MSC-R-A-64-2

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NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

MANNED SPACECRAFT CENTER

HOUSTON, TEXAS

June 18, 1964

POSTLAUNCH REPORT FOR

APOLLO MISSION A-101
(BP-lj)

.
\

Approved for Distribution:

/ I //

Manager, 4 p o l l d S p a c e c r a f t Program Office

NATIONAL AERONAUTICS A,.!.! SPACE ADMINIS7RATION

MANNED SPACECRAFT CEN'IER

HOUSTON, TEXAS
JUNE

18, 1964

il

ApoLlo spacecraft BP-13 a ; t i a e of Sa%urn SA-6 i g n i t i o n . t

p c -

CONTENTS
Section FRONTISPIECE

......................

i
V

ABBREVIATIONS AND S M O 3 Y BL TABUS

................

1.0

2.0

3.0
4.0

......................... viii FIGURE3 . . . . . . . . . . . . . . . . . . . . . . . . . ix SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 INTRODUCTION ...................... 2-1 FLIGHT TRAJECTORY .................... 3-1 SPACECFUUT DESCRIPTION AND PERFORMANCE . . . . . . . . . 4-1 4.1 Spacecraft Description . . . . . . . . . . . . . . . 4-1 4.2 Instrumentation . . . . . . . . . . . . . . . . . . . 4-13 4.3 Communications . . . . . . . . . . . . . . . . . . . 4-34 4.4 Electrical and Sequential . . . . . . . . . . . . . . 4-39 4.5 Propulsion and Pyrotechnics . . . . . . . . . . . . . 4-44
4.6 Structures

.....................
...................

4-50
4-111

4.7 Heat Protection

.
5.0

6.0

................. 4.9 Equipment Cooling . . . . . . . . . . . . . . . . . 4.10 Acoustics . . . . . . . . . . . . . . . . . . . . . . LAUNCH VMICLE DESCRIPTION AND PERFORMANCE ....... MISSION OPERATIONS ................... 6.1 Prelaunch Operations . . . . . . . . . . . . . . . .
4.8 Aerothermdynwics
6.2
launch Operations

k-U4
4-19

4-143
5-1

6-1
6-1

.................

6-15

iv

Section

Page

6.3 Range O p e r a t i o n s

..................
...........

6-20

6.4 Data C o v e r a g e and A v a i l a b i l i t y

7.0
8.0

6-24 7-1

CONCLUDING REMARKS

REFEIiENCES.

................... : . . . . . . . . . . . . . . . . . . . . . .

8-1

ABBRFVIATIONS AND SYMBOLS

Abbreviat ions

AT0
BP
EIW

Apollo Test and Operations boilerplate bandwidth calorimeter command module Department of Defense exploding bridgewire environmental c o n t r o l subsystem electromagnetic i n t e r f e r e n c e Eastern Test Range ground elapsed time Greenwich mean time
ground support equipment

cal
CM

DOD

EBW
ECS
EM1

ETR
g. e. t.

G.m. t.

GSE

GSFC

Goddard Space F l i g h t Center inboard engine cutoff (S-I s t a g e ) instrument u n i t (Saturn v e h i c l e )

John F. Kennedy Space Center

nco
Tu
KSC

LES
m2

launch escape subsystem

liquid hydrogen

lox

l i q u i d oxygen m i s s i l e t r a j e c t o r y measurement Manned Spacecraft Center Marshall Space F l i g h t Center outboard engine c u t o f f (S-I s t a g e ) Operations Support, Plans, and Programs Office (MSC F l o r i d a Operations) Operational T e s t Procedure pulse r e p e t i t i o n frequency power s p e c t r a l d e n s i t y

MISTRAM

MC S MF SC
OECO

osm
OTP

Prf PSD

vi

PSTL-1

S t a t i c and f l u c t u a t i n g pressure wind-tunnel t e s t model (0.055 s c a l e ) of Saturn SA-6 launch vehicle w i t h Apollo spacecraft. r e a c t i o n c o n t r o l subsystem r a d i o frequency r a d i o frequency i n t e r f e r e n c e root -mean-square Saturn-Apollo s p e c i a l adapter devices s e r v i c e module s p e c i a l measuring device samples per second Saturn launch vehicle f i r s t stage
Saturn launch vehicle second stage

RCS
RF

RFI
RMS
S A

SAD
S M

SMD
s/s

s-I
S-IV

Symbols
f l i g h t day g r a v i t a t i o n a l constant moment of i n e r t i a around t h e X-axis, slug-ft slug-ft
slug-ft
2 2
2

IYY
IZZ M
P
9

moment of i n e r t i a around t h e Y-axis, moment of i n e r t i a around t h e Z-axis, Mach nmber pressure, Ib/sq in. dynamic pressure, l b / s q ft '

%ax

maximum dynamic pressure, l b / s q ft

heat flux, Btu/f't /see Reynolds number, based on maximum body diameter launch time, sec l o n g i t u d i n a l a x i s of t h e spacecraft and launch vehicle l o n g i t u d i n a l location, referenced t o the o v e r a l l spacecraft, in. ( f i g . 4.1-3)
2

4
ReD
T X
xA

vii

xC
xL
xLv

l o n g i t u d i n a l location, referenced t o t h e command module, i n . ( f i g . 4.1-3) l o n g i t u d i n a l l o c a t i o n , referenced t o t h e launch escape subsystem, i n . ( f i g . 4.1-3) l o n g i t u d i n a l location, referenced t o t h e launch v e h i c l e S-I stage, i n . ( f i g . 4.1-3) l o n g i t u d i n a l location, referenced t o t h e s e r v i c e module, i n . ( f i g . 4.1-3) . plane of t h e Y-axis passes through t h e X - a x i s and i s perpendicular t o t h e plane of t h e Z-axis, i n . ( f i g . 4.1-2) plane of t h e Z - a x i s passes through t h e X - a x i s and through t h e c e n t e r of t h e CM hatch and of f i n s I and I11 of t h e SA-6 launch vehicle, i n . ( f i g . 4.1-2) angle of attack, deg product of angle of a t t a c k and dynamic pressure, (deg)

xS

Y
2

a aq

(Wsq ft) Q-ball pressure measurement

.

angular clockwise distance from +Z looking aft (fig. 4.1-2)

7-

--

--- q -.

viii

TABLES Table 3.0-1 3.0-11 MISSION EVENT TIMES Page

................. .

3-3
3-4
4-4

C M A I O O PLANNED AND ACTUAL O P RS N F TRAJECTORY P R M T R AA EES . . .

4.1-1

........... SPACECRAFT BP-13 MASS CHARACTERISTICS . . . . . . . . ............ . BOILEBPLATE 13 . . . . . . . . .

4.2-1
4.2-11

APOLU MISSION A-101 MEASUREMENTS REQUYREDENTSSUMMARY .

MEASUREMENT LIST FOR

4-16

4-17
4-26

4.2-111

4.3-1
4.6-1 4.9-1 4.9-11
6.1-1 6-1-11

..... TEI;EMETRY RFPACKAGE . . . . .... FLIGHT LOADS COMPARISON . . . . . . . . COOLING SUBSYSTEM PARAMETERS . . . . . DIREXT CURRENT S M A Y . . . . . . . . U MR

FLIIGHT EQUIPMENT FOR BP-13 S A E R L T P CCCF INSTRUMENTATION SUBSYS4 .

6.3-1
6.3-11

6.4-1

....... . .. ....... ... .... .,..... OPERATIOIV&TEST PROCEDURES AT DOWNEY (ATO) . . . . . OPERATIONAL TEST P O E U E AT FLORIDA OpERllTIONS . . R CD R TELEMEX%Y COVERAGE . . . . . . . , . . . , . . . . . C-BAND RADAR COVERAGE . . . . . . . . . . . . . . . . DATA AVAILABILITY . . . . . . . . . . . . . . . , . .
0

4-37
4-61

4-137
4-138
6-5

6-7
6-22 6-23 6-27

ix
FIGURES

Figure
2.0-1
2.0-2

Page Saturn-Apollo space vehicle f o r mission A - 1 0 1 at lift-off .

...................
..

2-3
2-4

Sequence of major events f o r Apollo mission A - 1 0 1 Ground track for t h e Apollo A - 1 0 1 o r b i t a l mission f o r t h e f i r s t t h r e e o r b i t a l passes

3.0-1
3.0-2

........ ........

3-6 3-7

Altitude-longitude p r o f i l e f o r Apollo m i s s ion A-101 f o r the f i r s t t h r e e o r b i t a l passes

3.03

Time h i s t o r i e s of t r a j e c t o r y parameters f o r the Apollo mission A-101 launch phase

( a ) Altitude and range
(b)

...............
...
... ........

3-8 3-9
3-10 3-11
3-l2

Space-fixed v e l o c i t y and f l i g h t - p a t h angle

( c ) Earth-fixed v e l o c i t y and f l i g h t - p a t h angle (d) (e) Dynamic pressure and Mach number

Longitudinal acceleration along spacecraft X-axis

3.0-4

Time h i s t o r i e s of t r a j e c t o r y parameters f o r Apollo

mission A - 1 0 1 for f i r s t t h r e e passes of orbital

phase

4.1-1
4.1-2

....... ( b ) Space-fixed v e l o c i t y and f l i g h t - p a t h angle . . . Apollo BP-13 spacecraft . . . . . . . . . . . . . . .

(a) Latitude, longitude, and a l t i t u d e

3-13 3-14
4-5

Y- and Z-axis and angular coordinate system used f o r designating locations within the BP-13 spacecraft.
X-axis systems used f o r designating longitudinal locations of BP-13 spacecraft and SA-6 launch . vehicle kunch

4-6

4.1-3

4.1-4

... .................. escape subsystem f o r BP-13 spacecraft . . . . .

4-7

4-8

Figure

Page Command module interior equipment layout for BP-13 spacecraft (view through hatch). .. ,

4.1-5
4.1-6

..

. ....

4-9 4-10
4-11
4-12

4.1-7
4.1-8
4.2-1
4.2-2

.. .............. Command module exterior of BP-13 spacecraft . . . . .

Cutaway view of BP-13 spacecraft service module, insert, and adapter . .,. . .

Command module interior equipment layout (view to right of hatch) , .

..

.........

Instrumentation and communications subsystems on BP-13 spacecraft . . . transducers f o r BP-13 spacecraft

.... .. ..... ... ......... spacecraft . . . ... .

4-27 4-28
4-29
4-30

Locations of vibration, acoustic, and acceleration

4.2-3

Strain gage locations on BP-13

4.2-4 4.2-5 4.2-6 4.2-7

4.3-1

Fluctuating pressure transducer locations on BP-13 spacecraft .

..... .............. ........ ........ ...

..... . ..

Static pressure locations in the command module on BP-13 spacecraft .

4-51

Heat-flux calorimeter locations on BP-13 Spacecraft. Launch-escape tower temperature transducer locations on BP-13 spacecraft .. . ..

. 4-32
4-34
4-37

Location of telemetry transmitters and C-band trans. . ponders on BP-13 spacecraft

.......

..

4.3-2 4.4-1 4.4-2

4.4-3

Location of telemetry omniantenna on command module of BP-13 spacecraft . Electrical power

. .............. subsystem for BP-13 spacecraft . . .

4-38
4-41

Electrical power subsystem components for BP-13 spacecraft . . Launch escape sequencer subsystem for BP-13 spacecraft .

.......... .. ......
............ .......

4-42

143

xi

Figure

Page Bonding e l e c t r i c a l w i r e harness t o LES motor case f o r BP-13 spacecraft

4.5-1
4.5-2

...............

4-46
4-47
4- 48 4-49
4-62

BP-13 spacecraft launch escape tower j e t t i s o n motor

BP-13 s p c e c r a f t LES j e t t i s o n motor i g n i t i o n locations

4.5-3
4.5-4
4.6-1
4.6-2

..................... .....................

BP-13 s p c e c r a f t launch escape tower separation system..

Apollo BP-13 spacecraft launch escape subsystem structure

.....................
................
aq

Detail of command module-service module interface ( BP-13 spacecraft ) Rawinsonde atmospheric wind d a t a a t Cape Kennedy, Fla., May 28, 1964 Comparison of predicted m i s s i o n A-101)

4-63
4-64

4.6-3
4.6-4 4.6-5
4.6-6

.................
and Q-ball aq .(Apollo

...................

4-65
4-66

Variation of angle of attack with a l t i t u d e (Apollo mission A-101)

...................

S t a t i c pressure f l i g h t measurement on BP-13 spacecraft compared w i t h wind-tunnel measurements on model PSTL-1 (ref. 1)
(a)

@=o0

.....................

4-67

(b)

#=%".
#=180

....................

4-68 4-69

(c)

....................

4.6-7

S t a t i c pressure c o e f f i c i e n t over the command module conical surface (EP-13 spacecraft ) ( a ) Angular location, approximately (b) Angular location, 1800 ( c ) Angular location, 357"

...... ............. .............

9"

4-70

4-71
4-72

xii

Figure

Page Pressure venting scheme f o r BP-13 spacecraft s e r v i c e module, i n s e r t , and adapter compartment Service module i n t e r n a l pressure (BP-13 s p a c e c r a f t ) . Axial f o r c e (compression) a t i n t e r f a c e of BP-13 s p a c e c r a f t adapter and Saturn SA-6 instrument u n i t ( s t a t i o n xA 722) F l i g h t measured a c c e l e r a t i o n (BP-13 spacecraft )

4.6-8

......
.

4-73
4-74

4.6-9
4.6-10

.................

4-75

4.6-11

( a ) Launch escape subsystem a t Q - b a l l i n t e r f a c e

(b)

...

4-76
4-77

Command module

.................

4.6-12

D i g i t a l spectrum estimation of X-axis a c c e l e r a t i o n

(BP-13 s p a c e c r a f t )

.................

4-78

4.6-13

D i g i t a l spectrum estimation of l a t e r a l bending a c c e l e r a t i o n (Bp-13 s p a c e c r a f t ) (a)

(b)

(c) (d)

.......... LES Z-axis a t Q-ball i n t e r f a c e . . . . . . . . . . Command module Y-axis . . . . . . . . . . . . . . Command module Z-axis . . . . . . . . . . . . . .
LES Y-axis a t Q-ball i n t e r f a c e

4-79
4-80

4-81
4-82 4-83

4.6-14

F i r s t bending mode a c c e l e r a t i o n of BP-13 s p a c e c r a f t a t i g n i t i o n of S-IV s t a g e D i g i t a l spectrum e s t i m a t i o n of f i r s t bending mode a c c e l e r a t i o n of BP-13 s p a c e c r a f t after i g n i t i o n of S-IV s t a g e

.............

4-6-15

( a ) LES Z-axis a t Q - b a l l i n t e r f a c e
(b)

LFS Y-axis a t Q-ball i n t e r f a c e

......... .........

4-84

4-85

4.6-16

Development view of BP-13 spacecraft s e r v i c e module, i n s e r t , and adapter w a l l shawing transducer locations

.....................

4-86

xiii

Figure

Page
RMS of fluctuating pressure no module

4.6-17 4.6-18 4.6-19 4.6-20

......................

. 7 on BP-13

service

4-87

Static pressure at BP-13 spacecraft CM-SM shoulder

..
...

4-88 4-89

RMS estimation of BP-13 spacecraft service module' radial vibration . . . . . . . . . . . . . . . .

Digital spectrum estimation of BP-13 spacecraft service module radial vibration
(a) Instrument SAOO86D (b) Instrument SA0087D

...............
...............

4-90 4-91 4-92

4.6-21

BP-13 spacecraft adapter load trend comparison

....

4.6-22

RMS of fluctuating pressures over BP-13 spacecraft

(a) Fluctuating pressure 1 (CAO179P)

(b) Fluctuating pressure 2 (CAO18OP)

........ ........

4-93 4-94 4-95 4-96 4-97

(c) Fluctuating 'pressure 3 (CA018lP)

........

(d) Fluctuating pressure 4 (SA0182P)

(e) Fluctuating pressure 6 (SAO184P)

........
........ .........

(f) Fluctuating pressure 7 (SAO185P)

(g) Fluctuating pressure 8 (SAO186P)

4-98
4-99 4-100 4-101

........

(h) Fluctuating pressure 9 ( ~ ~ 0 1 8 7 ~ )

0 (i) Fluctuating pressure 1 (SAO188P)

........
........

4-6-25

Comparison of BP-13 spacecraft fluctuating pressures for longitudinal locations at 357" with wind tunnel data using model FSTL-1 (ref 1)

.0 (a) M = 0 8 and M = 0.85 (b) M = 0.90 and M = 0 . B

(c)

...... . . . . . . . . .............. M=l.OOandM=~p . . . . . . . . . . . . . . ......

;

4-10;!
4-103
4-104

4-10?

xiv

Figure 4.6-24 Fluctuating p r e s s u r e t r e n d s f o r c i r c u m f e r e n t i a l l o c a t i o n s on BP-13 s p a c e c r a f t s e r v i c e module a t

Page

XA974
( a ) M = 0.80 and M = 0.85
(b) M = 0 . 9 and M = 0.95 ( c ) M = 1.00 and M = 1.50 (d) M = 2.00 and M = 2.50

.............. ..............

..............
..............
4-110

4.6-25
4.7-1 4.7-2

Spectrogram of BP-13 s p a c e c r a f t s e r v i c e module f l u c t u I a t i n g pressures (- octave band a n a l y s i s ) . . . . . . 3 Command module heat p r o t e c t i o n f o r BP-13 spacecraft. Bond-line U S tower temperatures measured during f l i g h t (BP-13 s p a c e c r a f t )

4-112

.............

4-113
4-119

4.8-1
4.8-2

Top view of BP-13 s p a c e c r a f t command module showing calorimeter locations

...............

Development view o f BP-13 s p a c e c r a f t s e r v i c e module, i n s e r t , and a d a p t e r cmpartment showing calorimeter l o c a t ions

.....................

4-120

4.8-3

Launch configuration environment i n terms of Mach number (M) and Reynolds number (ReD) f o r BP-13 spacecraft

....................

4-121

4.8-4

Heating rates measured on BP-13 s p a c e c r a f t command module during f l i g h t

( a ) Calorimeters 1, 5 , and 10
(b)

Calorimeters 2, 4, Calorimeters 3, 9, Calorimeters 6, 7,

(c) (d)

. and 1 . 1 and 12 . and 8 .

. . . .

. . . .

. . . .

. . . .

....... ....... ....... .......

spacecraft.

4-122

4-123 4-124 4-125

4.8-5

Comparison of h e a t i n g rete h i s t o r i e s a t Xc = 74 f o r

4-126

xv

Figure

Pase Comparison of heating r a t e h i s t o r i e s a t Xc = 52

I

4.8-6

for s i x circumferential l o c a t i o n s on BP-13

spacecraft

.....................

4-127

4.8-7

Comparison of heating rate h i s t o r i e s a t X

C = 27 f o r two circumferential l o c a t i o n s on BP-13 spacecraft

.....................
9
=

4-128

4.8-8

Comparison of heating r a t e h i s t o r i e s a t t h r e e l o n g i t u d i n a l l o c a t i o n s on BP-13 spacecraft

180".f o r
4-129

....................

4.8-9

Comparison of heating rate h i s t o r i e s a t $ = 319" f o r t h r e e l o n g i t u d i n a l l o c a t i o n s on BP-13 s p a c e c r a f t Comparison of heating r a t e h i s t o r i e s a t = 5' f o r t h r e e l o n g i t u d i n a l locations on BP-l3 s p a c e c r a f t

..

4-130

4.8-10 4.8-11 4.8-12 4.9-1

4.9-2

..

4-131
4-132

Heating rates measured on the BP-13 spacecraft s e r v i c e module during f l i g h t Heating rates measured on t h e BP-13 s p a c e c r a f t adapter during f l i g h t

................

...................

4-133
4-139

Environmental c o n t r o l subsystem schematic f o r BP-13 spacecraft

S e c t i o n a l v i e w of coolant-pump assembly for

.................

BP-13 spacecraft
4.9-3

.................

4-140
4-141
4-142

Command module cabin a i r temperature (BP-13 spacecraft) Command module

4.9-4
5.0-1
6.1-1

.................... cabin pressure (BP-13 s p a c e c r a f t ) . . .

..............

Apollo mission A - 1 0 1 space vehicle shuwing cutaway views of launch vehicle

Schedule milestones f o r BP-13 spacecraft at Downey, California, AT0

5-4

..............

6-10
6-11

6e l - 2

Schedule milestones for BP-13 spacecraft i n Hangar AF,

Cape Kennedy, Florida

...............

xvi

Figure

Page

6.1-3

BP-13 spacecraft mating in Hangar AF, Cape Kennedy, . , Florida

to mating with the launch vehicle

......... .... ....... .........

..

6-12

6-1-4

BP-13 spacecraft loaded on vertical transport prior

Schedule milestones f o r BP-13 spacecraft at launch complex 37B, Cape Kennedy, Florida

6-13

6.1-5
6.2-1
6.2-2

.........

6-14
6-17

Apollo mission A-101 precount activities on F-1 day, May 25, 1964 . . . . ,

.... . . .......
...

Apollo mission A-101 countdown activities on postponed . launch day, May 26, 1964 6-18

......... .... . . ...

6.2-3

Apollo mission A-101 f i n a l countdown a c t i v i t i e s , F day, May 28, 1964 . . . . .. . .

6-19

1-1
1.0 S m Y
The Ap0110 spacecraft mission A-101 w a s s u c c e s s f u l l y accomplished on May 28, 1964. The unmanned b o i l e r p l a t e s p a c e c r a f t (E-13) w a s launched a t U:O7 p.m. e. s, t. i n t o e a r t h o r b i t from complex 37B of t h e Eastern T e s t Range, Cape Kennedy, Florida, by t h e Saturn I Block I1 vehicle SA-6.
The purpose of t h e t e s t was t o demonstrate t h e c o m p a t i b i l i t y o f t h e spacecraft with t h e launch vehicle i n t h e launch and e x i t t r a j e c t o r y and environment f o r Apollo e a r t h o r b i t a l f l i g h t s .

All mission t e s t o b j e c t i v e s were f u l f i l l e d by t h e time of o r b i t a l i n s e r t i o n , and a d d i t i o n a l data were obtained by telemetry through t h e Manned Space F l i g h t Network u n t i l t h e end of e f f e c t i v e b a t t e r y l i f e i n t h e f o u r t h o r b i t a l pass. Radar s k i n t r a c k i n g was continued by t h e network u n t i l t h e s p a c e c r a f t reentered on t h e 54th o r b i t a l pass over t h e P a c i f i c Ocean near Canton Island.
During t h e launch countdown t h e r e were no holds caused by t h e spacec r a f t . A l l spacecraft subsystems f ' u l f i l l e d t h e i r s p e c i f i e d functions throughout t h e countdown and planned f l i g h t t e s t period. Ehgineering data w e r e received through telemetry from a l l b u t 6 of t h e ll2 i n s t r u mented s p a c e c r a f t measurements f o r t h e f u l l f l i g h t t e s t p e r i o d of t h e mission. Although improper running was i n d i c a t e d f o r t h e pump i n t h e onboard equipment and cabin cooling subsystem, t h e subsystem performed i t s function satisfactorily.
The a c t u a l launch t r a j e c t o r y during t h e S-I s t a g e powered f l i g h t and part of t h e S-IV stage powered f l i g h t was slightly slow in velocity a n d

low i n a l t i t u d e and f l i g h t - p a t h angle; however, t h e a c t u a l t r a j e c t o r y d i d provide t h e launch environment required f o r t h e s p a c e c r a f t mission. The t h r e e s p a c e c r a f t telemetry t r a n s m i t t e r s performed s a t i s f a c t o r i l y . T e l emetry reception w a s continuous during launch and e x i t except f o r about 3 seconds a t t h e t i m e of launch v e h i c l e staging. The C-band transponders
and C telemetry l i n k operated until approximately 3:08 g. e. t. a e t r y A and B l i n k s operated u n t i l approximately 5:21 g.e.t,

Telem-

The instrumentation subsystem w a s s u c c e s s f u l i n determining t h e launch and e x i t environment. Aerodynamic heating produced a maximum truss-member bond-line temperature on t h e LES tower of l e s s t h a n 20 percent of t h e de-

sign limit (550'

F. )

aUnless otherwise s p e c i f i e d , a l l times shown i n t h i s r e p o r t are taken from t h e i n s t a n t of vehicle l i f t - o f f (12:07:00.42 p.m. e . s . t . )

1-2

P o s t f l i g h t examination of s t r q i n gage, pressure, and a c c e l e r a t i o n

data indicated t h a t t h e spacecraft s t r u c t u r e performed adequately i n t h e

f l i g h t environment encountered. Values of angle of a t t a c k and dpmnic pressure encountered during t h e powered phase of f l i g h t were within allowable l i m i t s and compare w e l l with those predicted before launch. The wind-tunnel s t a t i c - p r e s s u r e measurements used i n loads analyses were i n agreement with t h e flight-measured s t a t i c pressures. The i n t e r n a l pressures within t h e S were within an allowable range and v e r i f i e d t h e M venting method. &amination of t h e a v a i l a b l e a c c e l e r a t i o n data revealed no evidence of severe dynamic loads. The ground s e r v i c e equipment performed s a t i s f a c t o r i l y during prelaunch and countdown operations.

2- 1

2.0

INTRODUCTION

Apollo mission A-101 was t h e f i r s t f l i g h t of t h e Apollo spacecraft, configuration w i t h a Saturn launch vehicle. The unmanned f l i g h t t e s t vehicle consisted of t h e BP-13 b o i l e r p l a t e s p a c e c r a f t and t h e SA-6 Saturn I Block I1 launch vehicle. The space v e h i c l e , shown i n f i g u r e 2.0-l was launched from complex 37B of t h e Eastern Test Rmge, Cape Kennedy, Florida, on M y 28, 1964. a The BP-13 spacecraft was t h e f i r s t of two b o i l e r p l a t e s p a c e c r a f t planned t o be used i n demonstrating t h e c o m p a t i b i l i t y of t h e Apollo s p a c e c r a f t configuration with t h e Saturn I Block I1 launch vehicle i n a launch and e x i t environment s i m i l a r t o t h a t expected for ApolloSaturn V o r b i t a l flights with production spacecraft.
The s p a c e c r a f t f l i g h t configuration consisted of a production type launch escape subsystem (LES), b o i l e r p l a t e command module (CM) , and b o i l e r p l a t e s e r v i c e module (SM) assembly, i n s e r t , and adapter. Boilerp l a t e f l i g h t t e s t s p a c e c r a f t a r e development v e h i c l e s which simulate production s p a c e c r a f t only i n e x t e r n a l s i z e and shape and mass characteri s t i c s . B o i l e r p l a t e f l i g h t t e s t s p a c e c r a f t a r e equipped with instrument a t i o n t o o b t a i n f l i g h t d a t a f o r engineering a n a l y s i s and evaluation. These d a t a are used t o confirm o r determine t h e design c r i t e r i a f o r t h e production spacecraft.

The f l i g h t sequence of major events during t h e BP-13 f l i g h t i n t o Spacecraft s e p a r a t i o n from t h e launch o r b i t i s given i n f i g u r e 2.0-2. v e h i c l e w a s n o t planned f o r t h i s f l i g h t ; t h e r e f o r e , t h e second s t a g e ( S - I V ) and instrument u n i t ( D ) of t h e launch v e h i c l e together w i t h the a t t a c h e d s p a c e c r a f t (without t h e j e t t i s o n e d LES) were i n s e r t e d i n t o o r b i t as a s i n g l e u n i t . There were no provisions f o r recovery of the spacecraft

The f i r s t - o r d e r s p a c e c r a f t t e s t o b j e c t i v e s of t h i s f l i g h t were as follows :

(1) Demonstrate t h e p h y s i c a l c o m p a t i b i l i t y of t h e s p a c e c r a f t w i t h t h e launch v e h i c l e under p r e f l i g h t and f l i g h t conditions.

(2)

Obtain d a t a t o v e r i f y design c r i t e r i a for t h e launch environ-

ment.

( 3 ) Demonstrate the primary mode of t h e launch escape tower

j e t t i s o n using t h e escape tower j e t t i s o n motor.

2- 2

The second-order t e s t o b j e c t i v e s were as follows:

(1) Demonstrate t h e s t r u c t u r a l i n t e g r i t y of t h e launch escape subsystem under f l i g h t - l o a d i n g conditions.
( 2 ) Demonstrate t h e c o m p a t i b i l i t y of the BP-13 communications and instrumentation subsystem with t h e launch vehicle system.

( 3 ) Demonstrate t h e adequacy of grounc! support handling equipment and procedures.

A l l of t h e first- and second-order o b j e c t i v e s were s a t i s f a c t o r i l y fulfilled.

a An evaluation has been m a d e of a l l f l i g h t d a t a , and t h e r e s u l t s

of t h e e v a l u a t i o n are p r e s e n t e d i n t h i s r e p o r t .

'Acoustic d a t a reduction not complete a t t h e t i m e of publication. Acoustic d a t a a n a l y s i s w i l l be reported a t a l a t e r date.

2-

Figure 2.0-1.

Saturn-Apollo space vehicle f3r !ri ss.s 3n

2- 4

120-

100

2
a
cd
0 4
d

Q)

80-

G.e.t. t i m e , sec Planned Actual

1.

Saturn S-I l i f t - o f f Saturn S-I shutdown Inboard engines Outboard engines

c,

60-

2.

a Q,

140.1 146.1 146.5 148.2

158.5

142.8 148.8 149.2 150.9

161.2

.rl

c,

40

3.
4.
5.

Separation Saturn S-IV i g n i t i o n Launch escape tower j e t t i s o n Saturn S-IV shutdown

20

6.

625.8

624.5

200

600 Range, n a u t i c a l m i l e

400

800

1000

Figure 2.0-2.-

Sequence o f major events f o r Apollo m i s s i o n A-101.

3.0

FLIGHT TRAJECTORIES

The trajectories referred to as "planned" were preflight-calculated nominal trajectories supplied by k r s h a l l Space Flight Center, and the trajectories referred to as "actual" were based on the Manned Space Flight Network tracking data. In both the planned and actual trajectories, the Patrick model atmosphere for altitudes below 25 nautical miles and the 1959 ARDC model for altitudes above 25 nautical miles were used. The earth model used was the Fischer Ellipsoid. The ground track for the first three orbital passes of the Apollo mission A-101 is presented in figure 3.0-1. The altitude-longitude profile for the launch and three orbital passes is presented in figure 3.0-2. These two figures show that the actual profile was close to the nominal.
A comparison of the actual and planned mission event times for the . launch phase is given in table 3.0-1. It can be seen from the table that the actual S-I cutoff events were approximately 3 seconds later than planned, and the actual S-IV cutoff was approximately 1 second earlier than planned. The launch trajectory data showri in figure 3.0-5 were based on the real-time output of the Range Safety Impact Predictor Computer ( IP-7094) which used FPS-16, Azusa, missile trajectory measurement (MISTRAM) system, and the FFQ-6 radars. The data from these tracking facilities were used during the time periods listed in the following table:

Radars used

g.e.t., min:sec
0 to 01:oo

FPS-16
Azusa
MISTRAM

01:oo to

05:28

05:28 to 07:42

FPQ-6
MISTRAM

07:42 to 08:3l

08:31 to 09:34
Og:34 to 11:Og

FPQ-6

The a c t u a l launch t r a j e c t o r y i s compared with the planned launch t r a j e c t o r y i n figure 3.0-3. It can be seen from t h e f i g u r e that the a c t u a l launch t r a j e c t o r y d i d provide the launch environment required f o r t h e spacecraft mission. The a c t u a l t r a j e c t o r y parameters w e r e s l i g h t l y low i n velocity, a l t i t u d e , and f l i g h t - p a t h angle during t h e S - I stage powered f l i g h t and part of t h e S-IV stage powered f l i g h t and r e s u l t e d i n an i n s e r t i o n i n t o t h e planned o r b i t a t a point somewhat nearer perigee than planned. The o r b i t a l portion of t h e t r a j e c t o r y i s shown i n f i g u r e 3.0-4. The planned o r b i t a l t r a j e c t o r y was obtained by s t a r t i n g with t h e nominal i n s e r t i o n conditions supplied by Marshall Space F l i g h t Center and i n t e g r a t i n g forward f o r t h r e e o r b i t a l passes. The a c t u a l o r b i t a l portion of t h e t r a j e c t o r y was derived by s t a r t i n g with the o r b i t a l configuration p o s i t i o n and v e l o c i t y v e c t o r obtained a t the end of t h e f i r s t pass over P a t r i c k A i r Force Base, as determined by Goddard Computer using the Manned Space F l i g h t N e t w o r k tracking data. T h e P a t r i c k v e c t o r w a s i n t e g r a t e d backward along t h e f l i g h t t r a j e c t o r y t o o r b i t a l i n s e r t i o n (defined as S - N cutoff plus 5 seconds) and forward for t h r e e o r b i t a l passes. These i n t e g r a t e d values were i n good agreement with t h e p o s i t i o n and v e l o c i t y vectors determined by t h e Goddard Computer f o r passes near Csrnarvon, Australia, during t h e f i r s t pass and P r e t o r i a , South Africa, during t h e second pass. Thus, t h e v a l i d i t y of t h e i n t e g r a t e d o r b i t a l portion of t h e f l i g h t t r a j e c t o r y was established. It can be seen i n figure 3.0-4 t h a t the a c t u a l o r b i t a l f l i g h t t r a j e c t o r y was i n very c l o s e agreement with the planned.
A comparison of t h e a c t u a l and planned t r a j e c t o r y parameter i s given i n t a b l e 3.0-11. The t a b l e shows t h a t t h e a c t u a l i n s e r t i o n conditions and o r b i t a l parameters were i n good agreement with t h e planned. A s based on t h e P a t r i c k v e l o c i t y vector, t h e estimated l i f e t i m e of t h e o r b i t a l configuration, consisting of t h e BP-13 spacecraft, t h e instrument u n i t , and t h e Saturn S-IV stage, w a s c a l c u l a t e d t o be 42 o r b i t a l p s s e s . The a c t u a l r e e n t r y of t h e o r b i t a l configuration was reported during t h e 54th o r b i t a l pass near Canton Island.

3-3

TABLE 3.0-1.- MISSION EVENT TDIES

-~

r I
mco
OECO

Event

Planned, sec
-~

Actual,
sec

lifference, ' sec

0

Lift-off
T i l t arrest

0
154.0

134.0

140.1

142.8 148.8
149.1

2.7
2.7

146.1 146.4 146.5 148.2. 158.5 158.5 625.76

Ullage rockets i g n i t i o n Separation of S - I and S - I V

S-IV ignition

2.7 2.7 2.7 2.7 27 . -1.26

149.2
150- 9

Ullage rocket j e t t i s o n Launch escape tower j e t t i s o l

161.2
161.2

s-IV

cutoff

624.5

3-4
AND ACTUAL

TRAJECTORY PARAMETERS

Condition

Planned

Actual

I Difference
-1.26
-00 01.26 : 0.1501

s - I V cutoff

T i m e from 1ift.off. Time from 1ift.off.

.......... min:sec . . . . .

Geodetic l a t i t u d e . deg North Longitude. deg West Altitude. f e e t

...........
....

.........
. . . . . .
. . . . . . . .

....

625 76 10:25.76 21.8277 -61.0872 607, 466

100.0
1 133 0 ,

U t i t u d e . n a u t i c a l miles
Range. nautical m i l e s

624.5 10:24.5 21. 9780 - 61.4660 600,335 98.8

1100 ,1.

0.3708
.7, 131
-1.2
-23

space-fixed velocity. f t / s e c space-f ixed heading angle. deg East of North

25,610.1

25,621.5
0.08255

11.4

space-fixed f l i g h t - p a t h angle. deg . .

0.12985 113.7869

-0.04730 -0.1094

...........

113.6775

S-IV c u t o f f +5 sec

T i m e from 1ift.off. rime from 1ift.off.

sec

.......
... ... ... ...

.. Zeodetic l a t i t u d e . deg North . Longi.tude, deg West . . . . . . Altitude. feet . . . . . . . .

min:sec Altitude. n a u t i c a l miles Range. n a u t i c a l miles Space-fixed velocity.

630.76 10:30.76 21.6892 -60.7727 607,621

100.0

629.5 1 :29.5 0 21.8407 -61.1522

600, 408
'

-1.26 -00: 01.26

0.1515

-0.3795 ., 213 7
-1.2

. . . . . .

........ ft/sec . . . .

1 152*5 ,

Space-fixed f l i g h t - p a t h angle. deg Space-fixed heading angle. deg E a s t of North . . . . . . . .

2 .6 6 8 5 1. 0.13067
113.9109

98.8 1,129.4 25,628.2 0.08349 113.8020

-23.1 11.4

. 0.04718
-0.1089

. . .

3-5
TABLE 3.0-11.- COMPARISON OF PLANNED AND ACTUAL

TRAJECTORY PARAMETERS

Concluded

Condition

I
. .

Planned

Actual

Difference

Perigee altitude, statute miles Perigee altitude, nautical miles Apogee altitude, statute miles Apogee altitude, nautical miles Period, min
k

113.1

. ..
. .

98.3
140.2

113.2 98.4
141.0

0.1
0.1

121.8 88.59 31.76

122.5

0.8 c.7
0.03

. . . .

Inclination angle,

....... deg . . . . . .

88.62 31.78

0.02

Maximum conditions Altitude, statute miles

....... Altitude, nautical miles . . . . . . Space-fixed velocity, f t / s e c . . . . Earth-fixed velocity, ft/sec . . . . Exit acceleration, g . . , . . . . .
Exit dynamic pressure, l b / s q ft

140.2

141.0
122.5

0.

121.8

0.7
-0.7
2.8

..

25,634.2 24,301.0 5.80

805.0

25,633.5 24,303.8 4.89

8d.8

-0.91
3.8

3-7

ri

0 rl

3-8

8
4

k
G-l

5
0

c .E

4
k

i=

0"

, a !

8
0

rfi

8
8

8 0

3- 9

3-10

I
0

3-11

lo00 f-

c 800
U
\

32
28 24
20
L

s
6600L

vl

3
v)

E
u .E
(D

v)

400 200 P
Q,

0-

16

12
8

0 0o:oo
(d)

01:oo

02:00 Time, min:sec

03:00

04:00

Dynamic pressure and Mach number. Figure 3.0- 3 . - Continued

3-12

Q)
W

3-13

-P rl

Ld

a
c .E
L
2 =

5
h

.2
I -

n
(d

!
A-

n
c

3- 14

4-1

4.O SPACECRAFT

DESCRIPTION AND PERFORMANCE

I I -

4 . 1 Spacecraft Description
Apollo spacecraft b o i l e r p l a t e 13 (BP-13) was composed of four major assemblies : t h e prototype launch escape subsystem ( U S ) , t h e b o i l e r p l a t e command module ( C M ) , t h e b o i l e r p l a t e s e r v i c e module (SM) with f a i r i n g M and S i n s e r t , and t h e b o i l e r p l a t e adapter. These major assemblies were designed t o be similar i n e x t e r n a l configuration t o t h e production Apollo s p a c e c r a f t . The major assemblies and e x t e r i o r dimensions of each are shown i n f i g u r e 4.1-1, t h e spacecraft reference a x i s system i s given i n f i g u r e 4.1-2, t h e coordinate systems for X - a x i s s t a t i o n s of t h e o v e r a l l spacecraft and individual assemblies are given i n f i g u r e 4.1-3.
The launch escape subsystem ( U S ) i s shown i n figure 4.1-4. The t r u s s - t y p e tower s t r u c t u r e was a welded titanium tubular frame, and t h e exposed surfaces were covered with s i l i c a - f i l l e d Buna-N rubber f o r t h e r m a l i n s u l a t i o n . Each of t h e four l e g s w a s attached t'o t h e command module by a single-mode explosive b o l t . A s t r u c t u r a l s k i r t was mounted between t h e t o p of t h e tower s t r u c t u r e and t h e launch escape motor. The b o l t attachments a t t h e i n t e r f a c e between t h e tower and t h e s k i r t provided LES alinement c a p a b i l i t y . Two sequencers which provided f i r i n g s i g n a l s t o t h e U S pyrotechnics were attached t o t h e underside of t h e s k i r t .

The tower j e t t i s o n motor and t h e tower release mechanism were l i v e , but t h e launch escape and p i t c h control motors were i n e r t although t h e y simulated t h e mass and other physical c h a r a c t e r i s t i c s of t h e production s p a c e c r a f t motors.
A conical s e c t i o n of welded Inconel sheet w a s mounted t o t h e forward end of t h e pitch-control motor housing. The s e c t i o n contained 184 pounds of sheet lead b a l l a s t t o provide t h e proper U S m a s s c h a r a c t e r i s t i c s . The ballast enclosure a l s o provided t h e i n t e r f a c e plane f o r mounting t h e & b a l l assembly. The operation of t h e LES i s described i n s e c t i o n 4.5.

The command module was conical with a convex base and rounded apex. The s i d e s were semimonocoque aluminum s t r u c t u r e s terminating i n t h e forward and a f t heat s h i e l d s . The e x t e r i o r w a s covered with cork f o r prot e c t i o n against aerodynamic heating. Section 4.7 presents a d e s c r i p t i o n of t h e cork i n s u l a t i o n configuration. The inner s i d e w a l l s and t o p of t h e cabin were i n s u l a t e d with a q u i l t e d f i b e r - g l a s s m a t e r i a l . The major components of t h e subsystems were mounted on shelves and brackets located along portions of t h e inner w a l l as shown i n f i g u r e s 4.1-5 and 4.1-6.
't.

42
A tubular forward bulkhead t o s i m l a t e t h e egress t u n n e l of t h e production spacecraft. A main hatch of aluminum a l l o y provided access t o t h e cab'in. P r i o r t o launch, t h e hatch was b o l t e d t o t h e CM e x t e r i o r s t r u c t u r e and sealed with epoxy.

External protuberances of t h e production spacecraft configuration, including t h e a i r vent, umbilical f a i r i n g , and two s c i m i t a r antennas, shown i n f i g u r e 4.1-7,were simulated for a b e t t e r d e f i n i t i o n of aerodynamic parameters. The CM aft heat s h i e l d w a s similar i n sLze and shape t o t h e operat i o n a l heat s h i e l d . It w a s composed of an inner and outer l a y e r of laminated f i b e r g l a s s over an aluminum honeycomb core and w a s attached o t o t h e CM by four adjustable s t r u t s . N a b l a t i v e m a t e r i a l w a s used because t h e a f t heat s h i e l d w a s not exposed t o t h e launch environment and no recovery of t h e spacecraft was planned.
The lower portion of t h e forward compartment w a s constructed of

aluminum covered with cork i n s u l a t i o n , and the upper portion w a s a

fiber-gless honeycomb radome containing t h e VHF telemetry omriiantenna.

(See f i g s . 4.3-2 and 4.7-1.) The b o i l e r p l a t e s e r v i c e module assembly consisted of t h e f a i r i n g , s e r v i c e module s t r u c t u r e , and SM i n s e r t which were b o l t e d t o g e t h e r . The M b o i l e r p l a t e adapter was b o l t e d t o t h e S i n s e r t . The S assembly and M t h e i n s e r t , shown i n f i g u r e 4.1-8, were of semimonocoque aluminum cons t r u c t i o n . For f u r t h e r s t r u c t u r a l d e t a i l s , see s e c t i o n 4.6.
A pneumatically actuated umbilical assembly was l o c a t e d approximately

18 inches below t h e t o p of t h e S and 58" from t h e -&axis tuward t h e M

+Y-axis. External e l e c t r i c a l parer, GSE s i g n a l s , and coolant f l u i d were obtained through t h i s assembly p r i o r t o launch.
Dunrmy quadrant packages f o r t h e r e a c t i o n c o n t r o l subsystem (RCS) were attached t o t h e upper portion of t h e S e x t e r i o r , 90" a p a r t . I n M order t o d u p l i c a t e t h e aerodynamic c h a r a c t e r i s t i c s of t h e production u n i t s , t h e dumqy packages were t h e same s i z e and shape and were arranged M on t h e S i n t h e same l o c a t i o n as t h a t of t h e operative u n i t s on t h e production spacecraft.

M I n addition, t h e S and adapter contained instrumentation t r a n s ducers and associated components and w i r i n g and e l e c t r i c a l w i r e harnesses t h a t i n t e r f a c e d w i t h t h e launch vehicle instrument u n i t f o r t h e Q-ball s i g n a l s , t h e two tower j e t t i s o n comand s i g n a l s , and GSE s i g n a l s .

The t o t a l weight i n s e r t e d i n t o o r b i t w a s 17,023 pounds. Due t o a r e s t r i c t i o n i n t h e launch vehicle payload capability, t h e o r i g i n a l

4-3
BP-13 spacecraft weight of 18,600 pounds was reduced by approximately 1,600 pounds after the spacecraft was delivered at Cape Kennedy. The resultant mass characteristics are s h a m in table 4.1-1. The weights, as shown in this table, include 2,014 pounds of ballast in the CM, no ballast in the SM, and 245 pounds of ballast in the adapter.

4-4

TABLE 4.1-1.- SPACECRAFT BP-13 MASS CHARACTERISTICS

-~

~~~~~

~~

I Weight,

Center of g r a v i t y , i n hes

Moment o f i n e r t i a , slug- feet2

_ .

4 --

Roll

Pitch

Yaw

xA

Command module Service module

SM i n s e r t and a d a p t e

97 300 1,041.2

-2.4
5.1
1.4
-3.2

yA

Z A

IXX

4y
37 982 47 187
'5,733

IZZ
37906 4,148
5 , 752

4,172

951.1
785.5

-0.8

-1.5
2.3
1

Total in o r b i t

17,023

965.8

1.0 bo.O

48,464 '8,778

48,350 8,781

1,294.7

- -0 ..2 1.6 0.7 - - 15,364

167,350 167,253

aSee f i g u r e 4.1-2 f o r reference axis system and f i g u r e 4.1-3 f o r reference p o i n t .

4-5

1 I -

Launch escape subsystem 26 d ia

399.7

761.1

Figure

4.1-1.- Apollo BP-13 spacecraft.

4-6

I11
+Z

Quad I11

Quad 11

+Z O0

IV -Y-

- +Y
Quad I

I1

-Y 2?0

180
-Z

+Y

Quad I V

!
-Z

'
Spacecraft instrumentation locationsa (MSC only).

Total space vehicle component locat ions (MSC and MSFC)

Both views looking a f t

See table 4.2-11

Figure 4.1-2.- Y- and Z-axis and angular coordinate system used f o r d e s i g n a t i n g l o c a t i o n s within the BP-13 s p a c e c r a f t .

4-7

ai 0 ri
0
r(
d

-e

. t i

ai

48

Q-ball assembly

B a l l a s t enclosure cover

Pitch control

motor n o z z l e

P i t c h control motor ( i n e r t )

Tower j e t t i s o n motor ( l i v e )
I n te r s ta g e adapter

\
Tower j e t t i / motor nozzlseo n

LES wire harness

Launch escape motor ( i n e r t )

//Launch escape tower

Tower sequencers St ruct ural skirt

Launch escape motor n o z z l e

Tower e x p l o s i v e bolts

Power systems and instrumentation wire harness

Figure 4.1-4.- Launch escape subsystem for BP-13 spacecraft.

d .

4 -61
*

8
W

; f

cu

?.

4-62

Motor package

Structural skirt

--4
Tower truss structure

Figure 4.6-1

Apollo BP-13 s p a c e c r a f t launch escaDe subsystem s t r u c t u r e .

.-

4-63

Command module

Command module longeron

tie

Service module longeron

Figure 4.6-2

- / -

.- Detail of

command module-semice module i n t e r f a c e

(BP-13 spacecraft)

4-64

4-65

Q Q Y

(deg) ( l b / s q f t)

Figure 4.6-4.-

Comparison of predicted aq and Q-ball aq ( A p o l l o mission A-101).

4-66

Angle of attack, deg

Figure

4.6-5.- Variation of

angle of a t t a c k with a l t i t u d e (Apollo mission A-101).

4-68

e .0 .c
c

t n
Q

4-69

4-70

4-71

i3z r l I
0

E:

E
0

.c

4-72

K\

cIn

c .0
c

u 0

cd

l -

0
W

4-73

Parachute compartment Main hatch Command module Purging tube

A f t heat compartment

t.-JL, - - - -- - -

- J ,

S e r v i c e module-

Insert-----\*
Adapter

7
@ B O (
0 Near s i d e

Pressure vent h o l e s (8 places)

- _

0 Far

side

Figure 4.6-8.- Pressure venting scheme f o r BP-13 s p a c e c r a f t s e r v i c e module, i n s e r t , and adapter compartment.

4-74

d m
k

Q,

3 rn rn
Q,

k PI

4-75

4-76

0 m r,

N 4

-P k

cd

4 rl

e,

0 0 4

0 OD

E .L)

I0'

U
VI
W

m P
O
u)

d a,
k

Ln 0

m 0

N 0

4 0

L 3 O

2
0

m rl

rl N

0 d
4

0 3 0

8 .P0

c
P
0

0.
r(

( O D

Ln 0

-+

m 0

N 0

O
rl

4-78

4-79
OS

.07

.06

.05

.04

.03

.02

.01

.o
Frequency, cps

(a) Figure

LES Y - a x i s a t Q-ball i n t e r f a c e

4.6-13. D i g i t a l spectrum estimation of l a t e r a l bending a c c e l e r a t i o n (BP-13 spacecraft).

4-80

.04

Z-axis tower a c c e l Time s l i c e 51.50 t o 56.50 Low-pass f i l t e r 45 cps

.03

u1

cu

a .02 0

01

.o

10

15

20

25

30

35

40

45

Frequency, cps

(b)

LES Z-axis a t &-ball i n t e r f a c e

Figure

4.6-13. Continued -

4-81
.0006

Sensor CA0005 A Y-axis CM accel 51.50 t o 56.50 s e c Time s l i c e Low-pass filter 25 c p s Filter B W
0005

0004

@a

\ .
M

0003

0002

0001

10

15

20

25

Frequency, cps

(c)

Command module Y - a x i s .

Figure 4.6-13.

- Continued.

4-82

.OOlO

.0009

ow-pass f i l t e r F i l t e r BW

5 1 . 5 0 t o 5 6 . 5 0 sec 25 c p s

,0008

.0007

,0006
ffl

@a

a < ,0005
M

.0004

.0003

.0002

.OOOl

.o

10

15

20

25

F r e q u e n c y , cps

( d ) Command module Z-axis.

Figure 4.6-13. Concluded.

4-83

k U a ,

id

4-84

(a)

LES Z-axis a t Q-ball i n t e r f a c e

Figure 4.6-15. D i g i t a l spectrum e s t i m a t i o n o f first bending mode a c c e l e r a t i o n o f BP-13 spacecraft a f t e r i g n i t i o n of S-IV stage.

4-85

hl M

Frequency, cps

(b)

LES Y-axis a t Q-ball i n t e r f a c e .

Figure

4.6-13. Concluded.

4-87

rl

EO
0 u1

a , k 5 m ID a, k

PI

4-88
0 0

cu

..

0 dc
d

..

cuQ
d *.
' 0

0 0

C a S

O . l

0 0 I
' 0

o w

r(c,

o w
r(

* w

O k
O Q

..

3 !

O.S1

5 co
0

c,

al

N Q 0' cd

v Q, ow
O M

k pc

04

b r ' + , m
I

0 0
e.

0 0

cv
I n

0
d

ua

% I

..

q s d 'aanssaJC6

4-89

4-90

M radial vib 3 Time slice Low-pass f i l t e r

S l i c e RMS v a l u e

40.00 to 43.70 1050 c p s

12.002

400

600 Frequency, cps

800

1000

1200

( a ) Instrument SA0086D
Figure 4.6-20.

- Digital

spectrum estimation of BP-13 spacecraft service m o d u l e radial vibration.

4-91

Frequency, cps

(b) Instrument sAOO87D

Figure 4.6-20.

- Concluded.

4- 92

140x 103

No s t r a i n gage data during this

0 Axial load ( s t r a i n gage) Q aAxial load (other f l i g h t data) o Bending moment ( s t r a i n gage) v 'Bending moment

120

100

80

i
d

2
rl

60P
d

<
40-

2 P)

n d
20-

:
d
I
60

a BP-13 spacecraft aerodynamic and inertia flight parameters

0-

I
70

I
80

1
90

T i m e , sec

Figure 4.6-21.

- BP-13 spacecraft adapter load t r e n d cmparison.

4-93

-P

ld k
ld

0 a,

2
M

9)

-8!
W 0 3 W

cu cu
I

UJ

4-94

N N

4- 95

4-96

0 P

0
OD

0
h

0
.+ I

Q)

a l
W

In
0

E .I 0

a , k

v1

2 0
V

PC

a ,
0

.d

2l

0
(Y

4-97

0
0)

ii

u)

e .I -

d
b
rl
5

Fr

c?

0 '

4-98

0 h

0 0

v
0
Y)

r-

0 t

e l

PI

I I

4-99

a
0

m
4

P)

111

pc

4-100

0
h

0 0

pi co

0
u )

0
9

a l

u)

0
c)

4-101

a
0
rl
0 0

3
I

cn

rn

t .I-

4-102

.95-

n
W

.53 .78
.68 .60 .44.42-

.a4 -

170

165

00 a .38-

4 a - : .33 160 .29 .27 -24 .21.2OL

.95-

.78 .68 .84

.60 .53 n .44W .42-

170

ID
4

165

.24
021

2 .38- ; .33
.29 .27

160

.20-

1200

1100

1000

900

800

700

Longitudinal location, X A J in.

(a) M = 0.80 and M = 0.83

Figure

4.. 6-23. Comparison of BP-13 spacecraft f l u c t u a t i n g pressure,s for longi.t u d i n a l l o c a t i o n s a t 357" with wind tunnel data using model

4-103

:E
.93
.68 .60
A

170

165
W

m .38

a .33

160

.21 .20
*95r
.84

.78 .68

.60

.53U

.38.33

.29 .27
.24 .21.20-

1200

1100 1000 900 800 Longitudinal location, XA, in.

700

(b)

= 0 . 9

and M = 0.95

4-104
170

*441 <
-42 .38 .24 .21
.20
.95

.68 .60 .53

165

d 0

160

.60

.53
d

.42
4

Q) n

-"E
.33
0 3 t

a"

.20 .21

1200

1100

1000

900

800

700

Longitudinal location, XA, in.

(c)

1 0 and M = 1.30. .0

Figure

4.6-23. - Continued.

.95.84.78

170

165

.68-

.60-

8
.r(

.53.44-

.4200

5 0
5

PI

.38.33
.27

.29 .24-

6
160

.21.2O-

'

1200

1100

1000

900

800

700

Longitudinal location, X,,

in.

(d)

= 2.00 and

= 2.50.

Figure 4.6-23.

Concluded.

4-106
.95.84 .78 .68 -60 .53
n

. L .
170

165

-29 .27 .24 .21.20

.95-

160

17

.84-

.78
.68

b60-

.53

16

.42-

3
4 0

.38nl .33 .29 -27 .24

- a" 16

.21.20-

Circumferential location,deg from +Z

(a) M = 0.80 and M = 0.85.

Figure 4-6-24,

- Fluctuating

pressure t r e n d s f o r circumferential l o c a t i o n s ,7. on BP-13 spacecraft service module a t X 9 4

4-107

17

16

16

360

+z

27 0

-Y

180 -2

90

+Y

+z

Circumferential location, deg from +Z

(b) M = 0.90 and M = 0.95.

170

.60 .53
A

165

-%I
160 .21 .20

.78 .68.60 .84

.95r

.44 -3 .42 W

.53

rl

-38

.33 .29 .27 .24 .21-

.lo-

360 +Z

270

-Y

180 -Z

90

+Y

+Z

Circumferential location,deg from +Z

(c)

= 1.00 and

1.50.

Figure 4.6-24.

Continued.

170

.60
n

.53

165

.A

*381
.33

.42

160

.78 -68 e60.84 .53.44PP

.95-

e27 .24 -

029

.21-

360

270

180

90

+Z

-Y

-2

+Y

0 +Z

Circumferential location, deg from +Z

(dl

= 2.00 and

M = 2.50.

Figure 4.6-24.

- Concluded.

4-110

U W U

a
0
A 0
El
0)

aJ

r4

4 -61

g a3

rd

F!

4-62

1
J

Motor package

Structural s k i r t

-Z

Figure 4.6-1. Apollo BP-13 spacecraft launch escane subsvstem s t r u c t u r e .

4- 63

I -

a
Command module longeron

Command module

'

'

tie

' .

S e r v i c e module

longeron
Figure 4.6-2.-

Service

module
- / -

Detail of command module+ervice module interface

(BP-13 spacecraft)

4-64

-0

2,000
QQ,

4,000

6,000

(deg) ( l b / s q it)

Figure 4.6-4.-

Comparison of predicted c q (Apollo mission A-101)

and &.ball

4-66

I .

Figure 4.6-5.-

V a r i a t i o n of angle of a t t a c k w i t h a l t i t u d e (Apollo mission A-101).

4-67

c .0 .c

II

c
u)

-a
n

cd
W

4-68

0,

0
0

0 -

4-69

e .0 .c 0 e

4-70

4-71

0'

OD
E

3 P

4.

4-72

l I n M
0

k L d

l -

0
W

4-73

Parachute compartment Main h a t c h

Comman.d module
Purging tube

A f t heat s h i e l d compartment

S e r v i c e module-

I n s e r t 7
Adapter Pressure vent h o l e s . (8 places)

7
0 0 0
0 Near s i d e

0 Far

side

Figure 4.6-8.- Pressure venting scheme f o r BP-13 s p a c e c r a f t s e r v i c e module, i n s e r t , and adapter compartment.

4-74

Q)

k 3 m m e , k pc

aJ

4-75

4-76

0 d Lo

0 m rl

0 N d

t0

n al
v)

n
m
rl

0
(D

Lo 0

I
m 0

cd
W

rl
I

d
'Q

N 0

a,
*rl 0

:-I

.r,

I n

8 .Y

I P n
r(

4-78

4-79
08

.07

.06

.05

v)

< cv
M

.04

.03

02

.Ol

.o
Frequency, cps

( a ) U S Y-axis a t Q-ball i n t e r f a c e Figure

4.6-13. D i g i t a l spectrum e s t i m a t i o n of l a t e r a l bending a c c e l e r a t i o n ( BP-13 s p a c e c r a f t ).

4-80

.04

-axis tower accel 51.50 t o 56.50 ow-pass filter 45 cps

.03

\ N

!
M

.02

.Ol

.o

10

15

20

25

30

35

40

45

Frequency, cps

(b)

T;ES

Z-axis a t Q-ball i n t e r f a c e

Figure 4.6-13.

Continued

4-81
.0006 51.50 to 56.50 sec

.0005

.0004

u)

u cu

a
.0003
M

.0002

.OOOl

I t :

.o

10

15

20

25

Frequency, cps

(c)

Cammand module Y-axis.

Figure

4.6-13. Continued.

4-82

.OOlO
51.50 to 56.50 sec
,0009

ow-pass f i l t e r Filter B W

25 cps

.0008

.0007

.0006
In

<
M

.0005

.0004

.0003

.0002

.OOOl

.o

10

15

20

25

Frequency, cps

(d )

Command module Z-axis.

Figure 4.6-13.

Concluded.

4-83

1
I
I .

I
I
d

I I I
I
I
X
0
L

T
I

4-84

10

15

20

25

30

35

40

45

Frequency, CPS

( a ) LES Z-axis a t Q-ball i n t e r f a c e Figure 4.6-13. D i g i t a l spectrum estimation of f i r s t bending mode a c c e l e r a t i o n of BP-13 spacecraft a f t e r i g n i t i o n of S-IV stage.

4-85

m
(v

Frequency, cps

(b)

LES Y-axis at Q-ball i n t e r f a c e .

Figure 4.6-15.

Concluded.

> N

a c Ld

a , rl

D 3 N

'+
[

4-87

8
0

v1

k 5

rn rn
Q)

E 4

4-88

0 0
/N 0

'0 'W
,

..

c
aJ

o w 0 0
*a I d *

5 a l

iJi

o w
d

M d

OP)

..

O.2

rn rn
aJ

c,

PI

0 0
e.

0 0

10
d

0
d

v)

O C L

..
I

q s d 'aznssaq

4-89

0 0 .

s"

4-90

S radial v i b 3 M Time slice

40.00 to 43.70

4 00

600 Frequency, cps

800

1000

1200

(a) Instrument SAOO86D

Figure 4.6-20.

- D i g i t a l spectrum e s t i mvibration.EP-13 spacecraft s e r v i c e module a t i o n of radial

4-91

.7

SM r a d i a l vib 3
.6

.5

.4

.3

.2

.1

.o

200

400

600

800

1000

1200

Frequency, cps

(b) Instrument ~A0087D

Figure 4.6-20.

- Concluded.

4- 92

140x 103

No s t r a i n gage data during t h i s period

Axial load ( s t r a i n gage) 0 'Axial load (other f l i g h t data) o Bending moment ( s t r a i n gage) 0 'Bending moment (other f l i g h t data)

120

100

a
a
0

80-

r(

2
d

60-

<
40

20

I
60

a BP-13 spacecraft aerodynamic and inertia f l i g h t parameters

0-

I
70

I
80

I
90

Time, s e c

Figure 4.6-21.

- BP-13 spacecraft adapter load t r e n d cmparison.

4-93

4-94

4- 95

4-96

0 0.

0
OD

0
0
0

-4-

9 c

0;

4-?7

\o
0
0)

ul

E .I -

a l

4-98

0 h

4-99

d d

0
0)

0 cx)

0 I -

O W

0
v)

*
m
0

n
U

5:
I -

01

OD

In

-t=303

tsnrr)

?sd

4-100

0
u )

0
(Y

4-101

0
Y)
c

t .I-

4- 102

.68

:"E
.95

170

.60

165 .42
.38

160 .24 .21 .20

.60

.53

1200

1100 1000 900 800 Longitudinal location, XA, in.

700

(a)

M = 0.80 and M = 0.85

Figure 4.6-23. Comparison of BP-13 s p a c e c r a f t f l u c t u a t i n g p r e s s u r e s f o r l o n g i t u d i n a l l o c a t i o n s a t 357" w i t h wind tunnel data using model

m-

.95-

.60 .53 .78

.a4

170

.68 -

165

B: : ;1
.38a .33-29

P
+ I

.24
.27 .21.20.95-

160

.84 -

.60 .53 .44 - m .42 - 3 .38 .68

.78

rl

.29 .33

.27
.24

.21.20-

1200

1100 1000 900 800 Longitudinal location, XA, in.

700

(b) M

0.90 and

0.95

4-104
.95.84

170

.78
.68
.60

.53 .38-29 .27 .24 .21.2O-

165

a .33-

6
160

.95.84
.78

.68-

.60 * .53.44.42rl m .38a .33 .29 .27 .24 .21.2o-

2 -B
-

1200

1100

1000

900

800

700

Longitudinal location, XA, in.

(c)

M = 1 0 and M = 1.30. .0

Figure

4.6-23. - Continued.

.95.&I

170

.78-

.68.60-

.53.44.42M oy

165

LI,

.38.33
.29.27 .24

3 5 '
0)

160

.21.20-

(d)

M = 2.00 and M = 2.30.

Figure 4.6-23.

Concluded.

4-106
170

.68 .60 .53

165

160

.21 .20
.95

.68

60

-E
.20 .21
360

+Z

180 90 270 -Y -Z +Y Circumferential location,deg from +Z

+Z

(a) M = 0.80 and M = 0.85.

Figure 4.6-24.

- Fluctuating

pressure t r e n d s f o r circumferential l o c a t i o n s on BP-13 spacecraft service module a t XA97h.

4-107
.4a P78 .68
b60
~

.95-

170

.53-

165

m29 c27
b%-

160

.21-

360

+z

270

180

+Y Circumferential location,deg from +Z

-Y

90

-Z

+Z

(b) M = 0.90 and M = 0.97.

4-108
.95.84

.78 .68.60 .53

n

170

165

.n.2OL

.29

160

.24 .21-

360 +Z

270

180
-Z

90

0
+Z

-Y

+Y

Circumferential location,deg from +Z

(c)

M = 1.00 and M = 1.50.

Figure 4.6-24.

- Continued.

.95.84 .78 .68 .60

.53-

.44.42rl

pp

.33 .29 .27 -24 .21.20L

.95r .84 .78 e68 e60.53-

rl

v
rl

.44- a .42-

a
.33 e29
e27

.24

.21-

.20i

Circumferential location,deg from +Z

(a)

M = 2.00 and M = 2.50-

Figure 4.6-24.

- Concluded.

4110

.
d (
U U U

fi

Q,

2 III
Q,

i
' I
- - -7l -

IO

. ,

.,._

"

...

4-111

4.7

Heat Protection

The heat protection on BP-13 consisted of an epoxy-impregnated cork covering t h e forward section of the command module and Buna-N rubber covering t h e truss members of t h e launch escape subsystem. The forward section of t h e b o i l e r p l a t e command module w a s covered with varying thicknesses of cork thermal insulation required t o prevent t h e comnand module aluminum s k i n s from exceeding t h e design temperature of 250' F during t h e powered-flight phase of t h e mission. The thickN o nesses of cork on t h e command module a r e shown i n figure 4.7-1. thermal i n s u l a t i o n w a s required between XC = 115.94 and Xc = 133.72 because of t h e ablative q u a l i t i e s of t h e fiber-glass radome. The a f t heat s h i e l d w a s not exposed t o the launch environment and did not require heat protection. N temperature measurements were made of t h e command m o d u l e skin. o Calorimeters were used t o measure launch heating rates, and a d e s c r i p t i o n of the launch heating environment i s covered i n section 4.8, Aerothermodynamics. The heat protection f o r t h e launch escape subsystem consisted of Buna-N rubber (60-percent s i l i c a f i l l e d ) covering. t h e t r u s s members. Several p l i e s of rubber were wound eccentric t o t h e s t r u c t u r a l tube w i t h t h e maximum thickness i n t h e region of highest heating. Truss members perpendicular t o t h e f l a w were protected by a maximum thickness of 0.373 inch of rubber, and t h e parallel and diagonal members were prot e c t e d by a maximum of 0 . 3 inch of rubber. Figure 4.2-7 shows t h e launch
escape tower truss m e m b e r s and the location of t h e temperature sensors.

Figure 4.7-2 shows the measured temperatures a t t h e i n t e r f a c e of t h e rubber and t h e metal surface (bond l i n e ) during powered f l i g h t . The

figure indicates that a t tower j e t t i s o n t h e maximum bond-line temperat u r e was 96" F on the diagonal member. Both instrumented t r u s s members which were perpendicular t o t h e a i r f l o w indicated a maximum temperature of 88" F. The bond-line temperatures of the members p a r a l l e l t o the a i r flow d i d not exceed 87" F. Aerodynamic heating produced a maximum truss-member bond-line temperature which w a s less than 20 percent of t h e design l i m i t (350" F) The thickness of t h e ablative material necessary t o maintain t h e design l i m i t temperature w a s calculated f o r t h e most severe thermal conditions t h a t the launch escape subsystem might experience. This condition would occur i f the tower were exposed not only t o aerodynamic heating during t h e powered f l i g h t phase b u t a l s o enveloped by t h e launch escape rocket plume with i t s heating and erosion during an abort. Since t h e r e w a s no s,.. e e d temperatures abort during t h e A-101 mis appreciably below the strq

4-112

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4.8 Aerothermodynamics
The aerothermodpamic instrumentation i n the BP-13 spacecraft cons i s t e d of 20 asymptotic calorimeters, 1 2 of which were located on t h e conical s u r f a c e of t h e command module i n t h e various locations shown i n f i g u r e 4.8-1. Eight calorimeters were l o c a t e d on t h e s e r v i c e module and adapter s e c t i o n a s shown i n f i g u r e 4.8-2. Each of t h e command module 2 calorimeters had a range of 0 t o 23 B t u / f t /see, while t h e remaining 2 e i g h t had a range of 0 t o 5 B t u / f t /see. A l l t h e calorimeter u n i t s were equipped with thermocouples so t h a t a c o r r e c t i o n f o r any change i n calorimeter body temperature could be applied t o t h e measured heat t r a n s f e r rate.
The f l i g h t instrumentation was designed t o provide information nece s s a r y t o define t h e aerodynamic heating encountered during the launch
phase of t h e trajectory. Instrumentation locations adjacent to and

downstream of t h e various surface i r r e g u l a r i t i e s were chosen t o establ i s h t h e e f f e c t of t h e i r r e g u l a r i t i e s upon t h e l o c a l heat t r a n s f e r rates. Measurements w e r e made a t these l o c a t i o n s t o c o r r e l a t e a c t u a l f l i g h t data with heating rate p r e d i c t i o n s based on data gathered i n various windtunnel tests. For t h e smooth body without protuberances, a maximum h e a t i n g r a t e of 6.2 B t u / f t /sec was p r e d i c t e d f o r t h e command module and 0.60 B t u / f t /see was p r e d i c t e d f o r t h e s e r v i c e module. The heating rates measured during f l i g h t were i n reasonable agreement with t h e s e predictions.
A t t h e time of launch, 19 of t h e calorimeters appeared t o be functioning normally. The output of calorimeter 17, l o c a t e d a t xs338
2 2

( j u s t a f t of t h e CM-SM i n t e r f a c e ) , was o s c i l l a t i n g a t t h i s t i m e , and no data were obtained a t t h i s l o c a t i o n . A preliminary study of t h e telemetry data revealed that calorimeters 13 and 20, both l o c a t e d a t X 305 (under and t o t h e r i g h t , respectively, of t h e r e a c t i o n c o n t r o l

system (RCS) nozzle), f a i l e d t o respond t o t h e main h e a t pulse a t approximately T + 60 seconds. The BP-13 a c t u a l f l i g h t t r a j e c t o r y environment i s shown i n figure 4.8-3. The Reynolds number, based on maximum body diameter, ranged from g r e a t e r than lo7 down t o 5 x 10 a t staging. Hence, t u r b u l e n t flow was expected throughout t h a t p o r t i o n o f t h e t r a j e c t o r y during which heating occurred. A Mach number of 9.0 was reached a t t h e time of staging. The peak heating rates were generally a t t a i n e d

a t a Mach number of 3.5 and a Reynolds number o f

7 x' 106.

An estimate of t h e h e a t t r a n s f e r rates over t h e command module were obtained from wind-timnel data by p l o t t i n g measurements made a t a p a r t i c u l a r Mach number and body l o c a t i o n a g a i n s t Reynolds number, s o t h a t t h e r e s u l t s could be extrapolated t o t h e Reynolds number encountered a t t h a t Mach number during f l i g h t . Wind-tunnel t e s t s of t h e Apollo launch configuration have been conducted f o r a range of Mach numbers from 2.0 t o 10 and a range of Reynolds numbers (based on
t h e maximum diameter) f o r t h e command module from 0.06
,

10

6 to

3.40 x 1 0 ' .

Models with and without t h e tower and models with simul a t e d RCS packages, s c i m i t a r antenna, umbilical f a i r i n g s , and a i r vents have been t e s t e d t o determine t h e e f f e c t upon t h e flow of adding t h e s e t o the b a s i c configuration.

The heating-rate t i m e h i s t o r i e s , as recorded by t h e calorimeters Surface l o c a t e d on t h e command module, are shown i n f i g u r e s 4.8-4. i r r e g u l a r i t i e s on t h e body had a l a r g e e f f e c t on t h e heating rates. The data from calorimeters 1, 5 , and 6 show a smooth v a r i a t i o n with time as indicated i n f i g u r e s 4.8-4(a) and 4.8-4(b). These measurements were obtained i n areas i n which t h e l o c a l f l o w was not disturbed by surface i r r e g u l a r i t i e s , t h a t is, "clean" areas. This smooth varia t i o n with t i m e was not p r e s e n t i n t h e heating r a t e s recorded a t locat i o n s on t h e hatch o r downstream of t h e tower l e g wells, as may be seen i n f i g u r e s 4.8-4(b) and 4.8-4(c). It should be noted t h a t i n most instances, t h e duration of t h e heating was approximately 80 seconds ( T + 60 t o T + 1 0 , although t h e t o t a l heat load varied widely a t 4) various locations.
calorimeters located a t X

Heating-rate t i m e h i s t o r i e s are shown i n f i b r e 4.8-5 f o r t h e three 74 t o compare t h e circumferential ' v a r i a t i o n

C

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of t h e data. The curves w e r e obtained by f a i r i n g l i n e s through t h e data i n e manner intended t o best represent t h e e n t i r e range of measurements. It i s noted t h a t t h e t h r e e curves are similar u n t i l T + 90 seconds, a t which t i m e t h e calorimeter l o c a t e d on t h e hatch cover ($ = 180") shows a r a p i d l y decreasing heating rate, and then a second peak 20 seconds later. The calorimeter l o c a t e d downstream of t h e tower l e g w e l l (fl = 319") i n d i c a t e d similar heating rates, except t h a t a second peak was not experienced a t t h i s l o c a t i o n . Data from calorimeter 1 obtained i n t h e "clean" area (@= 3") compared favorably with the predicted heatt r a n s f e r r a t e s . The angle of a t t a c k during the time of heating WRS less than lo, which should cause only a very small asymmetry o f t h e flow.

Heating-rate h i s t o r i e s are shown i n f i g u r e 4.8-6 f o r s i x calorime t e r s located a t X 52 t o compare again the circumferential v a r i a t i o n of
C

heating rates and t o determine the e f f e c t of surface i r r e g u l a r i t i e s ahead of t h e calorimeter location. The heating r a t e s were a l s o similar

during the initial phase of heating until T + 90 seconds, at which time they begin to differ. Calorimeter 8, located on the target side of the strake stub (see fig. 4.8-1), indicates a relatively low peak heating , rate. Calorimeters 6 and 7 located on the other side of the strake stub, were not influenced in the same manner, in that the peak heating rates are higher than those at calorimeter 8 Calorimeter 4 located . , on the hatch cover (p = 1 0 ) showed quite a different pattern'in that 8, a definite second peak was experienced. The effect of the tower leg well at calorimeter 9 (@= 319" ) was apparent in both the peak heating rate and the total heating, and again a second peak was experienced. The measurement obtained in the area that was free from the influence or irregularities (calorimeter 5 at $I = 3') followed the trend predicted by wind-tunnel tests. Further aft on the command module, at Xc27, the effect of surface irregularities was less pronounced ( f i g . 4.8-7). Calorimeter 11, located below the hatch ( @= 1 0 ) and calorimeter 1 , below the 8, 2 tower leg well (fl = 319") indicated heating rates which varied smoothly with time and which were in reasonable agreement with wind-tunnel measurements. Some of these same curves are plotted in a different manner in order to compare the variation of heating rates at several locations downstream of surface irregularities. The heating rates recorded by calorimeters 2 and 4, located on the command module hatch, are shown in figure 4.8-8. It should be noted that the pattern in heating rate variation was similar at both locations. The effect of moving further downstream from the leading edge of the hatch cover is apparent in the 1 curve for calorimeter 1 , which showed no second peak. The heating rates at several locations downstream fromethe tower leg wells (@= 319") are shown in figure 4.8-9. The effect of the wells is seen to be dependent upon the downstream distance. The occurrences after T + 95 seconds are not readily explainable from the amount of data available. The heat transfer rates measured just ahead of the durmqy scimitar antenna are compared to other measurements made at the same radial location in figure 4.8-10. A higher heating rate was expected at this longitudinal location on the command module. The additional heating rate due to flow characteristics ahead of the protuberance was indicated by the second peak. Heating-rate time histories for the calorimeters located on the service module are shown i n figure 4.8-11. As mentioned previously, three units failed to operate properly, leaving five good measurements: four aft of the RCS package and one ahead. The failure of calorimeter 13,

located under t h e RCS nozzle, i s believed t o be p a r t i c u l a r l y unfortunate i n t h a t wind-tunnel tests have indicated maximum i n t e r f e r e n c e .heating f a c t o r s ( r a t i o o f heating with and without protuberance, r e s p e c t i v e l y ) i n t h i s v i c i n i t y . The l o s s of calorimeter 20 r e s u l t e d i n a lack of data a t a p o i n t where t h e i n t e r f e r e n c e heating was due t o t h e umbilical f a i r i n g as w e l l as t h e RCS package. The heating a t t h i s location, based on w i n b t u n n e l r e s u l t s , w a s expected t o be g e n e r a l l y about 1 . 2 times t h e value which would have been measured had t h e r e been no protuberance on the body. The f a i l u r e of calorimeter 17 r e s u l t e d i n t h e l o s s of heating rate data f o r t h e S f a i r i n g area between t h e umbilical and t h e M a i r duct. The heating rates measured i n t h e v i c i n i t y of t h e RCS package were i n agreement with wind-tunnel t e s t . d a t a . AS shown i n f i g u r e 4.8-2, f o u r calorimeters (which functioned) were i n t h e v i c i n i t y of t h e R S C = 143", w a s unaffected by propackage. Calorimeter 16, a t X,267 and 3 tuberances, t h e r e f o r e t h e heating rates measured a t t h i s location can
be regarded as t h e clean body value. The increase i n heating, above t h e clean body value, measured a t calorimeter 14 (@= 160") was due primarily t o t h e presence of t h e umbilical f a i r i n g i n t h e flow. The peak value i n d i c a t e s a n i n t e r f e r e n c e heating f a c t o r of about 1.3 a t

t h i s location.

The heating r a t e s measured immediately a f t of t h e RCS package a t calorimeter 15, @ = 183", are also shown i n f i g u r e 4.8-11. Wind tunnel t e s t s have i n d i c a t e d t h a t t h e i n t e r f e r e n c e heating f a c t o r a t t h i s l o c a t i o n due only t o RCS package i s increased by 20 percent with t h e a d d i t i o n of t h e air duct, scimitar, and umbilical f a i r i n g t o t h e configuration. The m a x i m u m heating rate measured during f l i g h t a t t h i s l o c a t i o n w a s about 1.27 t i m e s t h e clean body value. The s i n g l e C heating-rate t i m e h i s t o r y obtained ahead of t h e R S package i n t h e v i c i n i t y of a nozzle i s shown i n f i g u r e 4.8-11. The interference heating f a c t o r i n t h i s area due t o t h e RCS package alone i s 1.5, which i s increased by 30 percent w i t h the a d d i t i o n of t h e protuberances on t h e command module. The peak heating measured a t t h i s l o c a t i o n during
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f l i g h t w a s 1.1 Btu/ftz/sec, which represents an i n t e r f e r e n c e heating f a c t o r of nearly 2.0. This measurement w a s t h e h i g h e s t heating rate measured on t h e s e r v i c e module, but, as mentioned earlier, higher values were expected a t calorimeter 13, which f a i l e d t o operate. Heating rates of 3 t o 3.5 t i m e s t h e clean body value have been observed i n wind-tunnel tests a t l o c a t i o n s on t h e s e r v i c e module which were under and adjacent t o t h e RCS nozzles.
A f t of t h e s e r v i c e module, on t h e adapter section, a peak heating 2 rate of 0.6 B t u / f t /sec was measured, as shown i n f i g u r e 4.8-12..

4- 118
This measurement was expected to be only slightly different from the clean body heating rate because it was relatively far behind the RCS package, whose effect on the local flow was greatly reduced at this distance

In summary, local heating rates of 7 B u f ' s c t/t/e were measured on the conical portion of the command module during launch. These heating rates, in both peak and duration, were greatly influenced by surface irregularities. Heating rates on the service module were 2 observed to be 0.6 Btu/ft /sec in the absence of protuberances. The presence of the RCS package increased the heating rate at a particular location by a factor of 1 . 3 . However, interference heating factors of 3.0 to 3.5 were predicted from wind-tunnel tests for some areas. Unfortunately, no data were obtained from the calorimeter located in these areas. The heating-rate predictions based on wind-tunnel data
were in reasonable agreement with the flight measurements.

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4.9 Equipment Cooling

Environmental c o n t r o l subsystem d e s c r i p t i o n . The environmental c o n t r o l subsystem (ECS) shown i n f i g u r e s 4.1-5, 4.1-6 and 4.9-1w a s a closed-loop water-glycol cooling subsystem located i n t h e command module. The coolant mixture used i n the subsystem was 40-percent water and 60-percent glycol. The subsystem was designed t o provide cooling f o r t h e command module e l e c t r o n i c e q u i p e n t during ground operations and during f l i g h t and t o cool t h e cabin a i r during launch countdown. The major components of the airborne subsystem were the 250-pound-capacity water-glycol tank, coolant pump, heat exchanger and fan, accumulator, thermal c o n t r o l valve, and f i v e coldplates. P r i o r t o f l i g h t , t h e e n t i r e subsystem was f i l l e d with t h e waterg l y c o l mixture from t h e ground support equipnent (GSE) through t h e spacecraft umbilical. The temperature of t h e water-glycol mixture i n t h e onboard tank w a s lowered t o t h e proper p r e f l i g h t temperature by c i r c u l a t i n g t h e water-glycol mixture through the GSE r e f r i g e r a t i o n system and back t o t h e spacecraft tank. This process continued throughout t h e countdown and terminated with spacecraft umbilical e j e c t i o n . A f ' t e r spacecraft umbilical e j e c t i o n , t h e coolant tank served a s a heat sink and was designed t o provide cooling f o r t h e launch phase of t h e f l i g h t . The spacecraft e l e c t r o n i c equipment was cooled by pumping t h e cold water-glycol mixture through t h e coldplates. The c o l d p l a t e s were designed t o maintain t h e temperature of t h e e l e c t r o n i c equipnent a t less than 190" F with a maximum coolant temperature of 45" F. The automatic temperature c o n t r o l valve adjusted the amount of cold water-glycol from the coolant tank t o mix with t h e r e c i r c u l a t i n g coolant t o maintain a coldplate i n l e t temperature of 40 f 5" F. When t h e coldplate i n l e t temperature dropped below 35O F, t h e temperature c o n t r o l valve cut t h e coolant tank out o f t h e coldplate c i r c u i t . When t h e temperature of t h e ' c o o l a n t i n t h e tank r o s e above 45" F, t h e t h e r mal c o n t r o l valve opened t o d i r e c t a l l f l o w through t h e tank. The fan c i r c u l a t e d cabin a i r through t h e heat exchanger. When t h e pressure i n the commsnd module dropped t o 5.45 f 5 p s i a during launch, t h e f a n and fan i n v e r t e r were c u t o f f by a b a r o s t a t switch. Environmental c o n t r o l subsystem performance during countdown. The measurements of t h e cooling subsystem parameters shown i n t a b l e 4.9-1 w e r e obtained only by umbilical hardline. The readings a t t h e time of umbilical e j e c t i o n i n d i c a t e that a l l ECS temperatures were w e l l within s p e c i f i c a t i o n limits a t t h e time of launch even though t h e low d i f f e r e n t i a l p r e s s u E (4 p s i ) and abnormally high currents ( t a b l e 4.9-11) ind i c a t e t h a t t h e ECS pmp was not operating properly. A s e c t i o n a l view of t h e ECS pump i s s h a m i n f i g u r e 4.9-2.

4-135
The f i r s t i n d i c a t i o n t h a t t h e pump was operating improperly was observed 1 hours 51 minutes before launch when t h e f a n and pump were 1 f i r s t turned on during t h e f i n a l count. A t t h i s t i m e , t h e sound of t h e pump changed from i t s usual smooth whine t o a sound c h a r a c t e r i s t i c of a rough-running pump. The d i f f e r e n t i a l pressure a t t h i s time was noted t o be normal (approximately 10 p s i ) . During t h e next 2 hours and 52 minutes, t h e pump w a s turned on three times, each time with t h e same symptom of rough running. The d i f f e r e n t i a l pressure was normal i n each case. When t h e pump w a s turned on f o r t h e fourth time with 8 hours 59 minutes u n t i l launch, it again exhibited rough running, but i n addition, a drop i n d i f f e r e n t i a l pressure and a higher than normal current were observed. Also, t h e r e were f l u c t u a t i o n s i n t h e d i f f e r e n t i a l pressure and current. The pump w a s turned on two more times before launch, and each time a lower than normal d i f f e r e n t i a l pressure, higher t h a n normal currents, and f l u c t u a t i n g pressures and currents were observed. The d i f f e r e n t i a l pressure appeared t o decrease while t h e pump was running. When t h e pump w a s turned on j u s t 9 minutes before launch, t h e d i f f e r e n t i a l pressure was approximately 8 p s i . A t umbilical e j e c t i o n , t h e d i f f e r e n t i a l pressure had dropped t o 4 p s i , and t h e t o t a l current was 35 amperes, a n increase of I 2 amperes above normal. The pump problem experienced on launch day i n the BP-13 spacecraft i s the first of i t s kind t o be noted during the t e s t i n g o f t h e BP-13 spacecraft. A t t h e c o n t r a c t o r ' s plant and a t Cape Kennedy, another problem was encountered w i t h a number of these pumps, including the one which was used i n t h e BP-13 spacecraft. This problem exhibited i t s e l f as an i n i t i a l surge of current when t h e pump was turned on after a r e l a t i v e l y long period of i n a c t i v i t y . When the pump was used frequently, t h i s condition d i d not occur. A malfunction i n v e s t i g a t i o n a t Cape Kennedy on two other pumps found corrosion on moving parts i n the pump. It was decided that w i t h a preventative maintenance program cons i s t i n g of frequent starts (every t h i r d o r f o u r t h day), t h e pump i n the BP-13 spacecraft would be s a t i s f a c t o r y for f l i g h t . The f l i g h t p,mp was i n s t a l l e d i n t h e BP-13 spacecraft on May 1 1964, a f t e r the f ' h c t o r y , i n s t a l l e d pump had been removed f o r f a i l u r e a n a l y s i s of t h e current surge phenomenon. A f t e r t h e pump used f o r the f l i g h t was i n s t a l l e d i n t h e spacecraft, two i n i t i a l c u r r e n t surges were noted. F'rom that time u n t i l launch, the pump was started 45 times f o r a t o t a l operating time of 17.5 hours of i t s 1,000-hour design operating l i f e . On no o t h e r occasion did the pump give any i n d i c a t i o n of a b n o m l operation u n t i l launch day. The current surge problem i s not 'known t o be related t o the pump problem which occurred on launch day. Environmntal c o n t r o l subsystem f l i g h t performance. Table 4-9-11 i n d i c a t e s t h a t during the parered f l i g h t phase, the cabin f a n was turned off by t h e b a r o s t a t switches a t T + 231 seconds a t a cabin pressure of

I -

5.4 psia. This a c t u a t i n g pressure i s within s p e c i f i c a t i o n . Cutoff of t h e fan was v e r i f i e d by a drop of approximately 8 amperes i n t o t a l d-c current a t T + 231 seconds.
The t o t a l d-c current ( t a b l e 4.9-11) and telemetry package temperat u r e d a t a i n d i c a t e that t h e pump continued t o operate through t h e f i r s t o r b i t a l pass. The cooling system was required t o maintain t h e telemetry package temperature below 150" F through t h e first o r b i t a l pass and t o maintain t h e cabin a i r temperature belaw 100" F during t h e c o u n t d m operation. The temperature of t h e e l e c t r o n i c s packages was held below t h e 150" F maximum f o r the l i f e of t h e pump power supply, which was approximately two o r b i t a l passes ( t a b l e 4.3-1 and f i g . 4.9-3); and, w i t h scheduled i n t e r m i t t e n t operation of t h e pump, t h e cabin a i r temperature was held well below t h e 100" F maxhum during t h e launch countdown. The cabin was designed t o have a maximum r a t e of leakage equivalent t o a leakage a r e a between 0.25 sq in. and 0.50 sq i n . I n f i g u r e 4.9-4
t h e p r e s s u r e decay c a l c u l a t e d f o r leakage a r e a s of 0 . 2 5 , 0 . 5 0 , and

1.00 sq in. a r e compared w i t h t h e decay o f cabin p r e s s u r e ' i n BP-13 dur-

ing flight.

4-137
TABU

4.9-1. COOLING -

SUBSYSTEM PARAMETERS

Parameter
CM a i r temperature,

Actual value

Specifications
100 (maximum)

OF

... Coldplate o u t l e t temperature, ... Tank o u t l e t temperature, O F . . . . .

Coldplate i n l e t temperature, OF.
OF

........

56 41

40

43
21

None

70 (maximum)

....... Pump o u t l e t pressure, p s i . . . . . . Tank-pump d i f f e r e n t i a l pressure, p s i .

Tank i n l e t pressure, p s i GSE water-glycol c i r c u l a t i o n r a t e , gal/min

16.5
20.5

-----

4
2.5

normally 10

..............
..........

GSE c i r c u l a t i n g water-glycol temperature, "F

18

4.9-11. DIRECT " T SUMMARY [Fan normally draws 7 amperes; pump normally draws 10 ampere4 TABLE:
J

Time T - 0 T + 231 sec T + 360 sec

T

Expected t o t a l d-c current with pump on

Actual t o t a l d-c current

Differential current
12

43

55
47 46
36

On
Off Off
Off

Fan

35
35
35

12
11
1

+ 524

sec

T + 533 sec T + 549 sec T

35 35 35 35 35 35 35
35

44 36 44 36

9
1

Off

Off
Off Off Off

+ 552 sec

9
1

T + 676 sec

T + 685 sec
T

44
36

9
1

+ 896 sec + 905 sec

+ 98 min

Off
Off

T
T

44 42

Off -

4-139
+ m

c,
k

k 0 a,
(I I

al

s
rl

M
I

s;:

t2

f
k

k 0
6 (

0
rl

c,

2 ! 5
al
v)

a , c,
v)

P 3
rn

v)

' I

l-i 0

k c,

4-140

c
k

.r(

a
u1

rl

E Q) m
v)

c d

zll
I

al

Ld

o\ 2

# i 1

El E

4.10 Acoustics
An acoustic microphone (measurement SA276OY, table 4.2-11)was installed flush with the exterior surface of the service module just below the shoulder of the cormnand module (see f i g . 4.6-16 for location) and within 8 inches of fluctuating pressure transducer SA0182P. At the time of publication of this report adequate reduced b t a from this acoustic sensor had not been received. When these data are received, analyses w i l l be made and the results published at a later date.

5.0

LAUNCH-VEHICLE 5.1

DESCRIPTION

AND PERFORMANCE

SA-6 hunch-Vehicle Description

The Saturn I i s a two-stage launch v e h i c l e c o n s i s t i n g of s t a g e s S - 1 and S-IV, an instrument u n i t , and various f a i r i n g s and adapters. The t o t a l vehicle l e n g t h i s approximately l9O f e e t , consisting of an 80.3-foot-long by 257-inch-diameter S-I stage, a 41-foot-long by 220-inch-diameter S-IV stage, a 4.8-foot-long by 154-inch-diameter instrument unit, and a 64.1-foot-long by 154-inch-mximum-diameter b o i l e r p l a t e spacecraft and launch escape subsystem (LES) Vehicle d e t a i l s and dimensions are presented i n figure 5.0-1.

The S-I s t a g e d r y weight i s 107,239 pounds with a propellant cap a c i t y of 850,000 pounds ( l o x and FP-1). Eight H-1 engines mounted i n two c l u s t e r s , f o u r inboard and f o u r outboard, produce a t o t a l sea-level t h r u s t of 1.5 million pounds. The S-IV s t a g e dry weight i s 13,960 pounds with a p r o p e l l a n t cap a c i t y of lO3,OOO pounds (LH2 and lox). The s i x RLlOA-3 engines of t h e

S-IV s t a g e produce a combined t h r u s t of 90,000 pounds.

The instrument unit (IU) contains most of t h e f l i g h t c o n t r o l equipment, including t h e vehicle i n e r t i a l guidance and c o n t r o l system and t h e airborne hardware of s i x tracking and f o u r telemetry systems. The IU a l s o has an i n t e g r a l power supply and d i s t r i b u t i o n system, cooling systems, and a gaseous nitrogen supply system. The IU begins t o funct i o n p r i o r t o l i f t - o f f t o command S - I s t a r t sequencing and t o maintain programing, sequencing, and f l i g h t c o n t r o l through S - I and S-IV stage ope r a t ion. Vehicle telemetry systems are provided f o r each s t a g e and t h e instrument u n i t which include six airborne systems and one d i g i t a l d a t a a c q u i s i t i o n system f o r p r e f l i g h t checkout i n t h e S - I stage, three systems i n t h e S-IV stage, and f o u r systems i n t h e instrument unit. 5.2 Preliminary F l i g h t Performance

After a b r i e f period (about 8 sec) of v e r t i c a l f l i g h t , t h e launch 17 vehicle started t o r o l l t o t h e proper f l i g h t azimuth ( 0 ' E a s t of North) and completed t h i s maneuver a t T + 12.2 seconds. A t T + 15.2 seconds, t h e preprogramed p i t c h a t t i t u d e p r o f i l e was i n i t i a t e d and continued u n t i l T + 134.2 seconds, a t which time a constant vehicle

5-2 a t t i t u d e w a s maintained until t h e i n i t i a t i o n of a c t i v e guidance a t 18.6 seconds a f t e r separation of t h e S-I and S-IV stages. The f l i g h t performance of t h e launch v e h i c l e was near nominal u n t i l T + 116.9 seconds when t h e inboard engine no. 8 shut down 23.2 seconds premat u r e l y . Proper f l i g h t c o n t r o l was maintained, and t h e reduced t o t a l propellant flow r a t e of t h e r e m i n i n g seven engines produced a longer than nominal burn time before t h e p r o p e l l a n t - l e v e l sensors i n i t i a t e d t h e shutdown sequence. The increase i n burning t i m e w a s a l s o p a r t l y due t o lower f l o w r a t e s throughout S - I f l i g h t . The e n t i r e shutdown and staging sequence was consequently 2.7 seconds l a t e r than planned, and t h e t r a j e c t o r y parameters a s compared t o nominal a t S - I s t a g e shutdown were about 330 f t / s e c , 0.8, and 1,110 feet low i n space-fixed v e l o c i t y , space-fixed f l i g h t - p a t h angle, and a l t i t u d e , respectively. Ullage rocket and S-IV i g n i t i o n and u l l a g e rocket and LES j e t t i s o n w e r e a l s o 2.7 seconds l a t e r than nominal s i n c e t h e s e sequences were based on a t i m e a f t e r separation. One u l l a g e rocket f a i l e d t o j e t t i s o n . The a d d i t i o n a l 70 pounds of u l l a g e rocket hardware c a r r i e d i n t o o r b i t and t h e center-of-gravity o f f s e t had l i t t l e e f f e c t on the f l i g h t performance. Launch escape subsystem j e t t i s o n had no d i s t u r b i n g e f f e c t on the v e h i c l e f l i g h t dynamics. Following i n i t i a t i o n of closed-loop guidance, t h e v e h i c l e was s t e e r e d i n t o a n e a r l y nomind o r b i t a f t e r S-IV shutdown. A higher than nominal S-IV s t a g e thrust r e s u l t e d i n a burn t i m e t h a t was 4.0 seconds l e s s than nominal. The SA-6 f l i g h t performance was acceptable f o r meeting t h e required s p a c e c r a f t t e s t o b j e c t i v e s relevant t o f l i g h t cornpatability and e x i t environment. The SA-6 engine anomalies produced no degradation of s p a c e c r a f t t e s t objectives. Except f o r the e a r l y shutdown of t h e S - I engine no. 8, t h e S-I s t a g e performed as expected. The S - I s t a g e thrust and p r o p e l l a n t flows w e r e s l i g h t l y lower than nominal but within tolerance. Residual prop e l l a n t s a t separation ,were 6,062 pounds of l o x and 775 pounds o f f u e l compared with t h e predicted 200 pounds of l o x and 1,874 pounds o f f u e l . This d i f f e r e n c e i n r e s i d u a l was p r i m a r i l y due t o o f f loading p m p e l l a n t s and a less than predicted l o x density. Lox temperature was 2.5 F warmer than predicted. The premature shutdown has been i s o l a t e d t o a f a i l u r e in t h e no. 8 engine turbopump assembly. Preliminary r e s u l t s i n d i c a t e that t h e proba b l e cause was bearing s e i z u r e o r gear failure. The Mark I11 t u r b i n e assembly was flown for t h e l a s t t i m e on SA-6, and t h e improved version o f t h e I h r k I11 (Mark I11 H) assembly w i l l be flown on SA-7 and subsequent Saturn I missions.

c -

5-3
Preliminary r e s u l t s i n d i c a t e t h a t t h e t h r u s t c o n t r o l l e r f o r t h e no. 4 engine had m l f u n c t i o n e d and was i n t h e f u l l y closed position, vhich would account for the higher chamber pressure observed i n t h e no. 4 engine. Because of higher no. 4 engine t h r u s t , t h e S - N s t a g e a c c e l e r a t i o n was high throughout the e n t i r e f l i g h t . The t h r u s t cont r o l l e r malfunction a l s o caused a higher than predicted propellant flow rate t o engine no. 4. S a t i s f a c t o r y performance w a s achieved from t h e u l l a g e rockets; however, t h e empty rocket no. 4 was not j e t t i s o n e d , although t h e exploding bridgewire (EBW) apparently operated properly. The probable cause has not been determined. The midance and c o n t r o l system performed s a t i s f a c t o r i l y . "here w a s no appreciable e f f e c t on t h e c o n t r o l system due t o the premature shutdown of t h e S - I engine no. 8. The r e s u l t i n g v e l o c i t y d e f i c i t a t separatiori and the higher a c c e l e r a t i o n of t h e S-IV s t a g e were compensated f o r during closed-loop guidance, and t h e vehicle w a s s t e e r e d t o %e proper cutoff conditions (see s e c t i o a 3.0). The major t r a n s i e n t s observed included a r o l l - a t t i t u d e deviation ' of 3 during S-I s t a g e operation r e s u l t i n g from an aerodynamic moment caused by t h e unsymmetrical arrangement of t h e t u r b i n e exhaust ducts on t h e S-I stage. The aerodynamic moment was p a r t i a l l y counteracted by a small bias i n the roll a t t i t u d e due t o a small e f f e c t i v e thrust m i s alignment of t h e s-I engine t h r u s t vector. There were only very small t r a n s i e n t s during t h e S-IV f l i g h t due t o separation and LES j e t t i s o n . Switchover of a t t i t u d e s i g n a l from t h e ST-90s platform t o t h e ST-124 platform was s a t i s f a c t o r i l y accomplished 1 4 seconds a f t e r separation. Guidance w a s introduced 4.6 sgconds l a t e r and r e s u l t e d i n a p i t c h command peak t r a n s i e n t of 3 . 3 (nose up) and a y a w command peak trans i e n t of 5.9' (nose r i g h t ) .
O v e r a l l performance of t h e launch-vehicle telemetry instrumentation system w a s good, w i t h only 8 of 1,196 measurements having f a i l e d comp l et e l y .

A complete d e t a i l e d evaluation of t h e performance of t h e launch v e h i c l e i s given i n reference 2.

5-4

'/
\

Launch e s c a p e subsystem

i !

Spacecraft

s-IV

I
stage

Ullage

S-I

stage

Figure 5.0-1.- Apollo mission A-101 space vehicle showing cutaway views of launch vehicle.

6-1
6.0 MISSION OPERATIONS
6 . 1 Prelaunch Operations
1

I n i t i a l checkout of t h e Apollo spacecraft was accomplished i n t h e Apollo T e s t and Operations (ATO) area a t t h e c o n t r a c t o r ' s f a c i l i t y a t Downey, California. F i n a l checkout terminated a t Cape Kennedy with t h e launch operation. The major tests and operations performed on t h e spacecraft o r i n conjunction with spacecraft operations were conducted in accordance with t h e d e t a i l e d Operational Test Procedures (mP) These procedures define t h e step-by-step operations t o be performed and t h e normal response t o be expected, where applicable. The U P ' S were used throughout t h e checkout operations a t Downey, California (ATO) and a t t h e Hangar AF and launch complex 37B f a c i l i t i e s a t Cape Kennedy, Florida. See t a b l e s 6.1-1 and 6.1-11.

O n November 13, 1963, t h e s e r v i c e mdule, insert, adapter, and launch escape tower were t r a n s f e r r e d t o AT0 from t h e manufacturing T f a c i l i t i e s . The command module was t r a n s f e r r e d t o A 0 on November 20. The schedule of milestone events f o r t h e BP-13 s p c e c r a f t . d u r i n g t h e AT0 period i s given i n figure 6.1-1.

A moaification period f o r t h e various s p a c e c r a f t assemblies w a s scheduled from November 13 t o December 3, 1963. During t h e manufacturing phase of t h e BP-13 spacecraft, it was recognized that t h e ground support equipment (ME) required f o r t h e spacecraft subsystems checkout would not be a v a i l a b l e i n t i m e t o support t h e AT0 checkout schedule. A s a result, Special Measuring Devices (SMD) and Special A d a p t e r Devices (SAD) w e r e f'urnished t o accomplish t h e subsystems checkout, and t h e GSE units were furnished f o r t h e f i n a l subsystems i n t e g r a t e d tests. P r i o r t o shipment, the s p a c e c r a f t subsystems were t o be checked out w i t h the GSE t o be used a t t h e launch site.

A spacecraft work and modification period was scheduled f o r t h e period from December 21, 1963, through January 23, 1964. During t h i s p e r i o d mss c h a r a c t e r i s t i c s were determined i n d i v i d u a l l y f o r t h e CM, SM, i n s e r t and adapter; t h e s p a c e c r a f t assemblies were m t e d and a l i n e d i n t h e Navajo tower i n preparation f o r t h e i n t e g r a t e d system test; and t h e following modifications were completed:

(1) ECS heat exchanger i n t h e CM replaced by a redesigned u n i t

I I

(2)

Cap s t r i p reinforcement added t o six ring frames i n t h e S M

6-2

( 3 ) Two s t r a i n gages added in t h e SM

(4) Tower s t r a i n gages removed

( 3 ) Calorimeters i n t h e SM

and adapter relocated

( 6 ) Acoustic transducer i n t h e

SM added

(7) Two v i b r a t i o n transducers i n t h e adapter changed

( 8 ) Wiring f o r launch vehicle telemetry i n s t a l l e d

(9)

Changes r e s u l t i n g from t h e BP-13 spacecraft Design Engineering

Inspection incorporated
(10) Main b a t t e r y bracket mounting modified

(11) E l e c t r i c a l power portion of t h e ECS modified

M (12) RCS mountings i n t h e S reworked

(13)

S f l u c t u a t i n g pressure transducer mounts changed M

(14)

The 90

1 l low level c o m t a t o r and a s s o c i a t e d w i r e harness r

i n s t a l l a t i o n modified

(15) S t r u c t u r a l rework and i n i t i a l fit checks of t h e dummy s c i m i t a r

antennas, umbilical f a i r i n g , and a i r vent When t h e required GSE was received and i n t e g r a t e d as p r t of t h e t e s t complex, design deficiences and i n c o m p a t i b i l i t i e s w e r e found t h a t required modifications t o several of t h e units. These modifications were made and checked out between January 24 and 29. The i n t e g r a t e d system t e s t using GSE began on January 30 and wcds successfully completed on February 6. From February 7 t o 17, t h e spacec r a f t w a s demated and p r e p r e d for shipment. Between February 13 and 19, t h e spacecraft assemblies and most of t h e GSE were transported on t h r e e a i r p l a n e shipments t o t h e MSC Florida Operations f a c i l i t y a t Cape Kennedy, Florida. The more c r i t i c a l GSE and t h e launch escape tower were shipped by an A i r Force C-124; t h e SM, i n s e r t / a d a p t e r and t h e associated handling G E by B-377PG (Guppy); and t h e comrnand module and most of t h e r e m i n i n g S GSE by an A i r Force C-133B.

Boilerplate 13 spacecraft operations a t Cape Kennedy, Florida, began with t h e receiving inspection of the GSE and spacecraft assemblies i n Hangar AI?. Details of t h e Hangar AF schedule milestones f o r t h e BP-13 The receiving and inspection of spacecraft are given i n f i g u r e 6.1-2. t h e spacecraft assemblies were completed between February 17 and 22; GSE receiving inspection, i n s t a l l a t i o n , and checkout were completed between February 15 and k r c h 5. No s i g n i f i c a n t discrepancies were found during t h e inspection period. A spacecraft work period, mating and alinement, i n preparation f o r t e s t i n g continued from February 21 t o March 4 ( f i g . 6.1-3). Hangar AF' complex compatibility t e s t s were conducted from March 7 t o 1 . These t e s t s were followed by a work period, extending 0 from b r c h 1 t o k r c h 20, required t o update t h e GSE and spacecraft i n 1 p r e p r a t i o n f o r t h e i n t e g r a t e d system t e s t , which was conducted on Ikrch 24 and 25. The following day, Mmch 26, GSE w a s moved from Hangar AF t o complex 37B; i n s t a l l a t i o n a t complex 37B was completed on March 30. Concurrently, t h e spacecraft was being p r e p r e d , single-point weighed, and loaded on t h e v e r t i c a l t r a n s p o r t i n p r e p r a t i o n f o r lnating w i t h t h e launch vehicle. The spacecraft and LES were transported t o t h e pid and mechanically m t e d with t h e launch vehicle, t h e Saturn SA-6, on t h e scheduled day of A p r i l 2 ( f i g . 6.1-4). The BP-13 launch complex schedule milestones are given i n f i g u r e 6.1-5.

A f t e r t h e GSE had been i n s t a l l e d a t t h e launch complex, e l e c t r i c a l

interface incompatibilities with the complex wiring delayed the start of

the GSE I n t e g r a t e d Test f o r

days.

These were corrected by Kennedy

A p r i l 3 and 4. Between A p r i l 3 and April 18, independent spacecraft t e s t s w e r e conducted p r i o r t o e l e c t r i c a l mating with t h e launch vehicle.

Space Center (KSC), and the GSE i n t e g r a t e d t e s t w a s conducted on

The tests included a spacecraft i n t e g r a t e d systems t e s t with t h e launchvehicle simulator u n i t . Two interim mission sequencers were used f o r t h e s e tests.
The interim mission sequencer wits a nonflight item t h a t was i d e n t i c a l t o t h e f l i g h t unit. Two major redesign e f f o r t s caused t h e delivery of a f l i g h t q u a l i f i e d sequencer t o be delayed. The f i r s t redesign eliminated the i n t e g r a l b i a s batteries and replaced them with R-C f i l t e r s and self-biasing t r a n s i s t o r stages. The second redesign eliminated t h e low-level l a t c h i n g c i r c u i t and added a r e l a y w i t h a c o i l i n p a r a l l e l with t h e motor switch driver c i r c u i t input and with contacts in series -

6-4

with t h e motor switch d r i v e r output. This change was t h e r e s u l t of a s i n g l e point f a i l u r e analysis. The f l i g h t mission sequencer w a s ins t a l l e d and s a t i s f a c t o r i l y t e s t e d i n the spacecraft on April 25, 1964. The spacecraft-launch-vehicle i n t e g r a t e d t e s t s began with the e l e c t r i c a l mate and i n t e r f a c e checks on April 20 and were successfully completed on May 20 with the f i n a l spacecraft-launch-vehicle simulated f l i g h t t e s t . During the course of t h e i n t e g r a t e d t e s t s , t h e RF compatib i l i t y and t h e e1ectrica.l i n t e r f a c e signals and commands were demons t r a t e d with t h e s e r v i c e s t r u c t u r e i n place and removed, and with t h e umbilicals i n s t a l l e d and ejected. Also, approximately midway through t h i s t e s t period (May 3 , 19641, the pyrotechnic s u b s t i t u t e u n i t was determined t o be unacceptable as a valid checkout unit. This u n i t was replaced by a f u s e / r e a l time recorder t e s t setup that monitored t h e pyrotechnic l i n e s f o r t r a n s i e n t s and f i r i n g signals.
A flight readiness review, conducted on m 19, 1964, established y t h a t t h e BP-13 spacecraft was acceptable f o r launch.

6-5
TABLE 6.1-1.

- OPERATIONAL TEST PROCEDURES AT DOWNEY (ATO)

Title
Began Cmpletec
~

P-0003
P-1012

I n t e g r a t e d system checkout Activation and charging of batteries E l e c t r i c a l subsystem checkout using S D M LES checkout using SMD LES-CM mate, demate

Jan. 30

Feb. 6
(8

(a 1
Dec. 3 Dec. 18

P-1047
P-1048
P-3013 P-3014 P-3015
P-3028 P-5022

Dec. 7
D~C.

18

Jan. ll
Feb. 7 Jan. 8 Feb. 7 Jan. 7 Feb. 8
D~C.

Jan. 12 Feb. 7 Jan. 10 Feb. 8 Jan. 8 . Feb. 9

CM-SM mate, demate

SM-insert mate, demate CMweight and center-ofg r a v i t y determination ECS s e r v i c e and checkout using SMD

28

Dec. 29
Dec. 1 1

Dec. 7
D~C.

P-8023
P-8071
?-8102
?-8103
I
*-

VHF omniantenna (telemetry)

checkout

13

Dec. 13
Dec. 1 4
Dec. 18 Dec. 17

C-band antenna checkout Telemetry and instrumentation subsystem checkout using SMD C-band subsystem checkout using SMD

Dec. 1 4 Dec. 13
D~C.

16

a 72 hours p e r battery

6-6

TABLE 6.1-1. OPERATIONAL TEST PROCEDURES AT DOWNEY (ATO)

Concluded

OTP

Title
_ _ _ _ _ ~

Began

Completed

bP -9019 P-9102

GSE i n t e g r a t e d checkout

Jan. 20
Nov. 22 (c1
(c 1

SMD/SAD i n t e g r a t e d checkout

P-10002 T e s t configuration c h e c k l i s t

P-10003 T e s t configuration c h e c k l i s t using SMD

Used f o r checking t e s t cabling and s e t u p .

TABLE 6.1-11.

OPERATIONAL TEST PROCEDURE

AT n O R I D A OF'ERATIONS

OTP

Title

b a t : In (1964)
Began Mr. 25 Apr. 20 Apr. 9 Completed
M r 25 a.

c-0003 C-0004 c-0003

Integrated systems checkout with simulator i n Hangar AF E l e c t r i c a l i n t e r f a c e checks with launch vehicle Integrated systems checkout with launch vehicle simulator (launch complex)
SpacecrafLlaunch-vehicle o v e r a l l t e s t 1 ("plugs i n " )

Apr. 20 Apr. 13

c-0006

Apr. 30
Msy4
May 25

Apr. 30
May 4

Spacecraftclaunch-vehicle o v e r a l l t e s t 1 (rerun)
c-0007 Launch countdown (canceled) h u n c h countdown

25
May 28

Msy 27

c-ooog
c-0021
C-0028

Spacecraftclaunch-vehicle RFI t e s t
Spacecraftclaunch-vehicle overall t e s t 2

Apr. 23
My 4 a
May 20

Apr. 24
May

5.

Spacecraft-launch-vehicle o v e r a l l test ( f i n a l simulated f l i g h t a t launch complex) Spacecraft complex compatibility Launch-vehicle sequencer malfunction spacecraft monitor test

M y 20 a

z-0030-2

Mr 9 a.
Apr. 21

M r 10 a. Apr. 21 Apr. 28

2-0031

2-0032

Spacecraft-launch-vehicle simul a t e d f l i g h t with s w i n g arm t e s t

Apr. 28

6-8
TABE 6.1-11.

- OPERATIONAL TEST PROCEDURE AT FLORIDA OPERATIONS - Continued

Title

O P

Durat: Began Completec

E E m
May 25 M r 23 a. Mr 9 a.
Feb. 20 Apr.

C-lOl2A

E l e c t r i c a l subsystem Activation and charging o f spacecraft battery

LES weight and center-of-gravity determination

May 20

C-3044A C-3045

M r 19 a.
Feb. 25 Feb. 19

LES build-up Spacecraft off-loading Transportation of spacecraft t o launch pad and mating of spacec r a f t t o instrument u n i t

C-3063
C-3065

M r 31 a.

c-3071

Mate CM t o S (run 1) M

Mr 2 a.
Mr 3 a.
Feb. 29
M r 20 a.

Mr 2 a.

Mate CM t o S (run 2 ) M
C-3073-2 C-3074-1
&te forward heat s h i e l d t o CM

Mr 3 a.
Feb. 29

Demate forward heat s h i e l d from CM Transportation of LES t o pad and mating of LES t o CM Spacecraft adapter-instrument u n i t f i t check
A i r conditioning barrier installation

M r 20 a.
Apr. 3 Feb. 20

c-3075~
c-3080

Apr. 2 Feb. 20
M r 26 a.

c-3081

M r 31 a.
Mr 4 a.

c-L 057-1
C- 4058A-1

Rocket motor receiving and inspection Pyrotechnic receiving and inspect i o n ECS s e r v i c e

Feb. 14

M r 26 a.
Apr. 3

M r 26 a.
Apr. 8

C-502bA-1

6-9
TABLE 6.1-11.

- OPERe_TIONAL TEST PROCEWRE AT FLORIDA OPERATIONS - Concluded

Title
Durs on (1964) Began Complet e c
Apr. 7
May4

OTP

C-5025A
C-~XL~A

ECS drain and purge Antenna voltage standing wave r a t i o (VSWR) Pyrotechnic s u b s t i t u t e u n i t validation Auxiliary crane c o n t r o l checkout GSE integrated checkout Hangar A F

Apr. 9 May 4 Feb. 29 Apr. 6

May 4

c-9003 c-9006 C-9019-1 c-9033-3

Feb. 1 4 Apr. 6
May4

Hookup and a l i n e umbilical disconnect set Water-glycol u n i t checkout launch complex

Apr. 13

Apr. 13
Mr 6 a.

c-9 036-2
C-9037-1 c-9106

Mr 4 a. Apr. 3 Feb. 14
Mar. 5

GSE integrated and umbilical checkout launch complex

Apr. 3
Feb. 1 4

GSE receiving and inspection Water-glycol

out

C-9107
C-9114
c-10000-2 c-10001

- complex check- GSE

Mr 5 a.
Mr 5 a,

F a c i l i t y checkout (hangar ) Hangar c h e c k l i s t

Jan. 17

k r . 23
Apr. 22 Feb. 18

M r 24 a,

Pad c h e c k l i s t
Receiving inspec t i o n c h e c k l i s t

Apr. 28 Feb. 26

ICL- 13 1

6-10

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6-11

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6-12

Figure 6.1-3.-

BP-13 spacecraft mating i n Hangar AF, Cape Kennedy, Florida.

-13

Figure

6.1-4.-EP-13 spacecraft loaded

on v e r t i c a l travlsport p r i o r t o mating w i t h t h e launch v e h i c l e .

6-14

m
d

9 .

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n x
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6-15

6.2 Launch Operations

The launch countdown was planned to require 17 hours and 15 minutes to complete. A rest period of 1 2 hours and 15 minutes was provided for the launch team by dividing the count into two portions consisting of a precount (F-1 day) of 8 hours and 1 minutes and a final count (F day) 0 of 9 hours and 5 minutes. The F-1 precount began as scheduled on b y 25, 1964, at T-1035 minutes ( 3 :50 a.m. e. s. t ) and proceeded normally until a launch-vehicle . hold was called at T-795. (Refer to fig. 6.2-1. ) Spacecraft ordnance work continued during this time and was completed before the count was resumed at 1 : 0 a m e. s. t At the direction of the Eastern Test 0 0 .. . Range (ETR) Range Safety Officer, post-installation resistance measurements of the initiators were rescheduled for the hold period at T-545 minutes, when the launch complex could be cleared of all personnel except the seven members of the spacecraft ordnance team. The final count on F day began approximtely 20 minutes late on k y 26, 1964, as a result of a failure of "critical" power at the blockhouse. (Refer to fig. 6.2-2. ) Spacecraft testing proceeded normally, and the operations were essentially completed 23 minutes early at T-293 minutes. Failure of the launch-vehicle environmental control subsystem (ECS) compressor caused the countdown to be postponed at T-113 minutes (9:40 a.m. e. s.t. >, after a hold of 2 hours and 1 minutes. Spacecraft 0 recycling operations consisted of hatch removal, battery disconnect, and disarming of the launch escape subsystem (LES) initiator. In addition, the nitrogen bottles used for c o m n d module purging were refilled, the instrumentation batteries were recharged and makeup electrolyte added,
new hatch screws were obtained and the hatch secured and sealed, placing

'
'

the spacecraft in the correct configuration to begin the countdown again at T-545 minutes.
The launch countdown began again on May 27, 1964, at T-545 minutes ( 1 55 p.m. e s. t ). (Refer to fig. 6.2-3. ) When the onboard ECS pump 1: . . was initially activated at T-522 minutes, it was noisy but was otherwise normal. The time required to change this pump was estimated to be 8 hours, and the decision was made to continue the count but to monitor closely the communications package temperatures.

Spacecraft testing operations were normal and were completed

13 minutes early at T-283 minutes. Holds for,the launch vehicle of 37 minutes at T-95 minutes, and 61 minutes at T-70 minutes did not affect
swcecraft operations. The terminal count was n o r m 1 until "cutoff" was given in the launch-vehicle count at T-41 seconds ( 0 37 a.m. e. s t), 1: . causing a recycle to T-l'j minutes. The spacecraft LES was disarmed,

6-16

t h e power was t r a n s f e r r e d t o external power f o r b a t t e r y conservation, and the communications systems were shut down t o reduce t h e heat load. After a Tbminute hold, the launch count was resumed a t 11:52 a.m. e . s . t . , and it proceeded n o m l l y t o t h e launch a t U:O7 p. m. e. s. t. on May 28, 1964.

6-17

m 0

Frc

6-18

N n

1.
n
p1

d d.

n
. 4

6-19

round support power on Ifpacecraft e x t e r n a l power :3!052 block-house c o n t r o l

TM RF on
IC-band on

i
i
12-508 i m e r ch Power t r Charge Power LitY, 'er

teryO I urafert I lear 51

I El

iECS cool down mode +T-15

i i

pick up
e.s.t.

a t 11:52 a.m.

Inatrumen Disconnect ti and remove h i

IS

ducera )-ball

off1

tr +
ern

tranmier

I
i40
I 1

4SC go

0 Planned
Actual

4a
I

T-time. m i a
I I

Key

I (

11:30Ip.r. (May 27)

02:OOa.m.

M:OO

06:OO

08: 00

10:08

12:07:00.4

p...

e.s.t.,

br:min

Figure 6.2-3. ApoLlo

ties, F day, k y 28, 1964

6-20

6.3 Range Operations

The network which provided telemetry and radar support f o r t h e m i s sion consisted p r i m a r i l y of s t a t i o n s of t h e Eastern Test hnge, augmented by Department of Defense and NASA s t a t i o n s , The coverage provided by t h e s t a t i o n s i s shown i n t a b l e 6.3-1. The instrumentation of t h e s e s t a t i o n s was committed t o support t h e mission with t h e exception of t h e FPS-16 radars a t Bermuda and H a w a i i which were being modified f o r Gemini program support.
During t h e countdown, the California and Grand Turk s t a t i o n s reported malfunctions. C a l i f o r n i a replaced a d e f e c t i v e tube i n t h e parametric amp l i f i e r power supply in t h e ~ps-16 radar a t T-250 minutes, Grand Turk reported a complete p a r e r failure f o r 60 seconds a t T-15 minutes with no apparent damage t o t h e TPQ-18 radar o r o t h e r systems. A t l i f t - o f f , no major problems e x i s t e d a t any of t h e network s t a t i o n s .
During the mission, t e l e m e t r y coverage w s obtained on the first a t h r e e o r b i t a l passes and part of t h e fourth. Radar transponder t r a c k i n g was obtained during t h e first f'ull o r b i t a l pass and n e a r l y a l l of t h e second pass, after which no f u r t h e r signals were received from t h e t r a n s ponders, m e r t h e transponder stopped operating, many of t h e s t a t i o n s s k i n tracked t h e v e h i c l e throughout i t s l i f e t i m e of 54 o r b i t a l passes.

"he times of a c q u i s i t i o n and l o s s of telemetry reception f o r each s t a t i o n are given i n t a b l e 6.3-1. In general, each s t a t i o n reported horizon-to-horizon reception on a l l three spacecraft links. The last s t a t i o n t o r e p o r t reception of links A and B was P r e t o r i a , South Africa, on t h e f o u r t h pass, Loss of' signal was recorded a t 05:21:02 g.e.t. The next s t a t i o n i view, Hawaii, searched from @:53:OO,to 06:O7:OO g.e.t. n but was unable t o d e t e c t any t r a c e of a signal. The last s t a t i p n t o receive l i n k C was C a l i f o r n i a on t h e second o r b i t a l pass. Loss of signal w s recorded a t O3:06:26 g.e.t. a N s t a t i o n reported reception of link C o telemetry a f t e r t h i s time. The only known telemetry anomaly occurred at t h e Cape Kennedy Telemetry S t a t i o n 2 on both t h e h u n c h phase and t h e first o r b i t a l pass. Rather severe spiking was noted on s e v e r a l of t h e continuous channels on a l l three links, but t h e most severe was on l i n k C. Spiking was noted on t h e oscillograph records made from t h e Cape Kennedy Telemetry Stat i o n 3 tape, but it was not nearly as severe as that noted i n t h e Telemetry S t a t i o n 2 data. The problem is p r e s e n t l y being f u l l y i n v e s t i g a t e d a t Telemetry S t a t i o n 2. The times of a c q u i s i t i o n and loss of C-band radar reception a r e preThe last s t a t i o n t o report t r a c k i n g of t h e C-band sented in table 6.3-II. transponders was White Sands during t h e second o r b i t a l pass. b s s of . C-band reception occurred a t 03: 08: 36 g e. t., which i s approximately t h e

6-21

same time t h a t t h e loss of s i g n a l from t h e l i n k C telemetry occurred.

The following anomalies were noted i n t h e performance of t h e network radar:

(1) A t White Sands Missile Range, New Mexico, on t h e f i r s t o r b i t a l pass, t h e ms-16 t r a n s m i t t e r f a i l e d at t h e p o i n t of c l o s e s t approach, which was a t t r i b u t e d t o a p a r e r surge.
( 2 ) A t Fglin Air Force Base, Florida, on t h e first o r b i t a l pass, severe countdown was experienced on t h e transponder r e p l y which resulted

1 i n a loss of , minutes of v a l i d tracking, F 2

(3) Antigua Island, on t h e second o r b i t a l pass, d i d not a c q u i r e t r a c k although it received t h e transponder reply. Possibly, side-lobe r e t u r n s prevented lock-on.
(4) California, on t h e second o r b i t a l pass, did not a c q u i r e v a l i d t r a c k due t o a 50-percent reduction i n t r a n s m i t t e r power, which was caused by an operator e r r o r i n properly p o s i t i o n i n g a switch. The network s t a t i o n s that reported s k i n t r a c k i n g of t h e v e h i c l e a t various times throughout i t s o r b i t a l l i f e t i m e included P a t r i c k A i r Force Base, Florida; Grand Turk Island; Antigua Island; Ascension Island; P r e t o r i a , South Africa; Carnarvon, A u t r a l i a ; California; White Sands Missile Range, New Mexico; and Eglin A i r Force Base, Florida. Carnsrvon reported t h e most extensive coverage, having s k i n tracked t h e s p a c e c r a f t on passes 1, 12, 13, 14, 15, 16, 26, 27, 28, 29, 30, 31, 42, 43, 44, 45, 46, and 47.

6-22

(u

5 0
0

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6-23

8 5 0 rl
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6-24
6.4
Data Coverage and A v a i l a b i l i t y

Data f o r evaluation of t h e Apollo A-101 t e s t mission included prelaunch hardline t o ground, telemetry, radar, o p t i c a l , meteorological, These d a t a were obtained and environmental information ( t a b l e 6.4-1). from both t h e Eastern T e s t Range and t h e Manned Space F l i g h t Network through t h e Goddard Space F l i g h t Center (GSFC) snd through t h e Kennedy W t a were a l s o provided by t h e U, S. Weather Bureau, Space Center (KSC).

The recorded d a t a were reduced at.Cape Kennedy Telemetry S t a t i o n 2, Manned Spacecraft Center Computation and Analysis Division i n Houston, Texas, Marshall Space F l i g h t Center i n Huntsville, Alabama, and t h e cont r a c t o r ' s f a c i l i t y at Downey, California, The Operations Support, Plans, and Programs Office (OSPPO) of MSCF l o r i d a Operations provided a c t i v e l i a i s o n support f o r data redliction and data evaluation. The d e l i v e r y of m a n y data i t e m s t o OSPPO was delayed, as i n d i c a t e d
i n table 6.4-1, because of t h e new l o g i s t i c s channels establishes f o r

t h i s s p e c i f i c mission, The data l i a i s o n support by OSPPO caused no delay. For a complete o u t l i n e of coverage planned from t h e range, see r e f erences j t o

>.

The data l i s t e d i n table 6.4-1w i l l be on f i l e a t t h e &nned Spacec r a f t Center, Houston, Texas. Requests may be addressed t o t h e Manager, Apollo Spacecraft Program Office. Eastern T e s t Range and Kennedy Space Center.- Data were d e l i v e r e d t o OSPPO and the evaluation team from ETR and from KSC v i a t h e K3C h t a Coordination Office. Oscillograph c h a r t s and magnetic t a p e recordings of telemetry received a t Cape Kennedy were made a v a i l a b l e approximately 3 hours a f t e r l i f t - o f f . Quick-look 4020 p l o t s were provided i n 3 m film 5m format i n T+8 hours. Quick-look t r a j e c t o r y t a b u l a t e d data were obtained by MC on t h e day a f t e r launch, and t h e f i r s t p a r t of t h e f i n a l t r a j e c t o r y S d a t a w a s a v a i l a b l e i n 4 calendar days. Magnetic t a p e recordings of telemetry received f o r o r b i t a l passes were a v a i l a b l e i n 4 t o 6 days a f t e r launch. F i r s t s i g n a l s t r e n g t h records from Cape Kennedy were received 7 days a f t e r t h e f l i g h t . Ehgineering s e q u e n t i a l f i l m w a s planned f o r support of t h e mission from t h r e e f i x e d cameras and f o u r t r a c k i n g cameras. They were t o provide 16m and 3 m photographic coverage of t h e BP-13 spacecraft. Only t h e f i l m 5m from three of t h e t r a c k i n g cameras w a s a v a i l a b l e f o r study by t h e evaluat i o n team, t h e other f o u r engineering s e q u e n t i a l f i l m being missent t o another organization, The Vero Beach ROT1 tracking film d i d not provide coverage of tower j e t t i s o n as requested, However, good q u a l i t y c o v e r k e of t h e spacecraft was provided p r i o r t o and following tower j e t t i s o n .

6-25
Goddard Space F l i g h t Center.- The GSFC network s t a t i o n s recorded telemetry data and tracked t h e spacecraft during t h e mission. Tracking data from t h e Bermuda network s t a t i o n were used i n c a l c u l a t i n g o r b i t a l t r a j e c t o r y data and i n s e r t i o n parameters. Corrected t r a j e c t o r y data were presented from c a l c u l a t i o n s made at Greenbelt, Maryland, and were made a v a i l a b l e i n 2 days a f t e r launch. The f i r s t s i g n a l s t r e n g t h and telemetry (magnetic t a p e s ) from down range s t a t i o n s a r r i v e d a t M C SFlorida Operations 6 days af%er t h e f l i g h t .
I G C Houston.. Spacecraft telemetry data were processed by t h e Comput a t i o n and Analysis Division, MSC, Houston, with support from Instrumentat i o n and E l e c t r i c a l Systems Division, MSC, Houston. A t a p e copy from 1 Telemetry S t a t i o n 2 (Tel 1 )was received i n Houston a t T + 10 hours, and a copy from Antigua, a t T + 20 hours, The f i r s t package of engineering a n a l y s i s p l o t s from t h e s e data tapes was provided t o t h e evaluation team a t T -1- 4 days. The p a c h g e contained time-history data of a c c e l e r a t i o n s , e l e c t r i c a l information, temperatures, heat flux, s t r a i n gages, and RMS of low-frequency a c c e l e r a t i o n s , f l u c t u a t i n g pressures, and radial v i b r a t i o n s . These data were reduced by using telemetry t a p e s from both T e l If and Antigua, The second package, which w a s a v a i l a b l e within 3 calendar days, contained t h e time h i s t o r i e s of conical pressure c o e f f i c i e n t s and power s p e c t r a l d e n s i t y (PSD) of low-frequency a c c e l e r a t i o n s , s t r a i n gages, and r a d i a l v i b r a t i o n s , The p r e s s u r e c o e f f i c i e n t s were determined by using t h e measured c o n i c a l s u r f a c e pressure and t h e dynamic p r e s s u r e based on t h e measured atmospheric d e n s i t y a t t h e time of launch. The PSD w a s p l o t t e d by using t h e T e l I1 and Antigua tapes and w a s produced by a digital-computer process. The t h i r d package, which w a s a v a i l a b l e w i t h i n 7 days after launch, contained PSD p l o t s of t h e same parameters included i n t h e second package. The PSD was p l o t t e d by using t h e T e l I1 and Antigua t a p e s and w a s produced by an analog process with equipment operated by t h e General Instrumentation Branch of t h e Instrumentation and E l e c t r i c a l Systems Division.

(T-0) w a s e s t a b l i s h e d as 12:07:00:42 a.m. e. s. t. Prelaunch R and 2 c a l i b r a t i o n values, which were recorded for t h e continuous and high-level commutator parameters, were within 1 percent of t h e o r b i t a l values. No corrections were made as a r e s u l t of R and Z c a l i b r a t i o n changes because t h e change t o t h e data would not have been s i g n i f i c a n t . The changes from t h e o r i g i n a l R and Z c a l i b r a t i o n values were a l s o checked f o r t h e low-level commutator and were found t o be g r e a t e r than 1percent. However, because of t h e type of c a l i b r a t i o n c i r c u i t u t i l i z e d , no changes were made t o t h e c a l i b r a t i o n curves t o c o r r e c t f o r t h e R and Z c a l i b r a t i o n changes. Lift-off

( 7 07: 00: 42 G.m. t. 1:

>.

All pressure measurements were biased t o read ambient p r e s s u r e a t launch, and t h e a c c e l e r a t i o n s were biased t o read l on t h e X - a x i s and g zero-g on t h e Y- and Z-axes.

6-26
In processing t h e BP-13 data, an e d i t r o u t i n e was used t o determine changes of 2 percent o r g r e a t e r of telemetry full s c a l e i n t h e commutator data and 3 percent o r g r e a t e r of telemetry f u l l s c a l e i n t h e continuous data. I n additon t o t h e data being t a b u l a t e d and p l o t t e d a t a basis r a t e , a p o i n t w a s t a b u l a t e d and p l o t t e d f o r each change g r e a t e r than t h e predetermined values of 2 and 3 percent.
Telemetry t a p e from T e l 1 was used f o r reduced data from T + 400 sec1 onds through i n s e r t i o n , The T e l I1 t a p e showed t h e 2.7-second dropout a t t h e t i m e of launch-vehicle staging. Reasons f o r t h e dropout are discussed i n s e c t i o n 4.2, Instrumentation. The values p r i n t e d f o r all parameters during t h i s time were considered t o be invalid, None of t h e a v a i l a b l e telemetry t a p e s provided data f o r t h i s 2.7-second period. The engineering s c a l e s were e s t a b l i s h e d f o r most of t h e p l o t s t o be i n accordance with t h e c a l i b r a t e d instrument range and t o provide a reading accuracy of approximately 2 percent of telemetry f u l l scale. Tabulation and p l o t s w e r e produced for a l l parameters that w e r e planned before t h e f l i g h t , except for those parameters whose instruments f a i l e d t o operate properly. These failures are discussed i n s e c t i o n 4.2, Instrumentation.

Data were processed from t h e Antigua t a p e f o r t h e second pass; t h a t i s , as t h e s p a c e c r a f t began i t s second pass and w a s w i t h i n telemetry cont a c t . N o t h e r o r b i t a l data processing was planned t o support t h i s reo p o r t , but supplemental processing w i l l be done t o include o r b i t a l - p a s s data a t a l a t e r date.
The data reduction operation w a s planned t o provide data t o t h e analysts as r a p i d l y as p o s s i b l e by u t i l i z i n g high-speed reproduction methods. S p e c i a l p l o t s requested during t h e evaluation and r e p o r t w r i t i n g period were provided after the system analysts had reviewed data i n i t i a l l y processed. Additional copies of t h e engineering p l o t s processed by MSC Houston a r e a v a i l a b l e through t h e Apollo Spacecraft Program Office.
Data transmitted by t h e launch-vehicle telemetry from instrumentat i o n i n t h e s p a c e c r a f t were processed by MSFC i n accordance w i t h previous arrangements made between MSC and MSFC. I M compatible t a p e copies were B forwarded t o MSC Houston and reduced engineering p l o t s t o t h e t e s t evaluation team a t MSC FO a t T + 13 days.

Engineering p l o t s received from MSFC included adapter r a d i a l vibrat i o n s , s e r v i c e module a c o u s t i c , &-ball, and launch vehicle a t t i t u d e gyro data.

6-27

Data type

Presentation Telemetry data

Anticipated availability (a)

Date received (a )

Telemetry Building 2 , recorder Telemetry Building 3, recorder Grand Bahama Island, recorder 3
I

3 3

1 --inch

magnetic t a p e magnetic t a p e

4H

5&H

--inch 2

4 H
ASAP
ASAP

4 CD 4 CD
4 CD

1 5-inch magnetic t a p e 1 --inch 2

magnetic t a p e

Antigua, recorder

Ascension, recorder 3 P r e t o r i a , recorder 3 DOD S t a t i o n s Point Arguelo, Hawaii, Corpus Christi

1 5-inch m g n e t i c t a p e 1 --inch 2
magnetic t a p e

ASAP
ASAP
ASAP

6 CD 6 CD
X

1-inch magnetic t a p e

DOD Station-Eglin A i r Force Base

Composite recording of spacecraf. links from a l l N S s t a t i o n s AA

1 --inch magnetic t a p e 2
1-inch magnetic tape S t r i p chart S t r i p chart

ASAP
Asps
2 CD

8 CD
4 CD

Telemetry s i g n a l s t r e n g t h

7 CD ( T e l 3 a t T + 9 CD
7 CD

ASAP

Log s h e e t

2 CD'

(b

Log s h e e t Sheet Sheet

ASAP
2 H
ASAP

(b )

4 CD
During and 1 h r after flight

Key :

H -HOW
CD

ASAP
WD

Calendar Cay

- Working Dey - As soon a s p o s s i b l e

bData requested but not received during t h e postlaunch reporting period

6-28

TABLE 6.4-1.- D U A AVAlLABlLlTy

~~

- Continued
Anticipated availability a) Date received [a )

-~

~~

___

Data type

Presentation

~~

R e a l time recordings

Oscillograph r o l l s Magnetic t a p e s

3 H

3 H

8H
8H

6a

Telemetry engineering data: Commutated channels

3m f i l m 5m
Plots

Continuous channels

35m f i l m
Plots

Rdr aa
Impact p r e d i c t e r data (Special t r a j e c t o r y and aerodynamic parameters ) Position data Velocity data Acceleration data Specl a 1 t r a j e c t ory parameters A t t i t u d e data Launch escape tower p o s i t i o n and v e l o c i t y Tab p r i n t o u t computer output t a p e Computer t a p e tab printout Computer t a p e tab printout Computer tape tab printout Computer t a p e tab printout Tab p r i n t o u t Tab p r i n t o u t (Requirement submitted too late t o be supported by range)
1 CD

1 CD

1 CD (b )

4 CD 4 CD 4 CD 4 CD 4 CD 4 CD

Best estimate of t r a j e c t o r y
a

Tab p r i n t o u t

Key :

H
CD

- HOW Calendar

ASAP
Cay

WD

- Working Day

- As soon as p o s s i b l e

b k t a requested but not received during t h e postlaunch r e p o r t i n g period

6-29
r

TABLE 6.4-1.-

DATA AVAILABILITY

- Continued
Anticipated availability (a )

Cata type

Presentat ion

Date received a

Radar
F i n a l c a l c u l a t i o n s of p o s i t i o n and v e l o c i t y from i n s e r t i o n t o completion of f i r s t pass F i n a l c a l c u l a t i o n s of s p e c i a l t r a j e c t o r y items from i n s e r t i o n t o completion of first pass O r b i t a l f l i g h t parameters (per l e t t e r from MSC/FO t o GSFC, Tab p r i n t o u t Tape Tab p r i n t o u t Tape Teletype message

3 CD 3 CD
3 CD

ASAP

3 H

1-13-64)
Radar beacon log Cape Kennedy
Radar d a t a sheet (uprange ETR) Radar data sheet (downrange EJ!R)

Log format Log format

Log format

1 CD
1 CD

4 CD
6 CD 6 CD

4 CD
ASAP
1 CD

Radar data sheet a l l non-lDR, DOD! rag fonnat and NASA s t a t i o n s Radar event record (uprange ETR)
Radar event record (downrange ETR)

7 CD

Strip chart S t r i p chart

6 CD

P l o t t i n g board c h a r t s (copies of c h a r t s made by KSC from s t a t i o n 1 and IcC 37) P l o t t i n g board c h a r t s (downrange) Aerodynamic parameters ( v e l o c i t y of sound, dynamic pressure, Mach number, Reynolds number )

Chart

3 H

Sta. 1-4H LCC-37-4 H

Chart
hbular

2 CD

7 CD
Working paper not submitted i n time f o r computer programing; should be a v a i l a b l e bj June.

3 CD

R a d a r event record from a l l non-ETR, DOD, and NASA s t a t i o n s

~ ~~~

s t r i p chart

ASAP

7 CD

a Key : H -HOW Calendar Llay CD

ASIS'

W D

- Working Day - A s soon as possible

b l h t a requested but not received during t h e postlaunch reporting period

C

Initial t r a j e c t o r y conditions only have been received t o p e r f o m a n a l y s i s f o r

s e c t i o n 3.

6-30
TABLE 6,4-I.

- DATA AVAILABILITY - Continued

Presentation Anticipated availability (a)

I s t a type

Date received (a)

Radar function record (xprange ETR)

R a d a r function record

Strip chart S t r i p chart Strip

4 CD 4 CD
ASAP

6 CD
(b 1 (b 1

(downrange ETR)
R a d a r function record from d l non-ETR, DOD, and NASA s t a t i o n s
Chart

Sequential events (times derived from o p t i c s from l i f t - o f f , S - I burnout, S-IV i g n i t i o n , and LES jettison Spacecraft umbilical disconnect S t r u c t u r a l s u r v e i l l a n c e of s p a c e c r a f t during launch Lift-off and early f l i g h t Long f o c a l length o p t i c a l tracking

'Pab p r i n t o u t

1 CD

Engineering p r i n t s 16rmn Engineering p r i n t s l6mm Engineering p r i n t s 16nrm Vero Beach engineering p r i n t ~ ~ I I I U I Melbourne Beach engineering p r i n t
1h

5 CD

5 CD
5 CD 5 CD

k t e o r o l o g i c a l data Weather f o r e c a s t s : Forecasts w i l l be made by Space F l i g h t Weather (U.S. Weather Bureau assigned t o NASA) Surface weather observation f o r T-0 (temperature, pressures, R.D., wind d i r e c t i o n , and v e l o c i t y and d e n s i t y ) Cloud coverage and v i s i b i l i t y from T-O (uprange) aKey : H -Hour CD Calendar Iky

Preflight and launch

As required

Tabular

1 CD

8H

Tabular

I
ASAP
WI T

lCD

1
I

8 H

- As soon as p o s s i b l e - Working Day

b I s t a requested but not received during t h e postlaunch reporting period

6-31
-

TABLE 6.4-1.

- DATA AVAILABILITY - Concluded

Presentation Meteorological data Anticipated availability (a,) Date received (a )

Data type
1 .

Cloud coverage and v i s i b i l i t y f o r T-0 (downrange) Upper a i r weather observation f o r T-0 (temperature, pressure, R.H., wind d i r e c t i o n , and v e l o c i t y and d e n s i t y ) . (Both uprange and downrange ) Prelaunch upper a i r observation (temperature, pressure, R.H., wind d i r e c t i o n and velocity). (wrange and downrange) surface t o 40 km Prelaunch upper a i r observations (temperature, pressure, density, wind d i r e c t i o n and v e l o c i t y ) (Uprange and downrange 25 t o 90 km)

Tabular Tab p r i n t o u t computer output t a p e s

1 CD 1 CD

Tab p r i n t o u t

4 H
(after release )

2 CD

Tab p r i n t o u t

4 H
(after release )

(b 1

Ground and environmental measurements Flash r e p o r t s from ground and environment (G and E ) measuring program Ground and environmental (G and E ) measuring numbers l2CD3-Water-glycol i n l e t temperature ucD4-Water-glycol o u t l e t temperature 12CW-Air temperature a t 268-f t l e v e l 13CDg-Air temperature a t 188-ft l e v e l 22C29-Vibration deck 188-ft l e v e l v e r t i c a l 22C30-Vibration deck 188-ft l e v e l (58-238 deg) 22C3LVibration deck 188-ft l e v e l (148-328 deg) 25Cll-Acoustic a t 188-ft l e v e l umbilical tower Report

As a v a i l a b l e

S t r i p chart Strip chart Strip chart Strip chart Strip chart S t r i p chart S t r i p chart S t r i p chart

aKey :

H
CD

--

HOU Calendar Cay

ASAP
W D

- Working I.by - As soon as possible

bIhta requested but not received during t h e postlaunch reporting period

I ~

7.0

CONCLUDING RENARKS

'.

A l l of t h e spacecraft t e s t objectives f o r t h e Apollo mission A - 1 0 1 were f u l f i l l e d :

1 The b o i l e r p l a t e spacecraft BP-13 mated s a t i s f a c t o r i l y w i t h t h e . SA-6 launch vehicle and a l l systems and i n t e r f a c e s w e r e compatible under p r e f l i g h t , launch, and o r b i t a l conditions.
2. S a t i s f a c t o r y engineering data covering designated parameters of spacecraft launch environment were obtained f o r use i n verifying or determining spacecraft design c r i t e r i a f o r Apollo e a r t h o r b i t a l missions.

3. The launch environment conditions measured d i d not exceed t h e c r i t e r i a used i n t h e design of t h e b o i l e r p l a t e spacecraft.

4. The tower j e t t i s o n motor propelled launch escape subsystem c l e a r of t h e spacecraft as required.

5. The launch escape subsystem s t r u c t u r e performed s a t i s f a c t o r i l y under f l i g h t loading conditions.

6 Ground support handling equipment and procedures were used . successfully .during prelaunch and countdown operations.
The f l i g h t t r a j e c t o r y of the mission provided t h e launch environment required.
Spacecraft subsptems including instrumentation, performed the

functions required f o r a s a t i s f a c t o r y mission.

8-1

1.

Anon.: An I n v e s t i g a t i o n of Aerodynamic Noise Measured on a 0.055-Scale Apollo/Saturn Vehicle i n t h e NASA Ames 14-Foot Transonic and 9 X 7-mot Supersonic Wind Tunnels. SLD 63-1480 [NAS 9-1301, North American Aviation, Inc., Dec. 31, 1963.

I:PSTL-11

2.

S t a f f of Saturn F l i g h t Evaluation Working Group: R e s u l t s of t h e S i x t h Saturn I Launch Vehicle T e s t F l i g h t . NASA George C . Marshall Space F l i g h t Center. N S Manned Spacecraft Center, Florida Operations, May AA

3 . Anon. : Data Acquisition P l a n for Apollo Mission A - 1 0 1 (SA-6/BP-13).

15, 1964.

4. Anon.:

Saturn h u n c h (Test Code B). Operations D i r e c t i v e no. 2400, A i r Force Missile T e s t Center, Nov. 1 1963 (supersedes OD 2400, , Sept. 19, 1951.)

3 . Anon.:

Orbital Tracking and Data Acquisition Saturn SA-6. Operations Directive no. 2460, A i r Force Missile T e s t Center, May 4, 1964.