.98 0.94 0.13

Burn Time Initiation(Thrust Buildup ,Begins)

45. LVDC S-IVB Engine 525.00 2.81 0.95 -0.G5Start SequenceComr,and

46. S-IVB Engine 528.29 3.10 4.25 0.25Ignition (STDV Open)

47. S-IVB Engine at 530.53 2.84 6.49 -0.0190 Percent Thrust

48. End Chi Freeze; 532.87* 4.04 11.68* 5.18Initiate ThirdPhase IGM

49. S-IVB Ullage Case 536.80 2.81 12.76 -0.04Jettison Command

50. End Artificial Tau 540.01+* 2.43 18.82** 2.32Mode

51. Iri tiate SMC 543.02** -0.81 17.97** 2.9752. Initiate First Chi 6F2.87* 3.29 131.68* 0.47

Bar Steering53. Initiate Chi Freeze, 6il.60* 0.39 156.41 -3.10

End Third Phase IGM54. S-IVB Velocity Cut- 684.98 0.99 f5-0.21 I -0.01

off Command (ECO)

55. S-IVB Engine Cutoff 685.19 1.00Sensed by LVDC,

T5 -

Start of Time Base5 (T5)

56. S-IVB APS Ullage 685.46 u.97 0.27 -0.03Motor No. 1 Command

57. S-IVB APS Ullage 685.60 1,Ol 0.40 0.00Motor No. 2 Command

58. Parking Orbit 694.98 0.99 9.78 -0.D2Insertion

59. Begin Orbital 785.19* 0.98 lOO.OO* 0.0

Navigation


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Table 2-2. Significant Event Times Summary \Continum!!

EVENT

75.

76.

77.

78.

79.

80.

81.

82.

83.

84.

85.

86.

87.

S-IV6 Engine CutoffSensed oy LVDC,Start of Time Base i(T7), Begin OrbitalGuidance

S-IVB LH2 Vent ValveOpen Comartd

Translunar injectionStart Local Hori-zontal AttitudeManeuver, BeginOrbital Navigation

S-IVB LH2 Vent ValveClose Comnand

Start Maneuver forSeparation Attitude

Spacecraft Separa-

tion Sequence StartStart of Time Base5A (T5A)Flight ControlComputer SwitchPoint No. 5 Cotmnand

L'J-LTA/CSM Separa.tier

Start SlingshotAttitude Maneuver

Begin Slingshot Mode(LH2 Vent ValveOpen Command)

Apply Siingshot AV(Helium ControlValve Open Commandfor !-OX Dump)

RANGE TIME TIME FROM BASE

ACTUALSEC

(HR:MIN:SEC)

10,555.73 3.25 T7

10.556.19 3.41 0.47

10,565.51 3.23 9.78

10,575.77* 3.29 20.05*

11.455.71

11,458.40+

12,056.3

12.057.70

12,057.85

12,053.3 3.82 503.S8 0.58

17,096.63*

17.756.02

18.476.03

ACT-PREC ACTUAL ACT-PREDSEC SEC SEC

2.93 899.95

-2.06 902.64*

3.82 500.58

T5A

5A*15

4.15

3.54

3,35

540.92*

'200.15

920.15

-0.03

-0.02

0.05

-0.05

-5.34

0.58

-0.05

0.92

-0.05

-0.05

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Table 2-2. Significant Event Times Sumnary (Continued)

ne

ne

ne

T RANGE TIME T TIME FROM SASE

EVEPIT

68. End Propellant Dump(Mainstage ControlValve Close Comand

B9. S-IVB Ullage EngineNo. 1 on Chnand

30. S-IVB Ullage EngiNo. 2 on Comnand

31. S-IVB Ullage En$iNo. 2 Depleted

32. S-IVB Ullage EngiNo. 1 Depleted

ACTUALSEC

(HR:MIN:SEC)

18,776.03

19,555.85

19,556.06

20,288.56

20.314.00

ACT-PRED ACTUAL ACT-PREDSEC SEC SEC

3.55

3.37

3.38

8I89

9

9

I

1220.15

1999.96

'000.17

1732.83

~758.27

-0.05

-0.04

-0.03

2-11


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Table 2-3. Sequence of Switch Selector Events (Contfnued)

I FUNCflO)( STAG25.

26.

27.

30.

31.

32.

33.

34.

35.

36.

37.

38.

39.

0.

i.

2.

&

3.

4.

5.

6.

S-IC Two En Ines Out Auto-AbortInhibit, BN BLE

S-IC Two Engines Out Auto-AbortINHIBIT

Excess Rate (P, V, R) Auto-AbortInhibit, ENABLE

Excess Rate (PI Vr R) Auto-AbortInhibit and Switch Rata Gyros SC.IWDICATIO)( "A"

Two Adjacent Outboard Engines OutCutoff, ENABLE

START of Tlmc.Base 2

(Id

Inboard Engine Cutoff (IECO)

Inboard Engiv Cutoff, BACKUP

START Flr%t PAM-FM/FM Callbratiom

Auto-Abort Enable Relays, RESET

Excess Rate (Rull) Auto-AbortInhibit, ENABLE

Excess Rate (Roll) Auto-AbortInhibit and Switch Rate Gyros SC.INDICATIW "B"

STOP First PAM-FM/FM Calibration

S-II Ordnance, ARM

Separation and Retro No. 1 EBW FiringUnits, ARM

Separation and Retro No. 2 EBY FiringUnits. ARM

Tel-try Measurement, SWITCHOVER

Separation Camera, ON

O-Ball Power, OFF

Outboard Engines Cutoff, ENABLE

Outboard Engines Cutoff Backup. ENABLE

IU

IU

IU

124.93 124.26 -0.04

125.13 124.45 -0.05

125.33 124.66 -0.04

IU

f-IC

125.53 124.B5 -0.05

125.73 i25.06 -0.04

s-IC

s-IC

S-II

IU

125.88 0.0 0.0

125.93 0.05 0.05

126.03 0.15 -0.05

126.23 0.35 -0.05

126.45 0.57 -0.03

IU 126.63 0.75 -0.05

IU

5-11

S-II

126.81

131.23

141.14

0.96

5.35

15.86

-0.04

-0.05

-0.M

MC Ml.93 l6.D9 -0.05

i-IC 142.14 16.26 -0.01

i-IC ! 14.93 19.05 -0.05

i-It 145.13 19.25 -0.05

IU 145.23 19.35 -0.05

L-IC 145.33 19.45 -0.05

i-IC 145.64 IS.66 -0.04

153.620.0

6AsEACT-PREO

SEC

0.0

2-13


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Table 2-3. Sequence of Switch Selector Events (Continued)

FUNCTION

72.

73.

Water Coolant Valve, OPEN

Flight Control Computer SwitchPoint No. 3

74.

75.

76.

START Second PAM-FY/FM Calibration

STOP Second PAM-FM/FM Calibration

Flight Control Computer SwitchPoint No. 4

77. Telemetry Calibrator In-FlightCalibrate, ON

73. Telemetry Calibrator In-FlightCalibrate, OFF

79. Measurement Control Switch No. 2.ACTIVATE

80.

01.

82.

83.

84.

STA RT Third PAY-FM/FM Calibration

STOP Third PAM-FM/FM Calibration

High (5.5) Eng ine Mixture Ratio, OFF

Low (4.5) E ngine Mixture Ratio. ON

Teletwetry Calibrator In-FlightCalibrate. ON

85. Telemetry Calibrator In-FlightCalibrate, OFF

86. S-11 Lti2 Step Pressurization

87. Charge Ullage Ignition. ON

88. S-II/S-TV8 Ordnance. ARM

89. Tape Recorder Record, ON

90. START Data Recorders91. S-11 LOX Depletion Sensors Cutof f. ARM

92. S-11 LH,? Depletion Sensors Cutoff, ARM

93. START of Time Base 4 (T4)

94. Cutoff S-II J-2 Engines, BACKUP

95. START Recorder Timers

96. hu.UUbm OFFu Variable switch selector consnrnd Issued

and is a function of the fllght program.

MYwhet

ST&G

1U 184.77 30.95

ACT-PRtOSEC

-0.05

1U 215.17 61.36 -0.04

S-11 278.78 124.96 -0.04

s-11 283.77 129.95 -0.05

1U 345.20 191.38 -0.02

IV 356.49 202.67 -0.03

IU 361.49 207.66 -0.04

s-11 366.49 212.66 -0.04

s-1; 378.78 224.96 -0.04

S-11 383.78 229.96 -0.04

s-11 443.2oc' 289.42@r -0.03

S-11 443.4v 289.6%' -0.04

1U 444.69 290.87 -0.03

IU

S-Ii

S-IV

s-11

1U

s-11S-11

S-If

s-?I

s-11

449.68 295.05 -0.05

453.78 299.96 -oar

404.99 331.17 -0.03

485.18 331.36 -0.05

406.09 332.26 -0.04

486.27 332.45 -0.05

488.68 335.05 -0.05

469.08 335.26 -0.04

524.04 0.0 0.0

524.13 0.00 0.08

524.22 0.10 0.08

m two


66/539

fable 2-3. Sequence of Switch Selector Events (Contlnwd)

8mE TIN trn Fm em

FURCTIOR STAGL ACTUU MmM.(SW (SEC) %TEO

97. S-IVB Engine Cutoff, OFF s-Ive 524.41 0.36 0.06

98. LOX Tank Flight Pressure Systcnr, ON s-w s24.50 0.46 O.%

99. Engine Ready, BVPASS S-IVB 524.59 0.55 0.05

100. LOX Chilldown Pump, OFF S-IV8 524.69 0.64 0.04

101. Fire Ullage Ignition, ON s-IW 524.78 0.74 0.04

102. S-II/S-IVB -Separation S-II 524.90 0.86 0.06

103. S-IVB Englne Start, ON s-Ive 525.06 0.95 -0.05

104. Flight Control Canputer S-IVB BumMode, ON "A" IU 525.21 1.16 -0.04

'05. FIJhto:on;rol Computer S-IVB BurnII II. IU 525.30 1.26 -0.04

'06. Fuel Chllldoun Pvmq, OFF s-m 526.22 2.1P -0.03

07. S-IVB Engln Out Indlcetlon "A",ENABLE IU 526.52 2.47 -0.03

'08. S-IVB Engtw Out Indlcatim "B",ENiiaLE 1U 526.70 2.65 -0.05

09. Fuel Injection f~eratun OK, BVPASS S-IVB 528.01 3.96 -0.04

10. S-IVB Engine Start. OFF s-m 528.20 4.15 -0.05

11. Flrst Bum Reley, OIS S-N@ 529.60 5.75 -0.05

12. Charge Ullage Jettison, ON S-IV6 533.80 9.75 -0.05

13. Fire Ullrge Jettison, OR S-IV8 536.80 12.76 -0.04

14. Ullrge Chrrglng, RESET s-IVB s37.60 13.75 -0.05

15. Ullage Firing, RESET S-11 536.02 13.97 -0.03

16. Fv&Injection T-return OK Bypass,S-IV6 538.20 14.15 -0.05

17. Tape Recorder Record, OFF IU 538.42 14.37 -0.03

18. Telemetry Celtbrrtor In-FlightCalibrate, bll IU 540.82 16.77 -0.03

19. Tolmty Calibrrtor In-FlightCallbrrto, OFF IU 545.Bo 21.75. -0.05

20. ~o;xchenger Bypess V11wr Centml,l s-m 548.02 23.97 -0.03

2-16


67/539

Table 2-3. Sequence of Switch Selector Events (Contfnued)

li3.

124.

125.

126.

12t.

128.

123.

130.

131.

t32.

133.

134

Saturn V Launch Vehicle Flight Evaluation Report - As-503 Apollo 8 Mission

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